Vehicle control method, apparatus, device, storage medium, and program product

Abstract

The application discloses a vehicle control method, device, equipment, storage medium and program product, and belongs to the technical field of intelligent vehicle control. In the application, in response to the fact that the vehicle is in a gear shifting state, a current accelerator pedal opening degree of the vehicle and an output torque signal of an engine are acquired; a target low-pass filtering coefficient corresponding to the current accelerator pedal opening degree is determined based on a pre-stored corresponding relationship between accelerator pedal opening degrees and low-pass filtering coefficients; the output torque signal is filtered based on the target low-pass filtering coefficient, and the filtered output torque signal is sent to a gearbox control unit of the vehicle. The application ensures that the filtered output torque signal is smooth and can truly reflect the engine torque output state, thereby providing an accurate basis for gear shifting control.

Description

Technical Field

[0001] This application relates to the field of vehicle intelligent control technology, and in particular to a vehicle control method, device, equipment, storage medium, and program product. Background Technology

[0002] With the development of the automotive industry, users' demands for vehicle quality are increasing, among which shift quality is a core indicator for measuring a vehicle's dynamic performance. The automatic transmission's gearbox control unit needs to refer to the engine's status, especially the engine's output torque signal, when controlling shifts. This output torque signal affects the control of the shifting process. However, because there are slight differences in the air-fuel mixture concentration and ignition timing in each combustion cycle of the engine, the instantaneous output torque of the engine will vary. Therefore, the output torque signal usually fluctuates, which can easily lead to abnormal shift control by the gearbox control unit, resulting in phenomena such as vehicle shift jerking.

[0003] To ensure a smooth torque signal output to the transmission control unit, related technologies often use a fixed low-pass filter coefficient to filter the engine's output torque signal. However, the fluctuation of the engine's output torque signal varies under different operating conditions. Using a fixed low-pass filter coefficient may result in the output torque signal with large fluctuations not being effectively filtered. If the transmission control unit controls the vehicle's gear shifting based on the unfiltered output torque signal, it can easily lead to jerking. On the other hand, using a fixed low-pass filter coefficient may also cause the output torque signal with small fluctuations to be distorted. If the transmission control unit cannot accurately control the vehicle's gear shifting process based on the distorted output torque signal, abnormal gear shifting control will still occur, resulting in jerking during gear shifting. Summary of the Invention

[0004] This application provides a vehicle control method, device, equipment, storage medium, and program product that can solve the problem of poor filtering effect of engine output torque signal. The technical solution is as follows:

[0005] On one hand, a vehicle control method, apparatus, device, storage medium, and program product method are provided, the method comprising:

[0006] In response to the vehicle being in a gear shifting state, the current accelerator pedal opening and engine output torque signal of the vehicle are acquired;

[0007] Based on the pre-stored correspondence between accelerator pedal opening and low-pass filter coefficient, the target low-pass filter coefficient corresponding to the current accelerator pedal opening is determined, wherein the accelerator pedal opening and the low-pass filter coefficient in the correspondence are positively correlated.

[0008] The output torque signal is filtered based on the target low-pass filter coefficient, and the filtered output torque signal is sent to the vehicle's transmission control unit. The filtered output torque signal is used to instruct the transmission control unit to perform vehicle shift control based on the filtered output torque signal.

[0009] In one possible implementation, the correspondence includes:

[0010] The correspondence between the first accelerator pedal opening range and the first low-pass filter coefficient, and the correspondence between the second accelerator pedal opening range and the second low-pass filter coefficient;

[0011] Wherein, the lower limit of the second accelerator pedal opening range is greater than the upper limit of the first accelerator pedal opening range, and the second low-pass filter coefficient is greater than the first low-pass filter coefficient.

[0012] In another possible implementation, determining the target low-pass filter coefficient corresponding to the current accelerator pedal opening based on a pre-stored correspondence between accelerator pedal opening and low-pass filter coefficients includes:

[0013] In response to the current accelerator pedal opening being within the first accelerator pedal opening range, the first low-pass filter coefficient is used as the target low-pass filter coefficient;

[0014] In response to the current accelerator pedal opening falling within the second accelerator pedal opening range, the second low-pass filter coefficient is used as the target low-pass filter coefficient.

[0015] In another possible implementation, determining the target low-pass filter coefficient corresponding to the current accelerator pedal opening based on a pre-stored correspondence between accelerator pedal opening and low-pass filter coefficients includes:

[0016] In response to the fact that the current accelerator pedal opening and the historical accelerator pedal opening within a specified time period belong to the first accelerator pedal opening range, the first low-pass filter coefficient is used as the target low-pass filter coefficient.

[0017] In response to the current accelerator pedal opening and the historical accelerator pedal opening within a specified time period falling within the second accelerator pedal opening range, the second low-pass filter coefficient is used as the target low-pass filter coefficient.

[0018] In another possible implementation, the method further includes:

[0019] When the vehicle is in motion mode, the first low-pass filter coefficient and the second low-pass filter coefficient are increased.

[0020] In another possible implementation, increasing the first low-pass filter coefficient includes:

[0021] A first difference is determined based on the current accelerator pedal opening and a first specified threshold. A first correction coefficient for increasing the first low-pass filter coefficient is determined based on the first difference. The product of the first correction coefficient and the first low-pass filter coefficient is used as the increased first low-pass filter coefficient. The first correction coefficient is positively correlated with the first difference and the first correction coefficient is greater than 1.

[0022] Increasing the second low-pass filter coefficient includes:

[0023] A second difference is determined based on the current accelerator pedal opening and a second specified threshold. A second correction coefficient is determined based on the second difference to increase the second low-pass filter coefficient. The product of the second correction coefficient and the second low-pass filter coefficient is used as the increased second low-pass filter coefficient. The second correction coefficient is positively correlated with the second difference and is greater than 1.

[0024] In another possible implementation, image data and radar data behind the vehicle are acquired, and if it is determined that the vehicle is at risk of collision based on the image data and radar data, the current rate of change of the accelerator pedal opening of the vehicle is determined.

[0025] In response to the current accelerator pedal opening being within the second accelerator pedal opening range, and the current rate of change being greater than or equal to a specified rate of change, a third correction coefficient corresponding to the current rate of change is determined based on a pre-stored correspondence between the rate of change and the third correction coefficient. The third correction coefficient is used to reduce the second low-pass filter coefficient. The third correction coefficient is negatively correlated with the current rate of change, and the third correction coefficient is less than 1.

[0026] The product of the third correction coefficient and the second low-pass filter coefficient is used as the reduced second low-pass filter coefficient.

[0027] On the other hand, a vehicle control device is provided, the device comprising:

[0028] The acquisition module is configured to acquire the current accelerator pedal opening and engine output torque signal of the vehicle in response to the vehicle being in a shifting state.

[0029] The determination module is configured to determine the target low-pass filter coefficient corresponding to the current accelerator pedal opening based on a pre-stored correspondence between accelerator pedal opening and low-pass filter coefficient, wherein the accelerator pedal opening and low-pass filter coefficient in the correspondence are positively correlated.

[0030] A filtering module is configured to filter the output torque signal based on the target low-pass filter coefficient, and send the filtered output torque signal to the vehicle's transmission control unit. The filtered output torque signal is used to instruct the transmission control unit to perform vehicle shift control based on the filtered output torque signal.

[0031] In one possible implementation, the determining module is used to:

[0032] In response to the current accelerator pedal opening being within the first accelerator pedal opening range, the first low-pass filter coefficient is used as the target low-pass filter coefficient;

[0033] In response to the current accelerator pedal opening falling within the second accelerator pedal opening range, the second low-pass filter coefficient is used as the target low-pass filter coefficient.

[0034] In another possible implementation, the determining module is used to:

[0035] In response to the fact that the current accelerator pedal opening and the historical accelerator pedal opening within a specified time period belong to the first accelerator pedal opening range, the first low-pass filter coefficient is used as the target low-pass filter coefficient.

[0036] In response to the current accelerator pedal opening and the historical accelerator pedal opening within a specified time period falling within the second accelerator pedal opening range, the second low-pass filter coefficient is used as the target low-pass filter coefficient.

[0037] In another possible implementation, the determining module is used to:

[0038] When the vehicle is in motion mode, the first low-pass filter coefficient and the second low-pass filter coefficient are increased.

[0039] In another possible implementation, the determining module is used to:

[0040] A first difference is determined based on the current accelerator pedal opening and a first specified threshold. A first correction coefficient for increasing the first low-pass filter coefficient is determined based on the first difference. The product of the first correction coefficient and the first low-pass filter coefficient is used as the increased first low-pass filter coefficient. The first correction coefficient is positively correlated with the first difference and the first correction coefficient is greater than 1.

[0041] Increasing the second low-pass filter coefficient includes:

[0042] A second difference is determined based on the current accelerator pedal opening and a second specified threshold. A second correction coefficient is determined based on the second difference to increase the second low-pass filter coefficient. The product of the second correction coefficient and the second low-pass filter coefficient is used as the increased second low-pass filter coefficient. The second correction coefficient is positively correlated with the second difference and is greater than 1.

[0043] In another possible implementation, the determining module is used to:

[0044] Acquire image data and radar data behind the vehicle, and if it is determined that the vehicle has a collision risk based on the image data and radar data, determine the current rate of change of the accelerator pedal opening of the vehicle.

[0045] In response to the current accelerator pedal opening being within the second accelerator pedal opening range, and the current rate of change being greater than or equal to a specified rate of change, a third correction coefficient corresponding to the current rate of change is determined based on a pre-stored correspondence between the rate of change and the third correction coefficient. The third correction coefficient is used to reduce the second low-pass filter coefficient. The third correction coefficient is negatively correlated with the current rate of change, and the third correction coefficient is less than 1.

[0046] The product of the third correction coefficient and the second low-pass filter coefficient is used as the reduced second low-pass filter coefficient.

[0047] On the other hand, an electronic device is provided, including a memory, a processor, and a computer program stored in the memory and running on the processor, wherein the processor executes the program to implement the method described in any of the above.

[0048] On the other hand, a non-transitory computer-readable storage medium is provided, the non-transitory computer-readable storage medium storing computer instructions for causing a computer to perform the method described in any of the preceding claims.

[0049] On the other hand, a computer program product is provided, including computer program instructions that, when run on a computer, cause the computer to perform the method described in any of the preceding claims.

[0050] The beneficial effects of the technical solution provided in this application are as follows: When the engine output torque is low, the output torque signal fluctuation is small. Using a small low-pass filter coefficient avoids the output torque signal fluctuation caused by the engine combustion cycle from affecting the shifting process, while also preventing output torque signal distortion. This ensures that the fluctuation characteristics of the filtered output torque signal can still accurately represent changes in the accelerator pedal opening, and the transmission control unit can also perform shift control based on the accurate output torque signal. When the engine output torque is high, the combustion process in the engine is more intense, resulting in greater fluctuations in the output torque signal. Using a larger low-pass filter coefficient can effectively filter the output torque signal, improving shift smoothness. Attached Figure Description

[0051] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0052] Figure 1 This is a schematic diagram of an implementation environment provided in an embodiment of this application;

[0053] Figure 2 This is a flowchart of the vehicle control method provided in the embodiments of this application;

[0054] Figure 3 This is a schematic diagram of the vehicle control device structure provided in the embodiments of this application;

[0055] Figure 4 This is a schematic diagram of the structure of the electronic device provided in the embodiments of this application. Detailed Implementation

[0056] To make the objectives, technical solutions, and advantages of this application clearer, the embodiments of this application will be described in further detail below with reference to the accompanying drawings.

[0057] This application provides a vehicle control method applied to the vehicle. The vehicle typically includes an Engine Management System (EMS), which is the core control system of the vehicle's powertrain and usually includes sensors and an Electronic Control Unit (ECU). Sensors can collect engine parameters (such as engine output torque signals), and the ECU, upon receiving the electrical signals from the sensors, processes them and converts the analog signals into digital signals for precise calculation and analysis. The ECU is used to execute the vehicle control method provided in this application, such as... Figure 1 As shown, in some embodiments, the electronic control unit includes a processor 110, a memory 120, and a communication component 130, etc. The following describes each part separately:

[0058] The processor 110 may be a central processing unit (CPU), which can be used to execute the vehicle control method described above.

[0059] The memory 120 can be various volatile or non-volatile memory, such as solid-state disk (SSD), dynamic random access memory (DRAM), etc. The memory can be used to store pre-stored data, intermediate data, and result data in the vehicle control processing, such as the vehicle's current accelerator pedal opening and the engine's output torque signal.

[0060] The communication component 130 can be a wired network connector, a wireless fidelity (WiFi) module, a Bluetooth module, a cellular communication module, etc. The communication component can be used to transmit signals for other devices to receive and respond to, such as a filtered output torque signal.

[0061] This application provides a vehicle control method, such as... Figure 2 As shown, in some embodiments, the method includes:

[0062] S201. In response to the vehicle being in a gear shifting state, acquire the current accelerator pedal opening and the engine output torque signal of the vehicle.

[0063] In practice, the shifting status is usually detected by the Transmission Control Unit (TCU) by monitoring the clutch disengagement signal or the action of the shift actuator. For example, when the TCU detects that a shift command is activated or the clutch pressure changes, it generates a shifting status flag signal and sends it to the ECU. Typically, the TCU can also generate a torque coordination flag signal to indicate that the TCU can work normally. After detecting the shifting status flag signal and the torque coordination flag signal from the TCU, it can be determined that the vehicle is in a shifting state. At this time, the current accelerator pedal opening is read in real time from the accelerator pedal position sensor (usually a potentiometer or Hall effect sensor). This value is expressed as a percentage, for example, the pedal position corresponds to the range of 0% to 100%. At the same time, the output torque signal of the engine without transmission torque request is determined, that is, the combustion torque of the engine without torque intervention minus the engine resistance torque.

[0064] S202. Based on the pre-stored correspondence between accelerator pedal opening and low-pass filter coefficient, determine the target low-pass filter coefficient corresponding to the current accelerator pedal opening, wherein the accelerator pedal opening and the low-pass filter coefficient in the correspondence are positively correlated.

[0065] In practice, the low-pass filter coefficient is a parameter of the low-pass filter used to retain low-frequency signals and suppress high-frequency signals. The pre-stored correspondence between accelerator pedal opening and low-pass filter coefficients can include a first accelerator pedal opening range and a second accelerator pedal opening range and a third low-pass filter coefficient. Specifically, the lower limit of the second accelerator pedal opening range (e.g., a range greater than 30%) is greater than the upper limit of the first accelerator pedal opening range (e.g., a range less than or equal to 30%), and the second low-pass filter coefficient (e.g., 0.8) is greater than the first low-pass filter coefficient (e.g., 0.4). When the current accelerator pedal opening falls within the first accelerator pedal opening range, the fluctuation of the output torque signal is usually small. Using the first low-pass filter coefficient as the target low-pass filter coefficient can avoid signal distortion. For example, if the current accelerator pedal opening is 20%, the first low-pass filter coefficient (e.g., 0.4) can be used as the target low-pass filter coefficient. When the current accelerator pedal opening falls within the second accelerator pedal opening range, the output torque signal typically fluctuates significantly. Using the second low-pass filter coefficient as the target low-pass filter coefficient ensures effective filtering. For example, if the current accelerator pedal opening is 50%, the second low-pass filter coefficient (e.g., 0.8) can be used as the target low-pass filter coefficient. Alternatively, if the current accelerator pedal opening and historical accelerator pedal openings within a specified time period (e.g., 1 second) fall within the first accelerator pedal opening range, the first low-pass filter coefficient can be used as the target low-pass filter coefficient. For instance, if the accelerator pedal opening sampling frequency is 10Hz, and 10 accelerator pedal openings are sampled within the specified time period (1 second), including 1 current accelerator pedal opening and 9 historical accelerator pedal openings, and all 10 accelerator pedal openings fall within the first accelerator pedal opening range, it indicates that the accelerator pedal opening has consistently remained within the first accelerator pedal opening range within the specified time period. In this case, the smaller first low-pass filter coefficient can be used as the target low-pass filter coefficient. If the current accelerator pedal opening and the historical accelerator pedal opening within a specified time period fall within the range of the second accelerator pedal opening, then the larger second low-pass filter coefficient will be used as the target low-pass filter coefficient.

[0066] S203. The output torque signal is filtered based on the target low-pass filter coefficient, and the filtered output torque signal is sent to the vehicle's transmission control unit. The filtered output torque signal is used to instruct the transmission control unit to perform vehicle shift control based on the filtered output torque signal.

[0067] In practical implementation, the output torque signal can be filtered using a digital low-pass filtering algorithm based on the target low-pass filter coefficient. For example, the algorithm formula could be Val(new) = Val(old) × (1 - dT / T) + in × (dT / T), where Val(new) is the output torque after filtering at the current moment, Val(old) represents the output torque at the previous moment, in represents the output torque at the current moment, dT represents the sampling time interval of the engine's output torque signal, and T represents the target low-pass filter coefficient. Filtering can effectively smooth fluctuations in the engine's output torque signal, reduce instantaneous torque changes caused by differences in the engine's combustion cycle, and avoid distortion or response delay in the output torque signal. The filtered output torque signal is then sent to the vehicle's transmission control unit. Based on the filtered output torque signal, the transmission control unit can more accurately determine the shift timing, control the clutch engagement pressure, or adjust the shift curve, thereby optimizing shift quality, reducing jerking, and improving driving comfort.

[0068] In this embodiment, by establishing a positive correlation between accelerator pedal opening and low-pass filter coefficient, dynamic adjustment of the filter coefficient is achieved. This allows for the use of a smaller low-pass filter coefficient when the accelerator pedal opening is small to avoid excessive signal smoothing and distortion, while a larger low-pass filter coefficient is used when the accelerator pedal opening is large to enhance the filtering effect. This overcomes the limitation of a fixed filter coefficient that cannot accommodate signals with different fluctuation levels, ensuring that the torque signal acquired by the transmission control unit is both smooth and accurately reflects the actual engine state, providing an accurate basis for shift control. Secondly, by combining the current accelerator pedal opening and historical data to make filter coefficient decisions, erroneous adjustments caused by instantaneous fluctuations in the accelerator pedal are avoided, further optimizing filter stability. The transmission control unit can precisely control the shifting process based on the filtered output torque signal, significantly improving shift smoothness, enhancing driving comfort and vehicle dynamic performance, while reducing mechanical wear caused by shift shocks and extending the life of the transmission system.

[0069] In some embodiments, the method further includes:

[0070] When the vehicle is in motion mode, the first low-pass filter coefficient and the second low-pass filter coefficient are increased.

[0071] In practical implementation, during Sport mode, the vehicle's power demand is higher, and fluctuations in the engine's output torque signal may be exacerbated. Therefore, by increasing the first and second low-pass filter coefficients, the smoothing effect of the low-pass filter can be enhanced. Specifically, when the current accelerator pedal opening falls within the first accelerator pedal opening range and is less than or equal to a first specified threshold (for example, the first specified threshold can be set to 10%), a first correction coefficient is determined based on the correspondence between the current accelerator pedal opening and the first correction coefficient. The first correction coefficient is greater than 1. The correspondence between the current accelerator pedal opening and the first correction coefficient is shown in Table 1.

[0072] Table 1

[0073] 1％ 1.01 2％ 1.02 3％ 1.03 4％ 1.04

[0074] Table 1 illustrates the relationship between the current accelerator pedal opening and the first correction coefficient, showing a positive correlation between the current accelerator pedal opening and the first correction coefficient. After determining the first correction coefficient, the product of the first correction coefficient and the first low-pass filter coefficient is used as the increased first low-pass filter coefficient.

[0075] When the current accelerator pedal opening falls within the second accelerator pedal opening range, and the current accelerator pedal opening is less than or equal to a second specified threshold (for example, the second specified threshold can be set to 40%), a second correction coefficient is determined based on the correspondence between the current accelerator pedal opening and the second correction coefficient to increase the second low-pass filter coefficient. The second correction coefficient is greater than 1. The correspondence between the current accelerator pedal opening and the second correction coefficient is shown in Table 2.

[0076] Table 2

[0077] 31％ 1.31 32％ 1.32 33％ 1.33 34％ 1.34

[0078] Table 2 illustrates the relationship between the current accelerator pedal opening and the second correction coefficient, showing a positive correlation between the current accelerator pedal opening and the second correction coefficient. After determining the second correction coefficient, the product of the second correction coefficient and the second low-pass filter coefficient is used as the increased second low-pass filter coefficient.

[0079] When the current accelerator pedal opening falls within a first accelerator pedal opening range and is greater than a first specified threshold (for example, the first specified threshold can be set to 10%), a first difference can be determined based on the current accelerator pedal opening and the first specified threshold, i.e., the first difference = current accelerator pedal opening - the first specified threshold. Based on the first difference, a first correction coefficient for increasing the first low-pass filter coefficient is determined (the first correction coefficient is positively correlated with the first difference and is greater than 1). The first correction coefficient can be calculated based on the following formula:

[0080]

[0081] Where Z1 represents the first correction coefficient, X1 represents the first difference, and e represents the natural constant. Then, the product of the first correction coefficient and the first low-pass filter coefficient is used as the increased first low-pass filter coefficient.

[0082] When the current accelerator pedal opening falls within the second accelerator pedal opening range and is greater than a second specified threshold (for example, the second specified threshold can be set to 40%), a second difference can be determined based on the current accelerator pedal opening and the second specified threshold, i.e., the second difference = current accelerator pedal opening - the second specified threshold. Based on the second difference, a second correction coefficient is determined to increase the second low-pass filter coefficient (the second correction coefficient is positively correlated with the second difference and is greater than 1). The second correction coefficient can be calculated based on the following formula:

[0083]

[0084] Where Z2 represents the second correction coefficient, X2 represents the second difference, and e represents the natural constant. The product of the second correction coefficient and the second low-pass filter coefficient is then used as the increased second low-pass filter coefficient.

[0085] In this embodiment, the sport mode significantly changes the vehicle's operating state. For example, by increasing the fuel injection quantity and adjusting the throttle mapping relationship, the engine can maintain a higher speed to output stronger power. However, this will also lead to increased fluctuations in the engine output torque signal and introduce more high-frequency noise. At this time, by increasing the first low-pass filter coefficient and the second low-pass filter coefficient, the smoothing ability of the low-pass filter on the torque signal can be enhanced, and the signal fluctuations caused by aggressive driving or high load conditions can be suppressed more effectively, preventing excessive fluctuations from being transmitted to the transmission control unit. Secondly, when the current accelerator pedal opening is below a specified threshold, the first and second low-pass filter coefficients can be quickly adjusted using a pre-stored relational table. When the current accelerator pedal opening is above the specified threshold, a correction coefficient is dynamically calculated based on the difference between the current accelerator pedal opening and the specified threshold. This ensures that the adjustment of the filter coefficients not only responds to the activation state of the sport mode but also precisely reflects the driver's real-time power demand. This ensures that in sport mode, the filtering process can effectively smooth the drastically fluctuating torque signal while avoiding signal distortion. Consequently, the filtered output torque signal obtained by the transmission control unit accurately reflects the actual torque output of the engine and has high stability. Furthermore, applying the increased filter coefficients to the low-pass filter algorithm can optimize the shift decision quality of the transmission control unit, significantly reducing shift shocks and jerks common in sport mode, and improving the power continuity and driving pleasure during vehicle acceleration.

[0086] In some embodiments, the method further includes:

[0087] Acquire image data and radar data behind the vehicle. If a collision risk is determined based on the image data and radar data, determine the current rate of change of the vehicle's accelerator pedal opening. In response to the current accelerator pedal opening falling within the second accelerator pedal opening range and the current rate of change being greater than or equal to a specified rate of change, determine the third correction coefficient corresponding to the current rate of change based on the pre-stored correspondence between the rate of change and the third correction coefficient. The third correction coefficient is used to reduce the second low-pass filter coefficient. The third correction coefficient is negatively correlated with the current rate of change and is less than 1. Multiply the third correction coefficient and the second low-pass filter coefficient to obtain the reduced second low-pass filter coefficient.

[0088] In practice, image data is typically captured by cameras installed at the rear of the vehicle (such as rearview cameras or surround-view camera systems), while radar data comes from radar sensors at the rear of the vehicle (such as millimeter-wave radar or ultrasonic radar). Radar data can include the distance and relative speed of objects behind the vehicle. Image data is used by computer vision algorithms (such as convolutional neural networks or object detection models) to identify and classify objects behind the vehicle (e.g., other vehicles, pedestrians, or obstacles), extracting features such as object type, size, and location. Simultaneously, radar data provides the distance and relative speed between the vehicle and objects behind it (relative speed is calculated using the Doppler effect). Then, the time to collision (TCT) is calculated. (on, TTC), where TTC = distance / relative speed. If TTC is lower than a preset threshold (e.g., 2 seconds), a collision risk is identified. At this point, the current rate of change of the accelerator pedal opening (the change in accelerator pedal opening per unit time) is determined. If the current accelerator pedal opening falls within the second accelerator pedal opening range, and the current rate of change is greater than or equal to a specified rate of change (e.g., 30% per second), it indicates that the driver has detected a collision risk (the risk of being rear-ended) and is attempting to avoid a collision by quickly pressing the accelerator pedal. In this case, the vehicle's transmission needs to respond quickly to the driver's acceleration demand. If the low-pass filter coefficient is too large, the vehicle's shifting process will be too slow, preventing timely acceleration to avoid a collision. Therefore, based on the pre-stored correspondence between the rate of change and the third correction coefficient, a third correction coefficient corresponding to the current rate of change is determined. This third correction coefficient is used to reduce the second low-pass filter coefficient. The correspondence between the rate of change and the third correction coefficient is shown in Table 3.

[0089] Table 3

[0090] 30％ 0.95 35％ 0.90 40％ 0.85 45％ 0.80

[0091] Table 3 illustrates the relationship between the rate of change and the third correction coefficient, whereby the third correction coefficient is negatively correlated with the current rate of change. Finally, the product of the third correction coefficient and the second low-pass filter coefficient is used as the reduced second low-pass filter coefficient.

[0092] In this embodiment, by fusing rear-view image data and radar data, potential collision risks can be accurately identified. When the driver quickly presses the accelerator pedal to accelerate and avoid a collision, the third correction coefficient is used to reduce the second low-pass filter coefficient. This reduces the delay of the filtered output torque signal received by the transmission control unit, resulting in faster shift control response. This directly helps the vehicle quickly increase its speed to avoid a rear-end collision, enhancing driving safety in emergency situations. Secondly, the negative correlation between the third correction coefficient and the rate of change of the accelerator pedal opening (e.g., the larger the rate of change, the smaller the correction coefficient) ensures that the adjustment of the filter coefficient can accurately match the driver's emergency acceleration intention, avoiding torque signal distortion and delay caused by over-filtering. This optimizes the agility of power transmission, enabling the vehicle to respond promptly to sudden changes in road conditions.

[0093] All of the above-mentioned optional technical solutions can be combined in any way to form optional embodiments of this disclosure, and will not be described in detail here.

[0094] Based on the same inventive concept, corresponding to the vehicle control method provided in the embodiments of this application, this application also provides a vehicle control device.

[0095] refer to Figure 3 The vehicle control device includes:

[0096] Acquisition module 301 is configured to acquire the current accelerator pedal opening and engine output torque signal of the vehicle in response to the vehicle being in a shifting state.

[0097] The determination module 302 is configured to determine the target low-pass filter coefficient corresponding to the current accelerator pedal opening based on a pre-stored correspondence between the accelerator pedal opening and the low-pass filter coefficient, wherein the accelerator pedal opening and the low-pass filter coefficient in the correspondence are positively correlated.

[0098] The filtering module 303 is configured to filter the output torque signal based on the target low-pass filter coefficient and send the filtered output torque signal to the vehicle's transmission control unit. The filtered output torque signal is used to instruct the transmission control unit to perform vehicle shift control based on the filtered output torque signal.

[0099] In one possible implementation, the determining module 302 is used to:

[0100] In response to the current accelerator pedal opening being within the first accelerator pedal opening range, the first low-pass filter coefficient is used as the target low-pass filter coefficient;

[0101] In response to the current accelerator pedal opening falling within the second accelerator pedal opening range, the second low-pass filter coefficient is used as the target low-pass filter coefficient.

[0102] In another possible implementation, the determining module 302 is used to:

[0103] In response to the fact that the current accelerator pedal opening and the historical accelerator pedal opening within a specified time period belong to the first accelerator pedal opening range, the first low-pass filter coefficient is used as the target low-pass filter coefficient.

[0104] In response to the current accelerator pedal opening and the historical accelerator pedal opening within a specified time period falling within the second accelerator pedal opening range, the second low-pass filter coefficient is used as the target low-pass filter coefficient.

[0105] In another possible implementation, the determining module 302 is used to:

[0106] When the vehicle is in motion mode, the first low-pass filter coefficient and the second low-pass filter coefficient are increased.

[0107] In another possible implementation, the determining module 302 is used to:

[0108] A first difference is determined based on the current accelerator pedal opening and a first specified threshold. A first correction coefficient for increasing the first low-pass filter coefficient is determined based on the first difference. The product of the first correction coefficient and the first low-pass filter coefficient is used as the increased first low-pass filter coefficient. The first correction coefficient is positively correlated with the first difference and the first correction coefficient is greater than 1.

[0109] Increasing the second low-pass filter coefficient includes:

[0110] A second difference is determined based on the current accelerator pedal opening and a second specified threshold. A second correction coefficient is determined based on the second difference to increase the second low-pass filter coefficient. The product of the second correction coefficient and the second low-pass filter coefficient is used as the increased second low-pass filter coefficient. The second correction coefficient is positively correlated with the second difference and is greater than 1.

[0111] In another possible implementation, the determining module 302 is used to:

[0112] Acquire image data and radar data behind the vehicle, and if it is determined that the vehicle has a collision risk based on the image data and radar data, determine the current rate of change of the accelerator pedal opening of the vehicle.

[0113] In response to the current accelerator pedal opening being within the second accelerator pedal opening range, and the current rate of change being greater than or equal to a specified rate of change, a third correction coefficient corresponding to the current rate of change is determined based on a pre-stored correspondence between the rate of change and the third correction coefficient. The third correction coefficient is used to reduce the second low-pass filter coefficient. The third correction coefficient is negatively correlated with the current rate of change, and the third correction coefficient is less than 1.

[0114] The product of the third correction coefficient and the second low-pass filter coefficient is used as the reduced second low-pass filter coefficient.

[0115] It should be noted that the vehicle control device provided in the above embodiments is only illustrated by the division of the above functional modules when controlling a vehicle. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above. In addition, the vehicle control device and the vehicle control method embodiments provided in the above embodiments belong to the same concept, and the specific implementation process can be found in the method embodiments, which will not be repeated here.

[0116] Based on the same inventive concept, corresponding to the vehicle control method provided in the embodiments of this application, 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. When the processor executes the program, it implements the vehicle control method described in the above embodiments.

[0117] 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.

[0118] 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.

[0119] 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.

[0120] 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.

[0121] 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.).

[0122] 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.

[0123] 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.

[0124] The electronic devices described above are used to implement the corresponding vehicle control methods in the foregoing embodiments and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0125] In an exemplary embodiment, a computer-readable storage medium is also provided, such as a memory including instructions that can be executed by a processor in a terminal to perform the vehicle control method described above. This computer-readable storage medium may be non-transitory. For example, the computer-readable storage medium may be ROM (Read-Only Memory), RAM (Random Access Memory), CD-ROM (Compact Disc Read-Only Memory), magnetic tape, floppy disk, and optical data storage devices, etc.

[0126] In an exemplary embodiment, a computer program product is also provided, including computer program instructions that, when executed on a computer, cause the computer to perform the vehicle control method described above.

[0127] It should be noted that the information (including but not limited to user equipment information, user personal information, etc.), data (including but not limited to data used for analysis, stored data, displayed data, etc.) and signals (including but not limited to signals transmitted between user terminals and other devices) involved in this application are all authorized by the user or fully authorized by all parties, and the collection, use and processing of related data must comply with the relevant laws, regulations and standards of the relevant countries and regions.

[0128] Those skilled in the art will understand that all or part of the steps of the above embodiments can be implemented by hardware or by a program instructing related hardware. The program can be stored in a computer-readable storage medium, such as a read-only memory, a disk, or an optical disk.

[0129] It should be understood that "multiple" as used herein refers to two or more. "And / or" describes the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A alone, A and B simultaneously, or B alone. The character " / " generally indicates that the preceding and following related objects are in an "or" relationship. Furthermore, the step numbers described herein are merely illustrative of one possible execution order. In some other embodiments, the steps may not be executed in numerical order, such as two steps with different numbers being executed simultaneously, or two steps with different numbers being executed in the reverse order of the illustration. This application does not limit this.

[0130] The above description is merely an optional embodiment of this application and is not intended to limit this application. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles 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 a gear shifting state, the current accelerator pedal opening and engine output torque signal of the vehicle are acquired; Based on the pre-stored correspondence between accelerator pedal opening and low-pass filter coefficient, a target low-pass filter coefficient corresponding to the current accelerator pedal opening is determined. The accelerator pedal opening and low-pass filter coefficient in the correspondence are positively correlated. The correspondence includes a first accelerator pedal opening range and a first low-pass filter coefficient, and a second accelerator pedal opening range and a second low-pass filter coefficient. The lower limit of the second accelerator pedal opening range is greater than the upper limit of the first accelerator pedal opening range, and the second low-pass filter coefficient is greater than the first low-pass filter coefficient. When the vehicle is in sport mode, the first low-pass filter coefficient and the second low-pass filter coefficient are increased. The output torque signal is filtered based on the target low-pass filter coefficient, and the filtered output torque signal is sent to the vehicle's transmission control unit. The filtered output torque signal is used to instruct the transmission control unit to perform vehicle shift control based on the filtered output torque signal.

2. The vehicle control method according to claim 1, characterized in that, The determination of the target low-pass filter coefficient corresponding to the current accelerator pedal opening based on the pre-stored correspondence between accelerator pedal opening and low-pass filter coefficient includes: In response to the current accelerator pedal opening being within the first accelerator pedal opening range, the first low-pass filter coefficient is used as the target low-pass filter coefficient; In response to the current accelerator pedal opening falling within the second accelerator pedal opening range, the second low-pass filter coefficient is used as the target low-pass filter coefficient.

3. The vehicle control method according to claim 1, characterized in that, The determination of the target low-pass filter coefficient corresponding to the current accelerator pedal opening based on the pre-stored correspondence between accelerator pedal opening and low-pass filter coefficient includes: In response to the fact that the current accelerator pedal opening and the historical accelerator pedal opening within a specified time period belong to the first accelerator pedal opening range, the first low-pass filter coefficient is used as the target low-pass filter coefficient. In response to the current accelerator pedal opening and the historical accelerator pedal opening within a specified time period falling within the second accelerator pedal opening range, the second low-pass filter coefficient is used as the target low-pass filter coefficient.

4. The vehicle control method according to claim 1, characterized in that, Increasing the first low-pass filter coefficient includes: A first difference is determined based on the current accelerator pedal opening and a first specified threshold. A first correction coefficient for increasing the first low-pass filter coefficient is determined based on the first difference. The product of the first correction coefficient and the first low-pass filter coefficient is used as the increased first low-pass filter coefficient. The first correction coefficient is positively correlated with the first difference and the first correction coefficient is greater than 1. Increasing the second low-pass filter coefficient includes: A second difference is determined based on the current accelerator pedal opening and a second specified threshold. A second correction coefficient is determined based on the second difference to increase the second low-pass filter coefficient. The product of the second correction coefficient and the second low-pass filter coefficient is used as the increased second low-pass filter coefficient. The second correction coefficient is positively correlated with the second difference and is greater than 1.

5. A vehicle control device, characterized in that, include: The acquisition module is configured to acquire the current accelerator pedal opening and engine output torque signal of the vehicle in response to the vehicle being in a shifting state. A determination module is configured to determine a target low-pass filter coefficient corresponding to the current accelerator pedal opening based on a pre-stored correspondence between accelerator pedal opening and low-pass filter coefficient. The correspondence between the accelerator pedal opening and the low-pass filter coefficient is positively correlated. The correspondence includes a first accelerator pedal opening range and a first low-pass filter coefficient, and a second accelerator pedal opening range and a second low-pass filter coefficient. The lower limit of the second accelerator pedal opening range is greater than the upper limit of the first accelerator pedal opening range, and the second low-pass filter coefficient is greater than the first low-pass filter coefficient. When the vehicle is in motion mode, the first low-pass filter coefficient and the second low-pass filter coefficient are increased. A filtering module is configured to filter the output torque signal based on the target low-pass filter coefficient, and send the filtered output torque signal to the vehicle's transmission control unit. The filtered output torque signal is used to instruct the transmission control unit to perform vehicle shift control based on the filtered output torque signal.

6. An electronic device comprising a memory, a processor, and a computer program stored in the memory and running 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 4.

7. 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 4.

8. A computer program product comprising computer program instructions, characterized in that, When the computer program instructions are executed on a computer, the computer causes the computer to perform the method as described in any one of claims 1 to 4.

Images