Single pedal control method and system and vehicle

Abstract

The invention relates to the technical field of vehicle control, in particular to a single-pedal control method and system and a vehicle. The method comprises the steps that when the vehicle is in a single-pedal mode, pedal use data are collected; determining a current driving proficiency score according to the pedal use data, and determining a current learning stage of the vehicle according to the current driving proficiency score and the pedal use data; and determining a single-pedal control strategy according to the current learning stage, and controlling a pedal of the vehicle according to the single-pedal control strategy. Therefore, the problems that according to an existing single-pedal control system, the single-pedal recovery force response is fixed, the driving experience of a user lacks adaptability, a guiding mechanism does not exist, a driver difficultly masters the control rule, and consequently the user stickiness and the driving satisfaction degree are reduced are solved, the driving safety and comfort are improved, and the user experience is improved. The method is suitable for a green hand or a user unfamiliar with a vehicle system, gradual learning and gradual adaptation are achieved, the adaptation time of a driver can be shortened, the user acceptability is improved, and the participation sense and learning efficiency of the driver are enhanced.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, and in particular to a single-pedal control method, system and vehicle. Background Technology

[0002] The existing one-pedal control system of pure electric vehicles has a fixed or simply adjustable energy recovery level during use. It cannot dynamically adapt to the driver's actual operating habits and skill level, which can easily lead to problems such as poor driving experience, strong vehicle jerking, and poor handling precision. In addition, it lacks a guidance mechanism, which is not friendly to novice drivers and makes it difficult for them to adapt to the one-pedal driving mode. This is not conducive to improving user stickiness and driving satisfaction, and urgently needs to be solved. Summary of the Invention

[0003] This application provides a one-pedal control method, system, and vehicle to solve the problems of current one-pedal control systems, which have a fixed single-pedal retraction force response, lack of adaptability in the user's driving experience, and lack of guidance mechanisms, making it difficult for drivers to master the control rules, thus reducing user stickiness and driving satisfaction.

[0004] The first aspect of this application provides a one-pedal control method, comprising the following steps: in response to a vehicle being in one-pedal mode, collecting pedal usage data of the vehicle; determining a current driving proficiency score based on the pedal usage data, and determining the current learning stage of the vehicle based on the current driving proficiency score and the pedal usage data; determining a one-pedal control strategy based on the current learning stage, and controlling the vehicle's pedals according to the one-pedal control strategy.

[0005] Optionally, before determining the current driving proficiency score based on the pedal usage data, the process includes: collecting the accelerator pedal release speed and position, accelerator pedal opening adjustment frequency, pedal switching frequency, brake pedal activation count, brake pedal position, and vehicle speed from the pedal usage data; determining the brake pedal usage ratio index value based on the brake pedal activation count; determining the driver's vehicle speed maintenance stability index value based on the accelerator pedal position, brake pedal position, and vehicle speed; and determining the driver's energy recovery activation consistency index value based on the accelerator pedal release speed.

[0006] Optionally, determining the current driving proficiency score based on the pedal usage data includes: calculating the current driving proficiency score based on the accelerator pedal release speed, the accelerator pedal opening adjustment frequency, the pedal switching frequency, the brake pedal usage ratio index value, the vehicle speed maintenance stability index value, and the energy recovery activation consistency index value, wherein the current driving proficiency score is:

[0007] in, The driving proficiency score to As a weighting factor, The speed at which the accelerator pedal is released. The ratio index value is used for the brake pedal. To maintain stable vehicle speed, For pedal switching frequency, Adjust the frequency of accelerator pedal opening. This is used to activate the consistency index value for energy recovery.

[0008] Optionally, determining the current learning stage of the vehicle based on the current driving proficiency score and the pedal usage data includes: if the current driving proficiency score is in a first score range, and the accelerator pedal release speed is greater than a first threshold, and the brake pedal usage ratio is greater than a second threshold, and the pedal switching frequency is greater than a third threshold, and the vehicle speed maintenance stability index is greater than a fourth threshold, then the current learning stage is determined to be the first learning stage; if the current driving proficiency score is in a second score range, and the accelerator pedal release speed is greater than or equal to a fifth threshold and less than or equal to a first threshold, and the brake pedal usage ratio is greater than or equal to a sixth threshold and less than or equal to a second threshold, and the pedal switching frequency is greater than or equal to a seventh threshold and less than or equal to a second threshold, then the current learning stage is determined to be the first learning stage; if the current driving proficiency score is in a second score range, and the accelerator pedal release speed is greater than or equal to a fifth threshold and less than or equal to a first threshold, and the brake pedal usage ratio is greater than or equal to a sixth threshold and less than or equal to a second threshold, and the pedal switching frequency is greater than or equal to a seventh threshold and less than or equal to a third threshold, then the current learning stage is determined to be the first learning stage. If the current learning stage is determined to be the second learning stage, and the current driving proficiency score is in the third score range, and the accelerator pedal release speed is less than the fifth threshold, the brake pedal usage ratio is less than the sixth threshold, the pedal switching frequency is less than the seventh threshold, and the vehicle speed maintenance stability index value is less than the ninth threshold, then the current learning stage is determined to be the third learning stage. The learning level of the third learning stage is higher than that of the second learning stage, the learning level of the second learning stage is higher than that of the first learning stage, and at least one learning level is set for each of the first and third learning stages.

[0009] Optionally, determining a one-pedal control strategy based on the current learning stage includes: if the current learning stage is a first learning stage, the one-pedal control strategy is to adjust the vehicle's current energy recovery starting point to a first recovery starting point, adjust the throttle opening range corresponding to the current recovery torque to a first range, and adjust the current energy recovery intensity to a first recovery intensity; if the current learning stage is a second learning stage, the one-pedal control strategy is to adjust the vehicle's current energy recovery starting point to a second recovery starting point, adjust the throttle opening range corresponding to the recovery torque to a second range, and adjust the energy recovery intensity to a second recovery intensity; if the current learning stage is a third learning stage, the one-pedal control strategy is to adjust the vehicle's current energy recovery starting point to a third recovery starting point, adjust the throttle opening range corresponding to the recovery torque to a third range, and adjust the energy recovery intensity to a third recovery intensity, wherein the first recovery intensity is less than the second recovery intensity, and the second recovery intensity is less than the third recovery intensity.

[0010] Optionally, the single-pedal control method further includes: detecting the driver's current learning level; determining whether the driver's current learning level meets preset promotion conditions or preset downgrade conditions; if the current learning level meets the preset promotion conditions, then promoting the current learning level to a first target level; if the current learning level meets the preset downgrade conditions, then downgrading the current learning level to a second target level.

[0011] Optionally, when upgrading the current learning level to the first target level or downgrading the current learning level to the second target level, the method includes: adjusting the single-pedal control strategy based on a preset transition strategy, and upgrading the current learning level to the first target level or downgrading the current learning level to the second target level according to the adjusted single-pedal control strategy.

[0012] Optionally, after controlling the vehicle's pedals according to the single-pedal control strategy, the method further includes: maintaining the current learning level or downgrading the current learning level to the minimum learning level in the event of an abnormal pedal signal and / or abnormal vehicle speed.

[0013] A second aspect of this application provides a one-pedal control system, comprising: a data acquisition module for acquiring pedal usage data of the vehicle in response to the vehicle being in one-pedal mode; a learning stage identification module for determining a current driving proficiency score based on the pedal usage data, and determining the current learning stage of the vehicle based on the current driving proficiency score and the pedal usage data; and a control module for determining a one-pedal control strategy based on the current learning stage, and controlling the vehicle's pedals according to the one-pedal control strategy.

[0014] Optionally, before determining the current driving proficiency score based on the pedal usage data, the acquisition module is further configured to: acquire the accelerator pedal release speed and position, accelerator pedal opening adjustment frequency, pedal switching frequency, brake pedal activation count, brake pedal position, and vehicle speed from the pedal usage data; determine the brake pedal usage ratio index value based on the brake pedal activation count; determine the driver's vehicle speed maintenance stability index value based on the accelerator pedal position, the brake pedal position, and the vehicle speed; and determine the driver's energy recovery activation consistency index value based on the accelerator pedal release speed.

[0015] Optionally, the learning stage identification module is further configured to: calculate the current driving proficiency score based on the accelerator pedal release speed, the accelerator pedal opening adjustment frequency, the pedal switching frequency, the vehicle speed maintenance stability index value, the brake pedal usage ratio index value, and the energy recovery activation consistency index value, wherein the current driving proficiency is divided into:

[0016] in, Score based on driving proficiency. to As a weighting factor, The speed at which the accelerator pedal is released. The ratio index value is used for the brake pedal. To maintain stable vehicle speed, For pedal switching frequency, Adjust the frequency of accelerator pedal opening. This is used to activate the consistency index value for energy recovery.

[0017] Optionally, the learning stage identification module is further configured to: determine the current learning stage as the first learning stage if the current driving proficiency score is in a first score range, and the accelerator pedal release speed is greater than a first threshold, and the brake pedal usage ratio index value is greater than a second threshold, and the pedal switching frequency is greater than a third threshold, and the vehicle speed maintenance stability index value is greater than a fourth threshold; if the current driving proficiency score is in a second score range, and the accelerator pedal release speed is greater than or equal to a fifth threshold and less than or equal to a first threshold, and the brake pedal usage ratio index value is greater than or equal to a sixth threshold and less than or equal to a second threshold, and the pedal switching frequency is greater than or equal to a seventh threshold and less than or equal to a third threshold, and the current learning stage is determined to be the first learning stage; if the current driving proficiency score is in a second score range, and the accelerator pedal release speed is greater than or equal to a fifth threshold and less than or equal to a first threshold, and the brake pedal usage ratio index value is greater than or equal to a sixth threshold and less than or equal to a second threshold, and the current learning stage is determined to be the first learning stage; if the current driving proficiency score is in a second score range, and the accelerator pedal release speed is greater than or equal to a fifth threshold and less than or equal to a first threshold, and the current learning stage is determined to be the first learning stage ... If the vehicle speed maintenance stability index value is less than the eighth threshold and greater than the ninth threshold, then the current learning stage is determined to be the second learning stage; if the current driving proficiency score is in the third score range, and the accelerator pedal release speed is less than the fifth threshold, and the brake pedal usage ratio index value is less than the sixth threshold, and the pedal switching frequency is less than the seventh threshold, and the vehicle speed maintenance stability index value is less than the ninth threshold, then the current learning stage is determined to be the third learning stage; wherein, the learning level of the third learning stage is higher than the learning level of the second learning stage, the learning level of the second learning stage is higher than the learning level of the first learning stage, and at least one learning level is set for each of the first and third learning stages.

[0018] Optionally, the control module is further configured to: if the current learning stage is a first learning stage, then the one-pedal control strategy is to adjust the vehicle's current energy recovery starting point to the first recovery starting point, adjust the throttle opening range corresponding to the current recovery torque to the first range, and adjust the current energy recovery intensity to the first recovery intensity; if the current learning stage is a second learning stage, then the one-pedal control strategy is to adjust the vehicle's current energy recovery starting point to the second recovery starting point, adjust the throttle opening range corresponding to the recovery torque to the second range, and adjust the energy recovery intensity to the second recovery intensity; if the current learning stage is a third learning stage, then the one-pedal control strategy is to adjust the vehicle's current energy recovery starting point to the third recovery starting point, adjust the throttle opening range corresponding to the recovery torque to the third range, and adjust the energy recovery intensity to the third recovery intensity, wherein the first recovery intensity is less than the second recovery intensity, and the second recovery intensity is less than the third recovery intensity.

[0019] Optionally, the single-pedal control system further includes: a detection module for detecting the driver's current learning level; a judgment module for judging whether the driver's current learning level meets preset promotion conditions or preset downgrade conditions; and an adjustment module for promoting the current learning level to a first target level if the current learning level meets the preset promotion conditions, and downgrading the current learning level to a second target level if the current learning level meets the preset downgrade conditions.

[0020] Optionally, when upgrading the current learning level to the first target level or downgrading the current learning level to the second target level, the adjustment module is further configured to: adjust the single-pedal control strategy based on a preset transition strategy, and upgrade the current learning level to the first target level or downgrade the current learning level to the second target level according to the adjusted single-pedal control strategy.

[0021] Optionally, after controlling the vehicle's pedals according to the single-pedal control strategy, the control module is further configured to: maintain the current learning level or downgrade the current learning level to the minimum learning level in the event of an abnormal pedal signal and / or abnormal vehicle speed.

[0022] A third aspect of this application provides a vehicle including: a memory, a processor, and a computer program stored in the memory and capable of running on the processor, wherein the processor executes the program to implement the single-pedal control method as described in the above embodiments.

[0023] A fourth aspect of this application provides a computer program product having a computer program stored thereon, which is executed by a processor to implement the single-pedal control method as described in the above embodiments.

[0024] In the above implementation, when the vehicle is in one-pedal mode, pedal usage data is collected. Based on the pedal usage data, the current driving proficiency score is determined. Based on the current driving proficiency score and pedal usage data, the vehicle's current learning stage is determined. Based on the current learning stage, a one-pedal control strategy is determined, and the vehicle's pedals are controlled according to the one-pedal control strategy. This solves the problems of current one-pedal control systems where the single-pedal retraction force response is fixed, the user's driving experience lacks adaptability, and there is no guidance mechanism, making it difficult for drivers to master the control rules, thus reducing user engagement and driving satisfaction. It improves driving safety and comfort, and is particularly suitable for novice or unfamiliar users, enabling gradual learning and adaptation, significantly shortening driver adaptation time, increasing user acceptance, and enhancing driver participation and learning efficiency.

[0025] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0026] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the following description of the embodiments taken in conjunction with the accompanying drawings, wherein: Figure 1 This is a flowchart of a single-pedal control method provided according to an embodiment of this application; Figure 2 This is a flowchart illustrating data acquisition according to an embodiment of this application; Figure 3 This is a flowchart of driving behavior analysis provided according to an embodiment of this application; Figure 4 This is a flowchart of the recognition learning phase provided according to an embodiment of this application; Figure 5 This is a flowchart illustrating the matching of a single-pedal control strategy according to an embodiment of this application; Figure 6 This is a flowchart of a single-pedal control method provided according to an embodiment of this application; Figure 7 This is a schematic diagram of a single-pedal control system according to an embodiment of this application; Figure 8 This is a schematic diagram of a vehicle structure according to an embodiment of this application. Detailed Implementation

[0027] The embodiments of this application are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this application, and should not be construed as limiting this application.

[0028] The following description, with reference to the accompanying drawings, describes a one-pedal control method, system, and vehicle according to embodiments of this application. Addressing the issues mentioned in the background art regarding the fixed single-pedal retraction force response of current one-pedal control systems, the lack of adaptability in the user's driving experience, and the absence of a guidance mechanism, which makes it difficult for drivers to master the control rules and thus reduces user engagement and driving satisfaction, this application provides a one-pedal control method. In this method, when the vehicle is in one-pedal mode, pedal usage data is collected; the current driving proficiency score is determined based on the pedal usage data; the current learning stage of the vehicle is determined based on the current driving proficiency score and the pedal usage data; a one-pedal control strategy is determined based on the current learning stage; and the vehicle's pedals are controlled according to the one-pedal control strategy. This method solves the problems of the fixed single-pedal retraction force response, lack of adaptability in the user's driving experience, and the absence of a guidance mechanism, which makes it difficult for drivers to master the control rules and thus reduces user engagement and driving satisfaction. It improves driving safety and comfort, and is particularly suitable for novice or unfamiliar users of vehicle systems, enabling gradual learning and adaptation, significantly shortening driver adaptation time, increasing user acceptance, and enhancing driver participation and learning efficiency.

[0029] Currently, solutions for optimizing the single-pedal experience mainly focus on the following aspects: ① Fixed-level energy recovery mode: It offers three levels of regenerative braking intensity: "high," "medium," and "low," which users can manually switch in the vehicle settings. This type of solution is simple to implement, but it has the following drawbacks: the switching relies on the driver's active operation and lacks automatic adaptation; it does not consider the driver's current skill level and operating habits; and the switching of regenerative braking intensity is abrupt, affecting driving smoothness.

[0030] ② Adjust the control response using an acceleration sensor and a driving curve matching algorithm: Some high-end vehicle or control system manufacturers have tried using acceleration sensors combined with driving data to dynamically optimize the matching relationship between throttle opening and regenerative braking intensity. However, such solutions mostly focus on performance optimization and have not formed a "phased adaptation" mechanism for the driving learning process, making it difficult to provide a gradual learning path for beginners.

[0031] ③ Adaptive kinetic energy recovery strategy: There have been some explorations in the field of driving behavior recognition and predictive control, such as predicting driving intentions and adjusting vehicle power response through machine learning. However, these methods are mostly used for high-speed driving condition prediction or autonomous driving assistance. They are complex, require a lot of computing power, and are not easy to deploy at low cost in ordinary commercial vehicle VCUs.

[0032] In summary, existing single-pedal control systems have the following problems: (1) The single-pedal regenerative braking force response is fixed, resulting in a lack of adaptability in the driving experience. The existing one-pedal driving mode control system uses a fixed recovery force response, requiring users to manually select "strong / medium / weak" levels. It cannot automatically adjust the system response based on the driver's driving style. This is especially problematic when novice or first-time users misoperate, as the system continues to operate according to the preset response, resulting in a noticeable "nose-nodding" sensation or sudden deceleration. Furthermore, the system lacks intelligent recognition and personalized adjustment capabilities, leading to a poor driver experience, particularly in commercial vehicles where driver turnover is high and driving experience varies significantly, resulting in poor system adaptability.

[0033] (2) The lack of guidance mechanisms makes it difficult for drivers to master the control principles. Existing technologies typically lack guidance mechanisms, such as feedback prompts, learning phase instructions, and visualization of control behavior. Drivers need to repeatedly try and fail to become accustomed to the one-pedal response curve, and the learning process relies entirely on personal exploration. Novice drivers are prone to anxiety and fear in the early stages, and in severe cases, may even actively disable the energy recovery function, leading to a significant decrease in the system's value.

[0034] (3) The driving behavior is not perceived by the system, and the control system always processes it according to the same logic. Control systems typically do not analyze driving operation data, such as accelerator release speed, frequency of frequent jogging, and brake pedal usage ratio. Therefore, they cannot determine the driver's current skill level and learning status, and cannot provide targeted recovery strategies or interactive feedback. The control system remains in a "passive response" state, lacking "active teaching" capabilities, which is detrimental to improving user engagement and driving satisfaction.

[0035] To address the aforementioned problems, this application provides a single-pedal control method, such as... Figure 1 As shown, the single-pedal control method includes the following steps: In step S101, in response to the vehicle being in single-pedal mode, the vehicle's pedal usage data is collected. Specifically, this application relates to a pedal input acquisition module, which is responsible for collecting the driver's vehicle pedal usage data in real time. This module ensures that the system can accurately perceive the driver's operating intentions and behavioral characteristics through high-frequency sampling and precise data processing.

[0036] The vehicle's pedal usage data includes accelerator pedal release speed, accelerator pedal opening adjustment frequency, brake pedal position, brake pedal usage frequency, brake pedal position, and pedal switching time. In addition to pedal usage data, vehicle speed is also collected.

[0037] Specifically, such as Figure 2 As shown, the VCU (Vehicle Controller Unit) continuously acquires the following signals via sensors at a sampling frequency of at least 10Hz: (1) Accelerator Pedal Position (APP): The opening of the accelerator pedal is expressed as a percentage (0%–100%), reflecting the driver's intention to accelerate or decelerate. The resolution is not less than 0.1% to capture subtle pedal changes.

[0038] (2) Accelerator Pedal Release Speed ​​(APRS): refers to the accelerator pedal position rate (% / s), which is calculated by time difference of continuous sampling points. For example, rapid release (>50% / s) may lead to strong energy recovery deceleration, while slow release (<20% / s) indicates smooth operation.

[0039] (3) Accelerator Pedal Opening Frequency (APOF): Records the number of times the accelerator pedal opening changes within a fixed time window (e.g., 10 seconds). A pedal action with a change of more than 5% is counted as one adjustment.

[0040] (4) Brake Pedal Position (BPP): The degree of brake pedal depression is expressed as a percentage (0%–100%) with a resolution of not less than 0.1%, and is used to determine whether the driver relies on the conventional braking system.

[0041] (5) Brake Pedal Frequency (BPF): refers to the number of times the brake pedal is activated within a fixed time window (e.g., 10 seconds). (Pedal position > 5% is considered one activation).

[0042] (6) Pedal Switch Time (PST): This refers to the time interval (in seconds) between switching between the accelerator pedal and the brake pedal, used to analyze the driver's operational continuity in single-pedal mode. For example, frequent switching within a short period of time (<1 second) may indicate that the driver is not accustomed to energy recovery deceleration.

[0043] (7) Vehicle Speed ​​(VS): Acquired by a vehicle speed sensor, in km / h, with a resolution of not less than 0.1 km / h, used to evaluate the correlation between pedal operation and vehicle speed change.

[0044] All of the above signals are sampled at 10Hz or higher to ensure the capture of rapid pedal actions (such as sudden release of the accelerator). For low-speed scenarios (such as urban traffic congestion), the frequency can be dynamically adjusted by 5Hz to reduce the computational load.

[0045] Further data processing is performed on the collected data: Data filtering: A low-pass filter (cutoff frequency of approximately 2Hz) is used to remove sensor noise, ensuring signal smoothness and avoiding misinterpretation of driver intentions.

[0046] Time window: Data is stored in a rolling time window (e.g., 60 seconds) in a temporary buffer of the VCU, with a capacity of at least 10 minutes of sampled data (approximately 6,000 sample points) to support short-term and long-term behavioral analysis.

[0047] Environmental calibration: By combining GPS or vehicle speed sensor data, the driving environment (e.g., urban roads, highways, slopes) is identified, and the collected parameters are dynamically adjusted. For example, in a slope scenario, the weight of the accelerator pedal signal may be reduced to avoid misjudging pedal changes caused by terrain.

[0048] The accelerator and brake pedals are equipped with high-precision potentiometers or Hall effect sensors to ensure the linearity and reliability of signal acquisition, with an error of less than ±1%. The VCU interface communicates with the sensors via a CAN (Controller Area Network) bus, with a data transmission rate of no less than 500kbps to ensure real-time performance.

[0049] In step S102, the current driving proficiency score is determined based on the pedal usage data, and the current learning stage of the vehicle is determined based on the current driving proficiency score and the pedal usage data.

[0050] This application also relates to a driving behavior analysis module, which assesses the driver's proficiency in one-pedal control mode by processing real-time and historical data from the pedal input acquisition module. By analyzing specific behavioral indicators, the system constructs a dynamic "driving proficiency score" (PS) as a basis for determining the driver's learning stage, ensuring that the system can dynamically adjust the energy recovery response according to the driver's skill level, thereby improving driving comfort, safety, and efficiency.

[0051] Optionally, in some embodiments, before determining the current driving proficiency score based on pedal usage data, the process includes: collecting the accelerator pedal release speed and position, accelerator pedal opening adjustment frequency, pedal switching frequency, brake pedal activation count, brake pedal position, and vehicle speed from the pedal usage data; determining the brake pedal usage ratio index value based on the brake pedal activation count; determining the driver's vehicle speed maintenance stability index value based on the accelerator pedal position, brake pedal position, and vehicle speed; and determining the driver's energy recovery activation consistency index value based on the accelerator pedal release speed.

[0052] The driving behavior analysis module relies on the following data to determine the current driving proficiency score, including: (1) Accelerator pedal release speed (APRS); (2) Accelerator pedal opening frequency (APOF); (3) Pedal switching frequency (PTF); (4) Brake Pedal Usage Ratio (BPUP): This refers to the proportion of brake pedal activations to total deceleration events. A higher BPUP (e.g., >30%) indicates that the driver relies on the brake pedal rather than the energy recovery system, reflecting a lack of trust or familiarity with single-pedal control.

[0053] (5) Speed ​​Maintenance Stability Index (SMS): The speed maintenance stability index is obtained by analyzing the relationship between the accelerator pedal position and the brake pedal position and the vehicle speed. It is used to evaluate the driver's ability to maintain a constant vehicle speed. Significant speed fluctuations (e.g., >5 km / h within 5 seconds) and few pedal adjustments indicate that the driver has difficulty mastering speed control in one-pedal mode.

[0054] (6) Energy Recovery Activation Consistency Index (ERAC): The Energy Recovery Activation Consistency Index is obtained by monitoring the correlation between accelerator pedal release and regenerative braking activation. It is used to assess the consistency of energy recovery activation. Inconsistent activation (e.g., delayed or irregular recovery activation) indicates that the driver cannot accurately predict the system response.

[0055] These metrics are sampled within rolling time windows (e.g., 60 seconds) to capture short-term behavior, while historical datasets (e.g., driving data from the past 10 minutes or 10 kilometers) are retained for long-term trend analysis. The VCU stores this data in a temporary buffer for real-time processing while avoiding excessive computational load.

[0056] The above technical solutions improve the accuracy of driver proficiency assessment through multi-dimensional evaluation indicators.

[0057] Optionally, in some embodiments, the current driving proficiency score is determined based on pedal usage data, including: calculating the current driving proficiency score based on accelerator pedal release speed, accelerator pedal opening adjustment frequency, pedal switching frequency, brake pedal usage ratio index value, speed maintenance stability index value, and energy recovery activation consistency index value, wherein proficiency is:

[0058] in, For proficiency, to As a weighting factor, The speed at which the accelerator pedal is released. The ratio index value is used for the brake pedal. To maintain stable vehicle speed, For pedal switching frequency, Adjust the frequency of accelerator pedal opening. This is used to activate the consistency index value for energy recovery.

[0059] Specifically, such as Figure 3 As shown, the driving behavior analysis module processes the above-mentioned accelerator pedal release speed, accelerator pedal opening adjustment frequency, pedal switching frequency, brake pedal usage ratio, and energy recovery activation consistency index value through a weighted scoring algorithm to generate a current driving proficiency score. This score quantifies the driver's skill level in one-pedal mode. The process for calculating the current driving proficiency score is as follows: First, the input metrics are normalized: each metric (APRS, APOF, BPUP, PTF, SMS, ERAC) is normalized to a range of 0 to 1, based on a predefined threshold. For example: APRS: Normalized to 0 indicates a release rate of <10% / s (height control), and 1 indicates a release rate of >60% / s (abrupt release).

[0060] BPUP: Normalized to 0 indicates braking usage ratio <10%, 1 indicates >50%.

[0061] Furthermore, the threshold is calibrated based on measured data from typical one-pedal driving scenarios to ensure applicability to various driving conditions (such as urban roads and highways).

[0062] Furthermore, weights were assigned based on the impact of each indicator on single-pedal proficiency, with APRS and BPUP being given higher weights because they are directly related to energy recovery misuse.

[0063] The current driving proficiency score ranges from 0 to 100. A lower score indicates smooth and predictable operation, while a higher score reflects unstable or inexperienced behavior.

[0064] The system recalculates the PS at fixed intervals (e.g., 10 seconds) to reflect real-time changes in driving behavior. To avoid abrupt phase transitions, the system applies a smoothing function (e.g., exponential moving average) to the PS, smoothing it based on a 60-second time window.

[0065] The driving behavior analysis module uses a lightweight decision algorithm in the VCU to classify driving behavior, ensuring compatibility with standard automotive hardware. The specific steps for driving behavior classification are as follows: Further, the PS and other indicator values ​​are compared with predefined thresholds to classify the driver's current driving behavior into beginner, intermediate, and advanced levels. The PS and behavior classification are then transmitted to the learning stage recognition module. Figure 3 As shown.

[0066] Typical behavioral patterns are as follows: (1)Primary behaviors: The accelerator pedal release speed APRS > 50% / s, the brake pedal usage proportion BPUP > 30%, the pedal switching frequency is > 3 times within 5 seconds, and SMS > 5 km / h. Among them, APRS > 50% / s indicates that the driver's pedal release is abrupt; BPUP > 30% indicates that the driver relies on the brake pedal to decelerate; PTF > 3 times within 5 seconds indicates that the driver frequently switches between the accelerator and the brake; SMS > 5 km / h indicates that the driver's pedal control is unstable.

[0067] (2)Intermediate behaviors: 20% / s ≤ APRS < 50% / s, 10% ≤ BPUP < 30%, the pedal switching frequency is greater than or equal to 1 time and less than 3 times within 5 seconds and SMS < 3 km / h.

[0068] 20% / s < APRS < 50% / s indicates that the driver's control of pedal release has improved.

[0069] 10% < BPUP < 30% indicates that the driver is gradually relying on energy recovery.

[0070] The pedal switching frequency is greater than or equal to 1 time and less than 3 times within 5 seconds, indicating that the driver's switching is smoother.

[0071] SMS < 3 km / h indicates that the driver's pedal control is relatively stable.

[0072] (3)Skilled behaviors: APRS < 20% / s, BPUP < 10%, the pedal switching frequency is < 1 time within 5 seconds, and SMS < 1 km / h.

[0073] APRS < 20% / s indicates that the driver releases the pedal smoothly and consciously.

[0074] BPUP < 10% indicates that the driver fully relies on single-pedal control.

[0075] The pedal switching frequency is < 1 time within 5 seconds, indicating that the driver operates stably.

[0076] SMS < 1 km / h indicates that the vehicle speed control is precise.

[0077] Optionally, in some embodiments, determining the vehicle's current learning stage based on the current driving proficiency score and pedal usage data includes: if the current driving proficiency score is in a first score range, and the accelerator pedal release speed is greater than a first threshold, the brake pedal usage ratio index value is greater than a second threshold, the pedal switching frequency is greater than a third threshold, and the vehicle speed maintenance stability index value is greater than a fourth threshold, then the current learning stage is determined to be the first learning stage; if the current driving proficiency score is in a second score range, and the accelerator pedal release speed is greater than or equal to a fifth threshold and less than or equal to a first threshold, and the brake pedal usage ratio index value is greater than or equal to a sixth threshold and less than or equal to a second threshold, and the pedal switching frequency is greater than or equal to a sixth threshold and less than or equal to a second threshold, then the current learning stage is determined to be the first learning stage. If the current driving proficiency score is within the third score range, and the accelerator pedal release speed is less than the fifth threshold, the brake pedal usage ratio is less than the sixth threshold, the pedal switching frequency is less than the seventh threshold, and the vehicle speed maintenance stability index is less than the ninth threshold, then the current learning stage is determined to be the third learning stage. The learning level of the third learning stage is higher than that of the second learning stage, and the learning level of the second learning stage is higher than that of the first learning stage. At least one learning level is set for each of the first and third learning stages.

[0078] For example, in the embodiments of this application, the first threshold is 50% / s, the second threshold is 30%, the third threshold is 3 times every 5 seconds, the fourth threshold is 5km / h, the fifth threshold is 20% / s, the sixth threshold is 10%, the seventh threshold is 1 time every 5 seconds, the eighth threshold is 3 km / h, and the ninth threshold is 1 km / h.

[0079] This application also involves a learning stage identification module, specifically as follows: Figure 4 As shown, the learning stage judgment module dynamically determines the driver's learning stage (beginner, intermediate, and proficient) in one-pedal control mode based on the proficiency score (PS) and behavior pattern classification output by the driving behavior analysis module. This module achieves accurate assessment of the driver's proficiency through hierarchical logic and a dynamic adjustment mechanism, ensuring smooth stage transitions and avoiding abrupt control changes.

[0080] The learning stages are divided into the beginner stage (i.e., the first learning stage), the intermediate stage (i.e., the second learning stage), and the proficiency stage (i.e., the third learning stage), with each stage including four learning levels.

[0081] Specifically, 0 represents expert level and 100 represents novice level.

[0082] (1) Primary stage: This indicates that the driver is not familiar with the one-pedal mode.

[0083] The initial stage includes learning levels one through four, namely Lv.1–4. The first score range corresponding to the initial stage is [75, 100]. Each learning level can be further subdivided into sub-ranges (e.g., Lv.1: PS∈[95,100], Lv.2: PS∈[85,95)) to ensure refined assessment.

[0084] The behaviors corresponding to the initial stage are the initial behaviors, namely, accelerator pedal release speed APRS>50% / s, brake pedal usage ratio BPUP>30%, pedal switching frequency>3 times within 5 seconds, and SMS>5km / h.

[0085] (2) Intermediate stage: This explains how drivers gradually master the rhythm of single pedal.

[0086] The intermediate stage includes learning levels 5 to 8, i.e., Lv.5–8. The second score range corresponding to the intermediate stage is [40, 75). The intermediate stage corresponds to intermediate behavior, namely 20% / s≤APRS<50% / s, 10%≤BPUP<30%, pedal switching frequency greater than or equal to 1 time and less than 3 times within 5 seconds, and SMS<3km / h.

[0087] (3) Proficiency stage: This indicates that the driver's movements are smooth.

[0088] The proficiency stage includes learning levels nine through twelfth, or Lv.9–12, and the third score range corresponding to the proficiency stage is [0, 40).

[0089] The behaviors corresponding to the proficiency stage are proficient behaviors, namely APRS < 20% / s, BPUP < 10%, pedal switching frequency < 1 time within 5 seconds, and SMS < 1km / h.

[0090] It should be noted that if the current driving proficiency score is in the first score range, but the accelerator pedal release speed is not greater than the first threshold, or the brake pedal usage ratio is not greater than the second threshold, or the pedal switching frequency is not greater than the third threshold, or the vehicle speed maintenance stability index is not greater than the fourth threshold, then the corresponding learning level will be determined based on the current driving proficiency score, and no upgrade will be processed.

[0091] For example, if the current driving proficiency score is 50, which means the driver's current learning level is determined to be the fourth learning level Lv.4, if the accelerator pedal release speed is 45% / s (i.e., APRS < 50% / s) or the brake pedal usage ratio is 25% (i.e., BPU < 30%), even if the accelerator pedal release speed is within the threshold range of the accelerator pedal release speed in the second learning stage, the current learning level will remain Lv.4 and no upgrade will be performed.

[0092] If the current driving proficiency score is 40, the driver's current learning level is determined to be the fifth learning level Lv.5. If the accelerator pedal release speed is 55% / s (i.e., APRS>50% / s) or the brake pedal usage ratio is 35% (i.e., BPUP>30%), the current learning level can be downgraded from the fifth learning level Lv.5 to the fourth learning level.

[0093] The above technical solution uses a dual approach of judging driving proficiency score ranges and multiple behavioral indicator thresholds to simultaneously determine the learning stage based on both proficiency score and driving behavior. This ensures the consistency and reliability of learning stage identification and solves the problem that traditional coarse-grained stage division (only distinguishing between novice and proficient drivers) cannot match the gradual changes in driving ability. It enables the assessment of the driver's driving proficiency, improves the driver's adaptation speed to the one-pedal mode, and sets multiple learning levels for each learning stage. This allows the driver to be positioned at the corresponding learning level within the stage. Under certain circumstances, the driver can be promoted or demoted based on their learning level, allowing the learning level to dynamically change with the driver's actual operating ability and avoiding driving risks caused by mismatch between ability and skill.

[0094] In step S103, a single-pedal control strategy is determined based on the current learning stage, and the vehicle's pedals are controlled according to the single-pedal control strategy.

[0095] Optionally, in some embodiments, determining a one-pedal control strategy based on the current learning stage includes: if the current learning stage is a first learning stage, the one-pedal control strategy is to adjust the vehicle's current energy recovery start point to the first recovery start point, adjust the throttle opening range corresponding to the current recovery torque to the first range, and adjust the current energy recovery intensity to the first recovery intensity; if the current learning stage is a second learning stage, the one-pedal control strategy is to adjust the vehicle's current energy recovery start point to the second recovery start point, adjust the throttle opening range corresponding to the recovery torque to the second range, and adjust the energy recovery intensity to the second recovery intensity; if the current learning stage is a third learning stage, the one-pedal control strategy is to adjust the vehicle's current energy recovery start point to the third recovery start point, adjust the throttle opening range corresponding to the recovery torque to the third range, and adjust the energy recovery intensity to the third recovery intensity.

[0096] Among them, the first recovery starting point is earlier than the second recovery starting point, which is earlier than the third recovery starting point; the first range is smaller than the second range, which is smaller than the third range; and the first recovery intensity is smaller than the second recovery intensity, which is smaller than the third recovery intensity.

[0097] Specifically, such as Figure 5As shown, this application also relates to a matching control strategy module, used to dynamically match the energy recovery response curve based on the driver level (Lv.1–Lv.12) output by the learning stage judgment module, and adjust the control parameters of the one-pedal mode, including the energy recovery start point, the throttle opening range corresponding to the recovery torque, and the recovery intensity. This module ensures a smooth driving experience through progressive control logic, adapting to drivers of varying skill levels, while optimizing energy recovery efficiency.

[0098] The system adjusts the following control parameters based on the driver's level: (1) Recovery Start Point (RSP): refers to the threshold (%) at which the accelerator pedal is released to trigger energy recovery. The recovery start point is delayed in the initial stage and triggered earlier in the advanced stage.

[0099] (2) Recovery Torque to Opening Range (RTOR): Defined as the mapping range between changes in throttle opening and recovery torque. In the initial stage, the recovery torque to opening range is relatively narrow, while in the proficient stage, the recovery torque to opening range is relatively wide.

[0100] (3) Recovery Intensity (RI): The magnitude of the deceleration torque generated by energy recovery, in Nm. The recovery intensity is low in the initial stage (e.g., <50 Nm) and high in the proficient stage (e.g., <150 Nm).

[0101] The single-pedal control strategy determined based on the current learning stage is shown in Table 1.

[0102] Table 1

[0103] Initial Stage (Lv.1–4): Prioritize smoothness, delay the energy recovery start point, limit energy recovery intensity, and reduce "nodding sensation". For example, in Lv.1, the energy recovery start point RSP is 10%, and the maximum energy recovery intensity RI is 30 Nm.

[0104] Intermediate Stage (Lv.5–8): Balances smoothness and efficiency, with a moderate energy recovery starting point and intensity, and gradually expands the throttle opening range (RTOR) corresponding to the recovery torque as the learning level increases. For example, at Lv.5, the energy recovery starting point (RSP) is 20%, and the maximum energy recovery intensity (RI) is 50 Nm.

[0105] Proficiency Stage (Lv.9–12): Optimize energy recovery efficiency, advance the energy recovery start point, and maximize RI and the throttle opening RTOR corresponding to the recovery torque. For example, at Lv.12, the energy recovery start point RSP is 30%, and the maximum energy recovery intensity RI is 150 Nm.

[0106] Furthermore, the matched single-pedal control strategy is transmitted to the drive motor and energy recovery system via the CAN bus for control. At the same time, the system prompts the current status through the instrument UI or voice system, such as: "You are using the single-pedal primary mode"; "Upgraded to intermediate recovery mode, releasing the accelerator will decelerate faster"; "You can enter the proficiency mode to obtain the highest energy recovery efficiency", etc.

[0107] Through the above technical solutions, by adjusting the stages, levels, and control parameters, the operating habits of drivers with different skill levels are matched to achieve a gradual transition, avoiding abrupt driving caused by sudden parameter changes. This allows drivers to naturally adapt to changes in control logic as their skills improve, enhancing driving smoothness and adaptability. The instrument UI / voice prompts for the current mode allow drivers to clearly perceive changes in control parameters, enhancing their sense of participation. Furthermore, by adjusting the starting point of energy recovery, energy waste caused by initially disabling the recovery function or frequent braking is avoided, improving the energy recovery rate in one-pedal mode.

[0108] Optionally, in some embodiments, the method further includes: detecting the driver's current learning level; determining whether the driver's current learning level meets preset promotion conditions or preset downgrade conditions; if the current learning level meets the preset promotion conditions, then promoting the current learning level to a first target level; if the current learning level meets the preset downgrade conditions, then downgrading the current learning level to a second target level.

[0109] This application addresses the processing of advancement or downgrading of learning levels, such as... Figure 4 As shown.

[0110] The preset advancement conditions are as follows: If the current driving proficiency score is maintained stably within the low range of the current learning level for 3 minutes (for example, if the driver maintains PS<80 and APRS<50% / s for 3 minutes at Lv.4), then the driver will be promoted to the next level (i.e., the first target level is Lv.5).

[0111] The default downgrade conditions are: If abnormal behavior is detected (e.g., the driver's PS suddenly increases by more than 20 points or BPUP is more than 50% at Lv.4), the system will downgrade to the next higher level (i.e., the second target level is Lv.3) and indicate the reason through the instrument panel.

[0112] This system can also combine GPS and vehicle speed data to adjust the upgrade / downgrade thresholds. For example, in complex urban road conditions, a higher PTF (<5 times / 5 seconds) is allowed as the standard for the intermediate stage.

[0113] By setting promotion and demotion conditions, the learning level can be dynamically changed according to the driver's actual operating ability, avoiding driving risks caused by mismatch between ability and skill, accelerating the driver's mastery of the one-pedal mode, and avoiding a one-size-fits-all training mode.

[0114] Optionally, in some embodiments, when upgrading the current learning level to a first target level or downgrading the current learning level to a second target level, the method includes: adjusting the single-pedal control strategy based on a preset transition strategy, and upgrading the current learning level to the first target level or downgrading the current learning level to the second target level according to the adjusted single-pedal control strategy.

[0115] Specifically, each learning level corresponds to a nonlinear response curve, which is generated by cubic spline interpolation to ensure a smooth mapping between throttle opening and regenerative torque. The curve parameters are stored in the VCU's lookup table (LUT), which has a capacity to support at least 12 curves.

[0116] During stage transitions, the system employs a 10-second gradual change period, adjusting RSP, RTOR, and RI through linear interpolation to avoid abrupt deceleration changes. For example, when upgrading from Lv.4 to Lv.5, RSP gradually changes from 10% to 12% (0.1% change per second).

[0117] The curve parameters are adjusted by combining vehicle speed and GPS data. For example, in low-speed urban driving conditions, the upper limit of RI is reduced by 10% to improve comfort.

[0118] In this application, the control strategy is implemented through an embedded algorithm within the VCU. Based on the real-time input learning level information, the LUT is queried, and the corresponding RSP, RTOR, and RI parameters are output. The algorithm execution cycle is <50ms.

[0119] If the current driving proficiency score PS changes by more than 30 points within 1 minute, or if the pedal operation mode changes significantly (e.g., PTF suddenly increases), the system will suspect that the driver may have been replaced, reset the system to the minimum learning level Lv.1, and display the message "New driver detected, switched to beginner mode".

[0120] By employing the above technical solution, a 10-second gradual transition period and linear interpolation adjustment single-pedal control strategy are adopted to avoid abrupt deceleration and vehicle jerking caused by jump changes in parameters such as energy recovery start point and recovery intensity during upgrade / downgrade, thus ensuring the continuity and comfort of the driving process.

[0121] Optionally, in some embodiments, after controlling the vehicle's pedals according to the single-pedal control strategy, the method further includes: maintaining the current learning level or downgrading the current learning level to the minimum learning level in the event of abnormal pedal signal and / or abnormal vehicle speed.

[0122] If the input data is abnormal (e.g., sensor failure causing PS to be unavailable, abnormal pedal signal, or abnormal vehicle speed), the system will maintain the current learning level by default, or switch to the minimum learning level Lv.1 (i.e., the first learning level).

[0123] If information is lost at a certain learning stage, the system will default to the single-pedal control strategy of the first learning level Lv.1 to ensure safety.

[0124] In this system, the system retains the PS (Power-On) and learning stage records of the most recent 10 driving sessions to help determine the long-term proficiency trend and avoid frequent switching due to short-term fluctuations.

[0125] Through the above technical solutions, in the event of data failure scenarios such as sensor malfunction, abnormal pedal signal, or abnormal vehicle speed, the system avoids driving risks caused by parameter loss of control by maintaining the current level or downgrading to Lv.1.

[0126] To enable those skilled in the art to further understand the single-pedal control method of the embodiments of this application, the following detailed description is provided in conjunction with specific embodiments, such as... Figure 6 As shown.

[0127] When the vehicle is in one-pedal mode, the system collects the accelerator pedal release speed, accelerator pedal opening adjustment frequency, pedal switching frequency, brake pedal usage ratio index value, and energy recovery activation consistency index value to identify whether the driver's driving behavior is beginner, intermediate, or proficient. The system also calculates the driving proficiency score based on these parameters. The learning stage is determined based on the identified primary, intermediate, or advanced behaviors and the calculated driving proficiency score. The system matches a single-pedal control strategy based on the current learning stage, outputs control commands according to the single-pedal control strategy, and provides feedback prompts so that the vehicle can respond to the control commands.

[0128] In summary, the beneficial effects of this application are as follows: (1) Improves driving safety and comfort, especially suitable for novice drivers or users unfamiliar with electric vehicle systems. Through driving behavior recognition, it can perceive in real time how the driver releases the accelerator and the proportion of braking. Based on the recognition results, the VCU can automatically determine whether the driver is familiar with the one-pedal logic, thereby avoiding novice drivers being forced to use aggressive regenerative braking.

[0129] (2) By enabling gradual learning and adaptation, the driver's adaptation time can be significantly shortened and user acceptance can be improved.

[0130] (3) Improve energy recovery efficiency and avoid energy waste caused by turning off the recovery function or frequent braking in the early stage.

[0131] (4) Enhance driver participation and learning efficiency. The system informs the driver of the current control stage and operation suggestions through instrument UI or voice prompts. The driver can obtain proactive guidance information and understand the current system logic and his own operation status.

[0132] (5) Low deployment cost, wide applicability to various vehicle models, and strong engineering implementation capabilities and productization prospects. All control logic designs are integrated into the vehicle control unit (VCU), requiring no external hardware or network dependencies. This system is suitable for rapid deployment and replication in various vehicle models such as passenger cars, light logistics vehicles, and sanitation vehicles.

[0133] Next, a single-pedal control system according to an embodiment of this application is described with reference to the accompanying drawings.

[0134] Figure 7 This is a block diagram of a single-pedal control system according to an embodiment of this application.

[0135] like Figure 7 As shown, the single-pedal control system 10 includes: a data acquisition module 100, a learning phase identification module 200, and a control module 300.

[0136] The system includes a data acquisition module 100, which collects pedal usage data of the vehicle in response to the vehicle being in one-pedal mode; a learning stage identification module 200, which determines the current driving proficiency score based on the pedal usage data, and determines the current learning stage of the vehicle based on the current driving proficiency score and the pedal usage data; and a control module 300, which determines a one-pedal control strategy based on the current learning stage, and controls the vehicle's pedals according to the one-pedal control strategy.

[0137] Optionally, in some embodiments, before determining the current driving proficiency score based on pedal usage data, the learning stage identification module 200 is further configured to: collect the accelerator pedal release speed and position, accelerator pedal opening adjustment frequency, pedal switching frequency, brake pedal activation count, brake pedal position, and vehicle speed from the pedal usage data; determine the brake pedal usage ratio index value based on the brake pedal activation count; determine the driver's vehicle speed maintenance stability index value based on the accelerator pedal position, brake pedal position, and vehicle speed; and determine the driver's energy recovery activation consistency index value based on the accelerator pedal release speed.

[0138] Optionally, in some embodiments, the learning phase identification module 200 is further configured to: calculate the current driving proficiency score based on the accelerator pedal release speed, accelerator pedal opening adjustment frequency, pedal switching frequency, brake pedal usage ratio index value, vehicle speed maintenance stability index value, and energy recovery activation consistency index value, wherein proficiency is:

[0139] in, For proficiency, to As a weighting factor, The speed at which the accelerator pedal is released. The ratio index value is used for the brake pedal. To maintain stable vehicle speed, For pedal switching frequency, Adjust the frequency of accelerator pedal opening. This is used to activate the consistency index value for energy recovery.

[0140] Optionally, in some embodiments, the learning stage identification module 200 is further configured to: determine the current learning stage as the first learning stage if the current driving proficiency score is in a first score range, and the accelerator pedal release speed is greater than a first threshold, the brake pedal usage ratio index value is greater than a second threshold, the pedal switching frequency is greater than a third threshold, and the vehicle speed maintenance stability index value is greater than a fourth threshold; if the current driving proficiency score is in a second score range, and the accelerator pedal release speed is greater than or equal to a fifth threshold and less than or equal to a first threshold, and the brake pedal usage ratio index value is greater than or equal to a sixth threshold and less than or equal to a second threshold, and the pedal switching frequency is greater than or equal to a seventh threshold. If the current driving proficiency score is in the third score range, and the accelerator pedal release speed is less than the fifth threshold, the brake pedal usage ratio is less than the sixth threshold, the pedal switching frequency is less than the seventh threshold, and the vehicle speed maintenance stability index is less than the ninth threshold, then the current learning stage is determined to be the third learning stage. The level of the third learning stage is higher than that of the second learning stage, and the level of the second learning stage is higher than that of the first learning stage. At least one learning level is set for each of the first and third learning stages.

[0141] Optionally, in some embodiments, the control module 300 is further configured to: if the current learning stage is a first learning stage, then the one-pedal control strategy is to adjust the vehicle's current energy recovery starting point to the first recovery starting point, adjust the throttle opening range corresponding to the current recovery torque to the first range, and adjust the current energy recovery intensity to the first recovery intensity; if the current learning stage is a second learning stage, then the one-pedal control strategy is to adjust the vehicle's current energy recovery starting point to the second recovery starting point, adjust the throttle opening range corresponding to the recovery torque to the second range, and adjust the energy recovery intensity to the second recovery intensity; if the current learning stage is a third learning stage, then the one-pedal control strategy is to adjust the vehicle's current energy recovery starting point to the third recovery starting point, adjust the throttle opening range corresponding to the recovery torque to the third range, and adjust the energy recovery intensity to the third recovery intensity, wherein the first recovery intensity is less than the second recovery intensity, and the second recovery intensity is less than the third recovery intensity.

[0142] Optionally, in some embodiments, the single-pedal control system 10 further includes: a detection module for detecting the driver's current learning level; a judgment module for judging whether the driver's current learning level meets preset promotion conditions or preset downgrade conditions; and an adjustment module for promoting the current learning level to a first target level if the current learning level meets the preset promotion conditions, and downgrading the current learning level to a second target level if the current learning level meets the preset downgrade conditions.

[0143] Optionally, in some embodiments, when upgrading the current learning level to the first target level or downgrading the current learning level to the second target level, the adjustment module is further configured to: adjust the single-pedal control strategy based on a preset transition strategy, and upgrade the current learning level to the first target level or downgrade the current learning level to the second target level according to the adjusted single-pedal control strategy.

[0144] Optionally, in some embodiments, after controlling the vehicle's pedals according to the single-pedal control strategy, the control module 300 is further configured to: maintain the current learning level or downgrade the current learning level to the minimum learning level in the event of an abnormal pedal signal and / or abnormal vehicle speed.

[0145] It should be noted that the foregoing explanation of the single-pedal control method embodiment also applies to the single-pedal control system of this embodiment, and will not be repeated here.

[0146] The single-pedal control system proposed in this application collects pedal usage data when the vehicle is in single-pedal mode. Based on this data, the current driving proficiency score is determined, and the vehicle's current learning stage is determined using both the proficiency score and the pedal usage data. A single-pedal control strategy is then determined based on this learning stage, and the vehicle's pedals are controlled according to this strategy. This solves the problems of current single-pedal control systems, such as fixed single-pedal retraction force response, lack of adaptability in the user's driving experience, and the absence of a guidance mechanism, making it difficult for drivers to grasp the control rules and leading to reduced user engagement and driving satisfaction. It improves driving safety and comfort, and is particularly suitable for novice or unfamiliar vehicle systems, enabling gradual learning and adaptation, significantly shortening driver adaptation time, increasing user acceptance, and enhancing driver participation and learning efficiency.

[0147] Figure 8 A schematic diagram of the structure of a vehicle provided in an embodiment of this application. The vehicle may include: The memory 801, the processor 802, and the computer program stored on the memory 801 and capable of running on the processor 802.

[0148] When the processor 802 executes the program, it implements the single-pedal control method provided in the above embodiments.

[0149] Furthermore, the vehicle also includes: Communication interface 803 is used for communication between memory 801 and processor 802.

[0150] The memory 801 is used to store computer programs that can run on the processor 802.

[0151] The memory 801 may include high-speed RAM memory, and may also include non-volatile memory, such as at least one disk storage device.

[0152] If the memory 801, processor 802, and communication interface 803 are implemented independently, then the communication interface 803, memory 801, and processor 802 can be interconnected via a bus to complete communication between them. The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. Buses can be categorized into address buses, data buses, control buses, etc. For ease of representation, Figure 8 The bus is represented by a single thick line, but this does not mean that there is only one bus or one type of bus.

[0153] Optionally, in a specific implementation, if the memory 801, processor 802, and communication interface 803 are integrated on a single chip, then the memory 801, processor 802, and communication interface 803 can communicate with each other through an internal interface.

[0154] The processor 802 may be a central processing unit (CPU), an application specific integrated circuit (ASIC), or one or more integrated circuits configured to implement the embodiments of this application.

[0155] This application also provides a computer program product on which a computer program is stored, which, when executed by a processor, implements the single-pedal control method described above.

[0156] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0157] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, "N" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0158] Any process or method described in the flowchart or otherwise herein can be understood as representing a module, segment, or portion of code comprising one or more N executable instructions for implementing custom logic functions or processes, and the scope of the preferred embodiments of this application includes additional implementations in which functions may be performed not in the order shown or discussed, including substantially simultaneously or in reverse order depending on the functions involved, as should be understood by those skilled in the art to which embodiments of this application pertain.

[0159] The logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as a sequential list of executable instructions for implementing logical functions, and can be specifically implemented in any computer program product for use by, or in conjunction with, an instruction execution system, apparatus, or device (such as a computer-based system, a processor-included system, or other system that can fetch and execute instructions from, an instruction execution system, apparatus, or device). For the purposes of this specification, "computer program product" can be any means that can contain, store, communicate, propagate, or transmit a program for use by, or in conjunction with, an instruction execution system, apparatus, or device. More specific examples of computer program products (a non-exhaustive list) include the following: an electrical connection having one or N wires (electronic device), a portable computer disk drive (magnetic device), random access memory (RAM), read-only memory (ROM), erasable and editable read-only memory (EPROM or flash memory), fiber optic device, and portable optical disc read-only memory (CDROM). Furthermore, the computer program product can even be paper or other suitable medium on which the program can be printed, because the program can be obtained electronically, for example, by optically scanning the paper or other medium, followed by editing, interpreting, or otherwise processing as necessary, and then stored in a computer memory.

[0160] It should be understood that the various parts of this application can be implemented using hardware, software, firmware, or a combination thereof. In the above embodiments, the N steps or methods can be implemented using software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware as in another embodiment, it can be implemented using any one or a combination of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (PGAs), field-programmable gate arrays (FPGAs), etc.

[0161] Those skilled in the art will understand that all or part of the steps of the methods in the above embodiments can be implemented by a program instructing related hardware. The program can be stored in a computer program product, and when executed, the program includes one or a combination of the steps of the method embodiments.

[0162] Furthermore, the functional units in the various embodiments of this application can be integrated into a processing module, or each unit can exist physically separately, or two or more units can be integrated into a module. The integrated module can be implemented in hardware or as a software functional module. If the integrated module is implemented as a software functional module and sold or used as an independent product, it can also be stored in a computer program product.

[0163] The computer program product mentioned above may be a read-only memory, a disk, or an optical disk, etc. Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions, and variations to the above embodiments within the scope of this application.

Claims

1. A single-pedal control method, characterized in that, Includes the following steps: In response to the vehicle being in one-pedal mode, the vehicle's pedal usage data is collected; The current driving proficiency score is determined based on the pedal usage data, and the current learning stage of the vehicle is determined based on the current driving proficiency score and the pedal usage data. A single-pedal control strategy is determined based on the current learning stage, and the vehicle's pedals are controlled according to the single-pedal control strategy.

2. The method according to claim 1, characterized in that, Before determining the current driving proficiency score based on the pedal usage data, the process includes: The data collected includes the accelerator pedal release speed and position, accelerator pedal opening adjustment frequency, pedal switching frequency, brake pedal activation count, brake pedal position, and vehicle speed. The usage ratio index value of the brake pedal is determined based on the number of times the brake pedal is activated. The vehicle speed maintenance stability index value of the driver is determined based on the position of the accelerator pedal, the position of the brake pedal, and the vehicle speed. The energy recovery activation consistency index value of the driver is determined based on the accelerator pedal release speed.

3. The method according to claim 2, characterized in that, The current driving proficiency score is determined based on the pedal usage data, including: The current driving proficiency score is calculated based on the accelerator pedal release speed, the accelerator pedal opening adjustment frequency, the pedal switching frequency, the brake pedal usage ratio index, the vehicle speed maintenance stability index, and the energy recovery activation consistency index, wherein the current driving proficiency score is: in, The driving proficiency score to As a weighting factor, The speed at which the accelerator pedal is released. The ratio index value is used for the brake pedal. To maintain stable vehicle speed, For pedal switching frequency, Adjust the frequency of accelerator pedal opening. This is used to activate the consistency index value for energy recovery.

4. The method according to claim 3, characterized in that, The current learning stage of the vehicle is determined based on the current driving proficiency score and the pedal usage data, including: If the current driving proficiency score is in the first score range, and the accelerator pedal release speed is greater than the first threshold, and the brake pedal usage ratio index value is greater than the second threshold, and the pedal switching frequency is greater than the third threshold, and the vehicle speed maintenance stability index value is greater than the fourth threshold, then the current learning stage is determined to be the first learning stage. If the current driving proficiency score is in the second score range, and the accelerator pedal release speed is greater than or equal to the fifth threshold and less than or equal to the first threshold, and the brake pedal usage ratio index value is greater than or equal to the sixth threshold and less than or equal to the second threshold, and the pedal switching frequency is greater than or equal to the seventh threshold and less than or equal to the third threshold, and the vehicle speed maintenance stability index value is less than the eighth threshold and greater than the ninth threshold, then the current learning stage is determined to be the second learning stage. If the current driving proficiency score is in the third score range, and the accelerator pedal release speed is less than the fifth threshold, the brake pedal usage ratio is less than the sixth threshold, the pedal switching frequency is less than the seventh threshold, and the vehicle speed maintenance stability index is less than the ninth threshold, then the current learning stage is determined to be the third learning stage; wherein, the learning level of the third learning stage is higher than the learning level of the second learning stage, the learning level of the second learning stage is higher than the learning level of the first learning stage, and at least one learning level is set for each of the first and third learning stages.

5. The method according to claim 4, characterized in that, The single-pedal control strategy is determined based on the current learning stage, including: If the current learning stage is the first learning stage, then the single-pedal control strategy is to adjust the current energy recovery starting point of the vehicle to the first recovery starting point, adjust the throttle opening range corresponding to the current recovery torque to the first range, and adjust the current energy recovery intensity to the first recovery intensity. If the current learning stage is the second learning stage, then the single-pedal control strategy is to adjust the current energy recovery starting point of the vehicle to the second recovery starting point, adjust the throttle opening range corresponding to the recovery torque to the second range, and adjust the energy recovery intensity to the second recovery intensity. If the current learning stage is the third learning stage, then the single-pedal control strategy is to adjust the current energy recovery starting point of the vehicle to the third recovery starting point, adjust the throttle opening range corresponding to the recovery torque to the third range, and adjust the energy recovery intensity to the third recovery intensity, wherein the first recovery intensity is less than the second recovery intensity, and the second recovery intensity is less than the third recovery intensity.

6. The method according to claim 4, characterized in that, Also includes: Detect the driver's current learning level; Determine whether the driver's current learning level meets the preset promotion conditions or preset downgrade conditions; If the current learning level meets the preset promotion conditions, the current learning level will be promoted to the first target level; if the current learning level meets the preset downgrade conditions, the current learning level will be downgraded to the second target level.

7. The method according to claim 6, characterized in that, When upgrading the current learning level to the first target level, or downgrading the current learning level to the second target level, the following applies: The single-pedal control strategy is adjusted based on a preset transition strategy, and the current learning level is either upgraded to the first target level or downgraded to the second target level according to the adjusted single-pedal control strategy.

8. The method according to claim 1, characterized in that, After controlling the vehicle's pedals according to the single-pedal control strategy, the method further includes: In the event of abnormal pedal signal and / or abnormal vehicle speed, maintain the current learning level or downgrade the current learning level to the minimum learning level.

9. A single-pedal control system, characterized in that, include: The data acquisition module is used to acquire pedal usage data of the vehicle in response to the vehicle being in one-pedal mode; The learning stage identification module is used to determine the current driving proficiency score based on the pedal usage data, and to determine the current learning stage of the vehicle based on the current driving proficiency score and the pedal usage data. The control module is used to determine a single-pedal control strategy based on the current learning stage, and to control the vehicle's pedals according to the single-pedal control strategy.

10. A vehicle, characterized in that, include: A memory, a processor, and a computer program stored in the memory and executable on the processor, the processor executing the program to implement the single-pedal control method as described in any one of claims 1-8.

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