Vehicle control method, electronic equipment, storage medium and vehicle

Abstract

The invention provides a vehicle control method, electronic equipment, a storage medium and a vehicle, and the method comprises the steps: obtaining a driving scene of the vehicle, and road condition information and vehicle information in the driving scene in real time when the vehicle is in a driving working condition; the target accelerator opening degree change rate can be determined according to different driving scenes, the road condition information and the vehicle information in the driving scenes and the preset mapping relation, and the accelerator opening degree is controlled according to the target accelerator opening degree change rate. According to the method, the adaptive cruise system of the vehicle can search the proper accelerator opening degree change rate in the driving scene in the preset mapping relation according to the road condition information and the vehicle information in different driving scenes, so that the vehicle controls the accelerator opening degree according to the accelerator opening degree change rate, the flexible control over the accelerator opening degree through adaptive cruise is achieved, and the driving experience of the vehicle is improved. And the problems that the vehicle fuel injection quantity is too large and the vehicle fuel consumption is too high are solved.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more particularly to a vehicle control method, electronic device, storage medium, and vehicle. Background Technology

[0002] In driving scenarios with heavy traffic, uphill, downhill, curves, and bumpy roads, the adaptive cruise control function of vehicle driver assistance systems will control the engine to maintain fuel injection to respond to changes in speed. However, in cases of rapid acceleration or deceleration, the adaptive cruise control system cannot flexibly control the throttle according to the vehicle's operating conditions, which will cause the vehicle to continuously inject fuel, resulting in excessive fuel consumption. Summary of the Invention

[0003] In view of this, the purpose of this application is to propose a vehicle control method, electronic device, storage medium and vehicle to solve the problem that the existing adaptive cruise control system cannot flexibly control the throttle according to the vehicle's operating conditions, resulting in continuous fuel injection and excessive fuel consumption.

[0004] To achieve the above objectives, this application provides a vehicle control method, comprising:

[0005] In response to the vehicle being in driving condition, the vehicle's driving scenario, as well as road condition information and vehicle information in the driving scenario, are acquired in real time.

[0006] Based on the driving scenario, road condition information, vehicle information, and preset mapping relationship, a target throttle opening change rate is determined, and the throttle opening is controlled according to the target throttle opening change rate.

[0007] Optionally, the driving scenario includes a slope scenario and a curve scenario; the road condition information includes slope information and curve information; the vehicle information includes vehicle position information; and the target throttle opening change rate includes the throttle opening change rate on slopes and the throttle opening change rate on curves.

[0008] The step of determining the target throttle opening change rate based on the driving scenario, road condition information, vehicle information, and preset mapping relationship includes:

[0009] In response to the vehicle location information coinciding with the starting position of the ramp scene, the ramp throttle opening change rate is determined based on the ramp information, the vehicle information, and the preset mapping relationship;

[0010] In response to the vehicle position information coinciding with the starting position of the curve scenario, the curve throttle opening change rate is determined based on the curve information, the vehicle information, and the preset mapping relationship.

[0011] Optionally, the slope scenario includes an uphill scenario and a downhill scenario, the slope information includes the uphill angle and the downhill angle; the vehicle information includes the engine speed; and the slope throttle opening change rate includes the uphill throttle opening change rate and the downhill throttle opening change rate.

[0012] The step of responding to the vehicle position information coinciding with the starting position of the ramp scene, and determining the ramp throttle opening change rate based on the ramp information, the vehicle information, and the preset mapping relationship, includes:

[0013] In response to the vehicle position information coinciding with the starting position of the uphill scenario, the uphill throttle opening change rate is determined by searching the preset mapping relationship based on the uphill angle and the engine speed.

[0014] In response to the vehicle location information coinciding with the starting point of the downhill scenario, the downhill throttle opening change rate is determined by searching the preset mapping relationship based on the downhill angle and the engine speed.

[0015] Optionally, the curve scenario includes an entry curve scenario and an exit curve scenario, the curve information includes the entry curve rate and the exit curve rate, the vehicle information includes the engine speed, and the curve throttle opening change rate includes the entry curve throttle opening change rate and the exit curve throttle opening change rate.

[0016] In response to the vehicle position information coinciding with the starting position of the curve scenario, the curve throttle opening change rate is determined based on the curve information, the vehicle information, and the preset mapping relationship, including:

[0017] In response to the vehicle position information coinciding with the starting position of the curve entry scenario, the curve entry rate and the engine speed are used to search in the preset mapping relationship to determine the curve entry throttle opening change rate.

[0018] In response to the vehicle position information coinciding with the starting position of the exit curve scenario, the exit curve rate and the engine speed are used to search within the preset mapping relationship to determine the exit curve throttle opening change rate.

[0019] Optionally, the vehicle scenario includes a flat road scenario, and the vehicle information includes vehicle location information; the method further includes:

[0020] In response to the driving scenario being a flat road scenario, and the vehicle position information coinciding with the starting position of the flat road scenario, the throttle is controlled to execute a preset throttle opening.

[0021] Optionally, the vehicle information includes engine speed, and the method further includes:

[0022] In response to the engine speed exceeding a preset speed threshold, the engine is controlled to stop rotating, and the electric motor is started to drive the vehicle.

[0023] Optionally, the method further includes:

[0024] In response to receiving a braking command, the vehicle's brake pedal is controlled according to the brake pedal opening indicated in the braking command, and brake energy recovery is initiated simultaneously.

[0025] Based on the same inventive concept, this application provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement any of the methods described above.

[0026] Based on the same inventive concept, this application provides a non-transitory computer-readable storage medium that stores computer instructions for causing a computer to perform any of the methods described above.

[0027] Based on the same inventive concept, this application provides a vehicle including the electronic equipment described above.

[0028] As can be seen from the above, the vehicle control method, electronic device, storage medium, and vehicle provided in this application, wherein the method, when the vehicle is in driving condition, acquires the vehicle's driving scenario and road condition information and vehicle information in real time, can determine the target throttle opening change rate based on different driving scenarios, road condition information and vehicle information in the driving scenario, and a preset mapping relationship, and control the throttle opening according to the target throttle opening change rate. In this way, the vehicle's adaptive cruise system can find the appropriate throttle opening change rate for the driving scenario based on road condition information and vehicle information in the preset mapping relationship, so that the vehicle controls the throttle opening according to the throttle opening change rate, realizing flexible control of throttle opening in adaptive cruise, and avoiding the problem of excessive fuel injection and excessive fuel consumption. Attached Figure Description

[0029] To more clearly illustrate the technical solutions in this application or related technologies, the drawings used in the description of the embodiments or related technologies will be briefly introduced below. Obviously, the drawings described below are only embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0030] Figure 1 This is a schematic flowchart of a vehicle control method according to an embodiment of this application;

[0031] Figure 2 This is a schematic diagram illustrating the process of determining the target throttle opening change rate for different driving scenarios according to an embodiment of this application;

[0032] Figure 3 This is a schematic diagram of a vehicle control device according to an embodiment of this application;

[0033] Figure 4 This is a schematic diagram of the hardware structure of an electronic device according to an embodiment of this application. Detailed Implementation

[0034] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with specific embodiments and the accompanying drawings.

[0035] It should be noted that, unless otherwise defined, the technical or scientific terms used in the embodiments of this application should have the ordinary meaning understood by one of ordinary skill in the art to which this application pertains. The terms "first," "second," and similar terms used in the embodiments of this application do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Terms such as "comprising" or "including" mean that the element or object preceding the word encompasses the elements or objects listed after the word and their equivalents, without excluding other elements or objects. Terms such as "connected" or "linked" are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. Terms such as "upper," "lower," "left," and "right" are only used to indicate relative positional relationships; when the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0036] As described in the background technology, adaptive cruise control cannot flexibly control the throttle according to the vehicle's operating conditions in different driving scenarios and conditions. For example, in uphill scenarios where rapid acceleration is needed, the system will control the vehicle to increase the throttle opening and engine speed to accelerate, resulting in a large amount of fuel injection. In downhill scenarios, the adaptive cruise control function will not control the vehicle to decelerate in advance or reduce the throttle opening in advance, but will maintain the original fuel injection strategy. For downhill scenarios, maintaining the original fuel injection strategy will make the vehicle consume more fuel.

[0037] To solve the above technical problems, refer to Figure 1 This application provides a vehicle control method, including the following steps:

[0038] Step 102: In response to the vehicle being in driving condition, the driving scenario of the vehicle and the road condition information and vehicle information in the driving scenario are acquired in real time.

[0039] In this step, the vehicle controller can determine whether the vehicle is in motion based on its speed. If the vehicle speed is zero, it indicates that the vehicle is stationary. If the vehicle speed is greater than zero, it indicates that the vehicle is in motion. When the vehicle is in motion, the driving scene is acquired in real time, which can include curves, flat roads, or slopes. Road condition information and vehicle information within the driving scene are also acquired in real time. For example, if the acquired driving scene is a curve, road condition information and vehicle information within the curve are acquired simultaneously. Road condition information in the curve can include the curve curvature (e.g., approach and exit curvature), and vehicle information can include the engine speed. Similarly, if the acquired driving scene is a slope, road condition information and vehicle information are acquired simultaneously. Road condition information in the slope can include the slope angle (e.g., uphill or downhill angle), and vehicle information can include the engine speed. The vehicle controller can also acquire the vehicle's driving scene based on a high-precision map.

[0040] Step 104: Determine the target throttle opening change rate based on the driving scenario, road condition information, vehicle information, and preset mapping relationship, and control the throttle opening based on the target throttle opening change rate.

[0041] In this step, the preset mapping relationship can be a pre-stored information table, which includes the throttle opening change rate corresponding to slope information and vehicle information in each scenario. The throttle opening change rate in the pre-stored information table is calibrated according to the vehicle's official average fuel consumption principle. During the calibration process, the throttle opening change rate is limited according to the upper limit of the throttle opening to ensure that the throttle opening change rate meets the minimum fuel consumption during vehicle operation. The throttle opening change rate can be understood as the speed at which the throttle is depressed. When the vehicle is driving on a slope, the throttle opening change rate for the slope scenario is determined based on the slope scenario, road conditions in the slope scenario, and vehicle information in the slope scenario. The throttle opening is then controlled based on the target throttle opening change rate for the slope scenario. When the vehicle is driving on a curve scenario, the throttle opening change rate for the curve scenario is determined based on the curve scenario, road conditions in the curve scenario, and vehicle information in the curve scenario. The throttle opening is then controlled based on the target throttle opening change rate for the curve scenario. In this way, the vehicle's adaptive cruise control system can find the appropriate throttle opening change rate in a preset mapping relationship based on road condition information and vehicle information under different driving scenarios, so that the vehicle can control the throttle opening according to the throttle opening change rate.

[0042] Specifically, through steps 102-104, while the vehicle is in driving condition, the driving scenario, road condition information, and vehicle information under the driving scenario are acquired in real time. This allows the system to determine the target throttle opening change rate based on different driving scenarios, road condition information, vehicle information under the driving scenario, and preset mapping relationships. The throttle opening is then controlled according to the target throttle opening change rate. In this way, the vehicle's adaptive cruise control system can find the appropriate throttle opening change rate for different driving scenarios based on road condition information and vehicle information in the preset mapping relationship. This enables the vehicle to control the throttle opening according to the throttle opening change rate, achieving flexible control of the throttle opening in adaptive cruise control and avoiding the problem of excessive fuel injection and high fuel consumption.

[0043] In some embodiments, refer to Figure 2 The driving scenarios include slope scenarios and curve scenarios; the road condition information includes slope information and curve information; the vehicle information includes vehicle location information; and the target throttle opening change rate includes the throttle opening change rate on slopes and the throttle opening change rate on curves.

[0044] The step of determining the target throttle opening change rate based on the driving scenario, road condition information, vehicle information, and preset mapping relationship includes the following steps:

[0045] Step 202: In response to the vehicle location information coinciding with the starting position of the ramp scene, determine the ramp throttle opening change rate based on the ramp information, the vehicle information, and the preset mapping relationship;

[0046] Step 204: In response to the vehicle position information coinciding with the starting position of the curve scenario, determine the curve throttle opening change rate based on the curve information, the vehicle information, and the preset mapping relationship.

[0047] Specifically, driving scenario information can be determined based on information recorded in a high-precision map. For example, the vehicle's memory stores information defined by the high-precision map. This includes, for instance, the range of curve scenarios, the range of slope scenarios, and the range of flat road scenarios, as well as the starting positions for entering and exiting curve scenarios, uphill scenarios, downhill scenarios, and flat road scenarios. Specific slope and curve scenario information can be obtained from the high-precision map. Slope scenario information may include the starting position of the slope scenario, and curve scenario information may include the starting position of the curve scenario. When the vehicle's position coincides with the starting point of a ramp scenario, it indicates that the vehicle is about to enter the ramp. Based on the ramp information and vehicle information, the corresponding ramp throttle opening change rate is found in a preset mapping relationship. This yields the appropriate ramp throttle opening change rate for controlling the throttle opening within that ramp scenario. This allows for the matching of a throttle opening control strategy with the lowest fuel consumption based on the ramp scenario, further saving fuel and preventing the vehicle from using a large fuel injection strategy in ramp scenarios, which leads to high fuel consumption. Similarly, when the vehicle's position coincides with the starting point of a curve scenario, it indicates that the vehicle is about to enter a curve scenario. Based on the curve information and vehicle information, the corresponding curve throttle opening change rate is found in a preset mapping relationship. This yields the appropriate curve throttle opening change rate for controlling the throttle opening within that curve scenario. This allows for the matching of a throttle opening control strategy with the lowest fuel consumption based on the curve scenario, further saving fuel and preventing the vehicle from using a large fuel injection strategy in curve scenarios, which leads to high fuel consumption.

[0048] In some embodiments, since the slope has uphill and downhill sections, the slope scenario has uphill and downhill scenarios. Therefore, different throttle opening change rates need to be matched for different driving scenarios in order to effectively reduce fuel consumption. Therefore, this application matches different throttle opening change rates for different slope scenarios. Specifically, the slope scenario includes uphill and downhill scenarios, the slope information includes uphill angle and downhill angle, the vehicle information includes engine speed, and the slope throttle opening change rate includes uphill throttle opening change rate and downhill throttle opening change rate.

[0049] The step of responding to the vehicle position information coinciding with the starting position of the ramp scene, and determining the ramp throttle opening change rate based on the ramp information, the vehicle information, and the preset mapping relationship, includes:

[0050] In response to the vehicle position information coinciding with the starting position of the uphill scenario, the uphill throttle opening change rate is determined by searching the preset mapping relationship based on the uphill angle and the engine speed.

[0051] In response to the vehicle location information coinciding with the starting point of the downhill scenario, the downhill throttle opening change rate is determined by searching the preset mapping relationship based on the downhill angle and the engine speed.

[0052] Specifically, the preset mapping relationship can be a pre-stored information table, which includes the throttle opening change rate corresponding to slope information and vehicle information for each scenario. When in a certain driving scenario, the corresponding throttle opening change rate can be found in the pre-stored information table based on the slope information and vehicle information for that scenario. This allows the vehicle to control the throttle opening according to the pre-stored throttle opening change rate for each driving scenario, that is, to match the vehicle with the throttle opening control strategy with the lowest fuel consumption, further saving fuel consumption and avoiding the problem of high fuel consumption caused by the vehicle using a larger fuel injection strategy in slope scenarios. The throttle opening change rate in the pre-stored information table is calibrated according to the vehicle's official average fuel consumption principle, and during the calibration process, the throttle opening change rate is limited according to the upper limit of the throttle opening to ensure that the throttle opening change rate meets the minimum fuel consumption during vehicle operation.

[0053] The slope scenario includes uphill and downhill scenarios. When the vehicle's position information coincides with the starting point of the uphill scenario, it indicates that the vehicle is about to enter the uphill scenario. The slope information in the uphill scenario includes the uphill angle, and the vehicle information includes the engine speed. Based on the uphill angle and engine speed in the uphill scenario, the corresponding uphill throttle opening change rate is found in a preset mapping relationship. This yields the appropriate uphill throttle opening change rate for controlling the throttle opening in that uphill scenario. This is equivalent to matching the throttle opening control strategy with the lowest fuel consumption based on the uphill scenario. Furthermore, the uphill throttle opening change rate is a positive value. This allows for an earlier increase in throttle opening (acceleration) upon entering the uphill scenario, further saving fuel consumption and avoiding the problem of excessive fuel injection and high fuel consumption caused by sudden acceleration in the middle of the uphill section.

[0054] When the vehicle's location information coincides with the starting point of a downhill scenario, it indicates that the vehicle is about to enter the downhill scenario. The slope information in a downhill scenario includes the downhill angle, and the vehicle information includes the engine speed. Based on the downhill angle and engine speed, the corresponding downhill throttle opening change rate is found in a preset mapping relationship. This yields the appropriate downhill throttle opening change rate for controlling the throttle opening in that downhill scenario. This is equivalent to matching a throttle opening control strategy with the lowest fuel consumption based on the downhill scenario. Furthermore, the downhill throttle opening change rate is negative. This allows the throttle opening to be reduced in advance, i.e., decelerated, as soon as the vehicle enters the downhill scenario, further saving fuel consumption. Since the engine speed is still high when the vehicle is downhill, if the vehicle injects fuel according to the engine speed, but some of the injected fuel does not contribute to propulsion, it will lead to more fuel waste. In this application, the throttle opening is controlled according to the rate of change of throttle opening on a downhill slope, which can reduce the deceleration in advance and reduce the energy loss caused by the adaptive cruise system braking to maintain the vehicle speed when going downhill.

[0055] In some embodiments, in cornering scenarios, the vehicle typically slows down when entering a corner to ensure stable passage, but accelerates when exiting to quickly return to the speed required for driving on flat roads. Therefore, different throttle change rates need to be matched for different situations in cornering scenarios to enable the vehicle to operate with low fuel consumption. Specifically, the cornering scenario includes entering and exiting a corner; the cornering information includes the entry and exit curve rates; the vehicle information includes engine speed; and the cornering throttle opening change rate includes the entry and exit throttle opening change rates.

[0056] In response to the vehicle position information coinciding with the starting position of the curve scenario, the curve throttle opening change rate is determined based on the curve information, the vehicle information, and the preset mapping relationship, including:

[0057] In response to the vehicle position information coinciding with the starting position of the curve entry scenario, the curve entry rate and the engine speed are used to search in the preset mapping relationship to determine the curve entry throttle opening change rate.

[0058] In response to the vehicle position information coinciding with the starting position of the exit curve scenario, the exit curve rate and the engine speed are used to search within the preset mapping relationship to determine the exit curve throttle opening change rate.

[0059] Specifically, the preset mapping relationship can be a pre-stored information table, which includes the throttle opening change rate corresponding to curve information and vehicle information in various scenarios. When in a certain driving scenario, the corresponding throttle opening change rate can be found in the pre-stored information table based on the curve information and vehicle information for that scenario. This allows the vehicle to control the throttle opening according to the pre-stored throttle opening change rate for each driving scenario, that is, to match the vehicle with the throttle opening control strategy that minimizes fuel consumption, further saving fuel consumption and avoiding the problem of high fuel consumption caused by the vehicle using a larger fuel injection strategy in curve scenarios. The throttle opening change rate in the pre-stored information table is calibrated according to the vehicle's official average fuel consumption principle to ensure that the throttle opening change rate meets the minimum fuel consumption during vehicle operation.

[0060] The cornering scenario includes both entry and exit cornering scenarios. When the vehicle's position information coincides with the starting point of the entry corner scenario, it indicates that the vehicle is about to enter the cornering scenario. Cornering information within the entry corner scenario includes the entry curve rate, and vehicle information includes the engine speed. Based on the entry curve rate and engine speed, the corresponding throttle opening change rate for that cornering scenario is found in a preset mapping relationship. This yields the appropriate throttle opening change rate for controlling the throttle opening within that cornering scenario. Essentially, this matches the lowest fuel consumption throttle opening control strategy to the cornering scenario. Furthermore, the throttle opening change rate is negative. This allows for a reduction in throttle opening as soon as the vehicle enters the corner, effectively slowing it down and saving fuel. It also prevents sudden braking in the middle of the corner, reducing energy loss caused by the adaptive cruise control system braking to maintain speed during cornering.

[0061] When the vehicle's position information coincides with the starting point of the exit curve scenario, it indicates that the vehicle is about to enter the exit curve scenario. Curve information within the exit curve scenario includes the exit curve rate, and vehicle information includes the engine speed within the exit curve scenario. Therefore, based on the exit curve rate and engine speed within the exit curve scenario, the corresponding exit throttle opening change rate is found in a preset mapping relationship. This yields the appropriate exit throttle opening change rate for controlling the throttle opening within that exit curve scenario. This is equivalent to matching a throttle opening control strategy with the lowest fuel consumption based on the exit curve scenario. Furthermore, since the exit throttle opening change rate is positive, the throttle opening can be increased in advance according to the exit throttle opening change rate upon entering the exit curve scenario, i.e., acceleration, further saving fuel consumption and avoiding the problem of excessive fuel injection and high fuel consumption caused by rapid acceleration upon entering a flat road scenario. In this application, increasing the throttle opening based on the exit throttle opening after entering the exit curve scenario ensures that the vehicle speed can quickly reach the speed required for driving on a flat road scenario, enabling the vehicle to operate with low fuel consumption.

[0062] In some embodiments, the driving scenario includes a flat road scenario, and the vehicle information includes vehicle location information; the method further includes:

[0063] In response to the driving scenario being a flat road scenario, and the vehicle position information coinciding with the starting position of the flat road scenario, the throttle is controlled to execute a preset throttle opening.

[0064] Specifically, the driving scenario also includes a flat road scenario, and the vehicle information also includes the vehicle position information in the flat road scenario. It is determined whether the driving scenario is a flat road scenario. When the driving scenario is a flat road scenario and the vehicle position coincides with the starting position of the flat road scenario, that is, the vehicle enters the flat road scenario. It can enter the flat road scenario from a curved road scenario or from a slope scenario. Then, the throttle is controlled to execute the preset throttle opening, which can be controlled according to the speed limit or normal driving.

[0065] In some embodiments, the vehicle information includes engine speed, and the method further includes:

[0066] In response to the engine speed exceeding a preset speed threshold, the engine is controlled to stop rotating, and the electric motor is started to drive the vehicle.

[0067] Specifically, the preset speed threshold is 3000 rpm. When the engine speed exceeds 3000 rpm, the engine is controlled to stop rotating and the motor is started to drive the vehicle. In this way, the engine's fuel injection can be stopped and the vehicle can be driven by the motor, which can save fuel and reduce the vehicle's fuel consumption.

[0068] Based on the above embodiments, the method further includes:

[0069] In response to the throttle opening being greater than a preset throttle opening threshold or the instantaneous fuel consumption of the vehicle exceeding a preset fuel consumption threshold, the engine is controlled to stop rotating, and the electric motor is started to drive the vehicle.

[0070] Specifically, the preset throttle opening threshold is 60% for example, and the preset fuel consumption threshold is 20 L / km for example. When the throttle opening is greater than 60%, it indicates that the vehicle speed is relatively high. At this time, the engine is stopped, and the electric motor is started to drive the vehicle. This stops the engine's fuel injection, and the electric motor drives the vehicle, thus saving fuel and reducing vehicle fuel consumption. When the vehicle's instantaneous fuel consumption exceeds 20 L / km, it indicates that the vehicle's fuel consumption is too high. In this case, the engine is stopped, and the electric motor is started to drive the vehicle. This stops the engine's fuel injection, and the electric motor drives the vehicle, thus saving fuel and reducing vehicle fuel consumption.

[0071] In some embodiments, the method further includes:

[0072] In response to receiving a braking command, the vehicle's brake pedal is controlled according to the brake pedal opening indicated in the braking command, and brake energy recovery is initiated simultaneously.

[0073] Specifically, when the vehicle controller receives a braking command from the driver, it controls the vehicle's brake pedal according to the brake pedal opening indicated in the command, and simultaneously initiates regenerative braking. This allows excess energy released during braking to be converted into electrical energy by a generator and stored in the battery for subsequent acceleration, thus saving the vehicle's energy.

[0074] It should be noted that the method in this embodiment can be executed by a single device, such as a computer or server. The method can also be applied in a distributed scenario, where multiple devices cooperate to complete the task. In such a distributed scenario, one of these devices may execute only one or more steps of the method in this embodiment, and the multiple devices will interact with each other to complete the method described.

[0075] It should be noted that the above description describes some embodiments of this application. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recorded in the claims can be performed in a different order than that shown in the above embodiments and still achieve the desired result. Furthermore, the processes depicted in the drawings do not necessarily require a specific or sequential order to achieve the desired result. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0076] Based on the same inventive concept, corresponding to any of the above embodiments, this application also provides a vehicle control device.

[0077] refer to Figure 3 The vehicle control device includes:

[0078] The acquisition module 302 is configured to acquire, in real time, the driving scenario of the vehicle and the road condition information and vehicle information under the driving scenario in response to the vehicle being in a driving condition.

[0079] The control module 304 is configured to determine the target throttle opening change rate based on the driving scenario, the road condition information, the vehicle information and the preset mapping relationship, and control the throttle opening based on the target throttle opening change rate.

[0080] Specifically, when the vehicle is in operation, the system acquires real-time information about the vehicle's driving scenario, road conditions, and vehicle information within that scenario. This allows the system to determine the target throttle opening change rate based on different driving scenarios, road conditions, vehicle information, and preset mapping relationships. The system then controls the throttle opening according to this target throttle opening change rate. This enables the vehicle's adaptive cruise control system to find the appropriate throttle opening change rate for each driving scenario based on road and vehicle information within the preset mapping relationships. This allows the vehicle to control the throttle opening based on the throttle opening change rate, achieving flexible throttle control and avoiding excessive fuel injection and high fuel consumption.

[0081] In some embodiments, the control module 304 is further configured such that the driving scenario includes a slope scenario and a curve scenario, the road condition information includes slope information and curve information, the vehicle information includes vehicle position information, and the target throttle opening change rate includes the slope throttle opening change rate and the curve throttle opening change rate.

[0082] The step of determining the target throttle opening change rate based on the driving scenario, road condition information, vehicle information, and preset mapping relationship includes:

[0083] In response to the vehicle location information coinciding with the starting position of the ramp scene, the ramp throttle opening change rate is determined based on the ramp information, the vehicle information, and the preset mapping relationship;

[0084] In response to the vehicle position information coinciding with the starting position of the curve scenario, the curve throttle opening change rate is determined based on the curve information, the vehicle information, and the preset mapping relationship.

[0085] In some embodiments, the control module 304 is further configured such that the slope scenario includes an uphill scenario and a downhill scenario, the slope information includes an uphill angle and a downhill angle; the vehicle information includes engine speed; and the slope throttle opening change rate includes an uphill throttle opening change rate and a downhill throttle opening change rate.

[0086] The step of responding to the vehicle position information coinciding with the starting position of the ramp scene, and determining the ramp throttle opening change rate based on the ramp information, the vehicle information, and the preset mapping relationship, includes:

[0087] In response to the vehicle position information coinciding with the starting position of the uphill scenario, the uphill throttle opening change rate is determined by searching the preset mapping relationship based on the uphill angle and the engine speed.

[0088] In response to the vehicle location information coinciding with the starting point of the downhill scenario, the downhill throttle opening change rate is determined by searching the preset mapping relationship based on the downhill angle and the engine speed.

[0089] In some embodiments, the control module 304 is further configured such that the curve scenario includes an entry curve scenario and an exit curve scenario, the curve information includes an entry curve rate and an exit curve rate, the vehicle information includes engine speed, and the curve throttle opening change rate includes an entry curve throttle opening change rate and an exit curve throttle opening change rate.

[0090] In response to the vehicle position information coinciding with the starting position of the curve scenario, the curve throttle opening change rate is determined based on the curve information, the vehicle information, and the preset mapping relationship, including:

[0091] In response to the vehicle position information coinciding with the starting position of the curve entry scenario, the curve entry rate and the engine speed are used to search in the preset mapping relationship to determine the curve entry throttle opening change rate.

[0092] In response to the vehicle position information coinciding with the starting position of the exit curve scenario, the exit curve rate and the engine speed are used to search within the preset mapping relationship to determine the exit curve throttle opening change rate.

[0093] In some embodiments, the control module 304 is further configured such that the driving scenario includes a flat road scenario, and the vehicle information includes vehicle location information; it also includes:

[0094] In response to the driving scenario being a flat road scenario, and the vehicle position information coinciding with the starting position of the flat road scenario, the throttle is controlled to execute a preset throttle opening.

[0095] In some embodiments, the control module 304 is further configured such that the vehicle information includes engine speed;

[0096] In response to the engine speed exceeding a preset speed threshold, the engine is controlled to stop rotating, and the electric motor is started to drive the vehicle.

[0097] In some embodiments, the control module 304 is further configured to control the vehicle's brake pedal in response to receiving a braking command, according to the brake pedal opening indicated in the braking command.

[0098] For ease of description, the above devices are described in terms of function, divided into various modules. Of course, in implementing this application, the functions of each module can be implemented in one or more software and / or hardware.

[0099] The apparatus described above is used to implement a corresponding vehicle control method in any of the foregoing embodiments, and has the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0100] Based on the same inventive concept, corresponding to any of the above embodiments, this application also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement a vehicle control method as described in any of the above embodiments.

[0101] Figure 4 This embodiment illustrates a more specific hardware structure of an electronic device, which may include a processor 1010, a memory 1020, an input / output interface 1030, a communication interface 1040, and a bus 1050. The processor 1010, memory 1020, input / output interface 1030, and communication interface 1040 are interconnected internally via the bus 1050.

[0102] The processor 1010 can be implemented using a general-purpose CPU (Central Processing Unit), microprocessor, application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of this specification.

[0103] The memory 1020 can be implemented in the form of ROM (Read Only Memory), RAM (Random Access Memory), static storage device, dynamic storage device, etc. The memory 1020 can store the operating system and other applications. When the technical solutions provided in the embodiments of this specification are implemented by software or firmware, the relevant program code is stored in the memory 1020 and is called and executed by the processor 1010.

[0104] The input / output interface 1030 is used to connect input / output modules to realize information input and output. Input / output modules can be configured as components within the device (not shown in the figure) or externally connected to the device to provide corresponding functions. Input devices may include keyboards, mice, touchscreens, microphones, various sensors, etc., while output devices may include displays, speakers, vibrators, indicator lights, etc.

[0105] The communication interface 1040 is used to connect a communication module (not shown in the figure) to enable communication between this device and other devices. The communication module can communicate via wired means (such as USB, Ethernet cable, etc.) or wireless means (such as mobile network, WIFI, Bluetooth, etc.).

[0106] Bus 1050 includes a pathway for transmitting information between various components of the device, such as processor 1010, memory 1020, input / output interface 1030, and communication interface 1040.

[0107] It should be noted that although the above-described device only shows the processor 1010, memory 1020, input / output interface 1030, communication interface 1040, and bus 1050, in specific implementations, the device may also include other components necessary for normal operation. Furthermore, those skilled in the art will understand that the above-described device may only include the components necessary for implementing the embodiments of this specification, and not necessarily all the components shown in the figures.

[0108] The electronic devices described above are used to implement a corresponding vehicle control method in any of the foregoing embodiments and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0109] Based on the same inventive concept, this application provides a vehicle including the electronic equipment described above.

[0110] Based on the same inventive concept, corresponding to the methods of any of the above embodiments, this application also provides a non-transitory computer-readable storage medium that stores computer instructions for causing the computer to execute a vehicle control method as described in any of the above embodiments.

[0111] The computer-readable medium of this embodiment includes permanent and non-permanent, removable and non-removable media, and information storage can be implemented by any method or technology. Information can be computer-readable instructions, data structures, program modules, or other data. Examples of computer storage media include, but are not limited to, phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape, magnetic magnetic disk storage or other magnetic storage devices, or any other non-transfer medium that can be used to store information accessible by a computing device.

[0112] The computer instructions stored in the storage medium of the above embodiments are used to cause the computer to execute a vehicle control method as described in any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0113] Those skilled in the art should understand that the discussion of any of the above embodiments is merely exemplary and is not intended to imply that the scope of this application (including the claims) is limited to these examples; within the framework of this application, the technical features of the above embodiments or different embodiments can also be combined, the steps can be implemented in any order, and there are many other variations of different aspects of the embodiments of this application as described above, which are not provided in the details for the sake of brevity.

[0114] Additionally, to simplify the description and discussion, and to avoid obscuring the embodiments of this application, the well-known power / ground connections to integrated circuit (IC) chips and other components may or may not be shown in the provided drawings. Furthermore, the apparatus may be shown in block diagram form to avoid obscuring the embodiments of this application, and this also takes into account the fact that the details of the implementation of these block diagram apparatuses are highly dependent on the platform on which the embodiments of this application will be implemented (i.e., these details should be fully understood by those skilled in the art). While specific details (e.g., circuits) have been set forth to describe exemplary embodiments of this application, it will be apparent to those skilled in the art that the embodiments of this application can be implemented without these specific details or with variations thereof. Therefore, these descriptions should be considered illustrative rather than restrictive.

[0115] Although this application has been described in conjunction with specific embodiments thereof, many substitutions, modifications, and variations of these embodiments will be apparent to those skilled in the art from the foregoing description. For example, other memory architectures (e.g., dynamic RAM (DRAM)) may be used with the embodiments discussed.

[0116] The embodiments of this application are intended to cover all such substitutions, modifications, and variations that fall within the broad scope of the appended claims. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the embodiments of this application should be included within the protection scope of this application.

Claims

1. A vehicle control method, characterized in that, include: In response to the vehicle being in driving condition, the vehicle's driving scenario, as well as road condition information and vehicle information in the driving scenario, are acquired in real time. Based on the driving scenario, road condition information, vehicle information, and preset mapping relationship, a target throttle opening change rate is determined, and the throttle opening is controlled according to the target throttle opening change rate.

2. The method according to claim 1, characterized in that, The driving scenarios include slope scenarios and curve scenarios; the road condition information includes slope information and curve information; the vehicle information includes vehicle location information; and the target throttle opening change rate includes the throttle opening change rate on slopes and the throttle opening change rate on curves. The step of determining the target throttle opening change rate based on the driving scenario, road condition information, vehicle information, and preset mapping relationship includes: In response to the vehicle location information coinciding with the starting position of the ramp scene, the ramp throttle opening change rate is determined based on the ramp information, the vehicle information, and the preset mapping relationship; In response to the vehicle position information coinciding with the starting position of the curve scenario, the curve throttle opening change rate is determined based on the curve information, the vehicle information, and the preset mapping relationship.

3. The method according to claim 2, characterized in that, The slope scenario includes uphill and downhill scenarios, and the slope information includes uphill angle and downhill angle; the vehicle information includes engine speed; the slope throttle opening change rate includes uphill throttle opening change rate and downhill throttle opening change rate. The step of responding to the vehicle position information coinciding with the starting position of the ramp scene, and determining the ramp throttle opening change rate based on the ramp information, the vehicle information, and the preset mapping relationship, includes: In response to the vehicle position information coinciding with the starting position of the uphill scenario, the uphill throttle opening change rate is determined by searching the preset mapping relationship based on the uphill angle and the engine speed. In response to the vehicle location information coinciding with the starting point of the downhill scenario, the downhill throttle opening change rate is determined by searching the preset mapping relationship based on the downhill angle and the engine speed.

4. The method according to claim 2, characterized in that, The curve scenario includes an entry curve scenario and an exit curve scenario. The curve information includes the entry curve rate and the exit curve rate. The vehicle information includes the engine speed. The curve throttle opening change rate includes the entry curve throttle opening change rate and the exit curve throttle opening change rate. In response to the vehicle position information coinciding with the starting position of the curve scenario, the curve throttle opening change rate is determined based on the curve information, the vehicle information, and the preset mapping relationship, including: In response to the vehicle position information coinciding with the starting position of the curve entry scenario, the curve entry rate and the engine speed are used to search in the preset mapping relationship to determine the curve entry throttle opening change rate. In response to the vehicle position information coinciding with the starting position of the exit curve scenario, the exit curve rate and the engine speed are used to search within the preset mapping relationship to determine the exit curve throttle opening change rate.

5. The method according to claim 1, characterized in that, The driving scenario includes a flat road scenario, and the vehicle information includes vehicle location information; the method further includes: In response to the driving scenario being a flat road scenario, and the vehicle position information coinciding with the starting position of the flat road scenario, the throttle is controlled to execute a preset throttle opening.

6. The method according to claim 1, characterized in that, The vehicle information includes engine speed, and the method further includes: In response to the engine speed exceeding a preset speed threshold, the engine is controlled to stop rotating, and the electric motor is started to drive the vehicle.

7. The method according to claim 1, characterized in that, The method further includes: In response to receiving a braking command, the vehicle's brake pedal is controlled according to the brake pedal opening indicated in the braking command, and brake energy recovery is initiated simultaneously.

8. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the program, it implements the method as described in any one of claims 1 to 7.

9. A non-transitory computer-readable storage medium storing computer instructions, characterized in that, The computer instructions are used to cause the computer to perform the method described in any one of claims 1 to 7.

10. A vehicle, characterized in that, Includes the electronic device as described in claim 8.

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