Filtering method and device for accelerator pedal opening signal

Abstract

The application provides a filtering processing method and device for an accelerator pedal opening degree signal. The method comprises the following steps: firstly, collecting an accelerator pedal opening degree signal of a first period, and determining a corresponding accelerator pedal opening degree state; secondly, determining a strategy output value of a filtering processing strategy corresponding to the accelerator pedal opening degree state, which is a first output value; and finally, determining an opening degree execution value of the first period according to the first output value; wherein the accelerator pedal opening degree state is a first state representing rapid change of the accelerator pedal opening degree or a second state representing slow change of the accelerator pedal opening degree, the filtering processing strategy is a first strategy or a second strategy, the first strategy corresponds to the first state, the second strategy corresponds to the second state, the first strategy represents priority time delay performance, the second strategy represents priority denoising performance, and the opening degree execution value is used for controlling vehicle driving. The method can improve the processing precision and timeliness of the filtering processing of the accelerator pedal opening degree signal, thereby improving driving comfort.

Description

Technical Field

[0001] This application relates to the field of vehicle control, and in particular to a method and apparatus for filtering and processing accelerator pedal opening signals. Background Technology

[0002] The accelerator pedal opening signal is a core input parameter of the vehicle's powertrain, directly affecting engine torque output, vehicle acceleration performance, and driving smoothness. During vehicle operation, the raw signal collected by the accelerator pedal sensor is susceptible to electromagnetic interference, wiring noise, and mechanical vibration, easily resulting in high-frequency periodic fluctuations. If this raw signal is used directly for torque control without effective filtering, it will cause frequent fluctuations in engine output torque, leading to problems such as vehicle jerking and inconsistent acceleration, impacting the driving experience and ride comfort.

[0003] Currently, a single filtering strategy is typically used, such as a first-order low-pass filter, to filter the accelerator pedal opening signal in order to achieve vehicle torque output. However, this method is only suitable for situations where the accelerator pedal opening changes smoothly. In actual driving, drivers frequently switch between rapidly pressing and releasing the accelerator pedal and between rapidly and slowly pressing and releasing it. This can easily lead to discrepancies between the filtered accelerator pedal opening output and the driver's actual operating intention, or a lag in the response of the filtered accelerator pedal opening output compared to the driver's accelerator pedal operation. In other words, existing methods have low processing accuracy and low timeliness in filtering accelerator pedal opening signals.

[0004] Therefore, there is an urgent need for a solution that can improve the processing accuracy and timeliness of filtering the accelerator pedal opening signal to enhance driving comfort. Summary of the Invention

[0005] This application provides a filtering method and apparatus for accelerator pedal opening signal, which can improve the processing accuracy and timeliness of accelerator pedal opening signal filtering, thereby improving driving comfort.

[0006] In a first aspect, embodiments of this application provide a filtering method for accelerator pedal opening signals, including:

[0007] The accelerator pedal opening signal of the first cycle is collected, and the accelerator pedal speed state of the first cycle is determined based on the accelerator pedal opening signal of the first cycle; wherein, the accelerator pedal speed state is either a first state that represents a rapid change in accelerator pedal opening or a second state that represents a gradual change in accelerator pedal opening.

[0008] The filtering strategy corresponding to the throttle urgency state in the first cycle is determined as the first actual strategy, and the strategy output value of the first actual strategy is determined as the first output value; wherein, the filtering strategy is either the first strategy or the second strategy, the first strategy corresponds to the first state, the second strategy corresponds to the second state, the first strategy represents priority delay performance, and the second strategy represents priority denoising performance.

[0009] Based on the first output value, the opening execution value for the first cycle is determined; wherein, the opening execution value is used to control the vehicle's movement.

[0010] Optionally, as described above, the throttle position in the first cycle is determined based on the throttle pedal opening signal of the first cycle, including:

[0011] Based on the accelerator pedal opening signal of the first cycle, determine the opening requirement value for the first cycle;

[0012] The opening demand value of the first cycle is subtracted from the opening execution value of the second cycle to obtain the opening difference. The differential parameter is determined based on the opening difference and the cycle length. The second cycle is the cycle preceding the first cycle, and the differential parameter represents the vector change of the accelerator pedal opening.

[0013] The throttle response level for the first cycle is determined based on the differential parameters.

[0014] Optionally, as described above, the throttle response state for the first cycle is determined based on the differential parameters, including:

[0015] Based on the direction of the differential parameter, obtain the preset judgment threshold;

[0016] If the absolute value of the differential parameter is greater than the absolute value of the preset judgment threshold, then the first state is determined, which is the throttle easing state of the first cycle.

[0017] If the absolute value of the differential parameter is less than or equal to the absolute value of the preset judgment threshold, then the second state is determined, which is the throttle easing state of the first cycle.

[0018] Optionally, as described above, the first actual policy is the first policy; determining the policy output value of the first actual policy includes:

[0019] Determine the rate change threshold for the first cycle as the target change threshold;

[0020] If the absolute value of the opening difference is greater than the absolute value of the target change threshold, then the target change threshold is determined as the policy output value of the first actual policy.

[0021] If the absolute value of the opening difference is less than or equal to the absolute value of the target change threshold, then the opening demand value for the first cycle is determined to be the strategy output value of the first actual strategy.

[0022] Optionally, the method described above further includes:

[0023] If the throttle response is in the first state in both the first and second cycles, then the target change threshold is increased based on the rate change threshold in the second cycle.

[0024] Optionally, as described above, the first actual policy is the second policy; determining the policy output value of the first actual policy includes:

[0025] Obtain the opening execution value for each cycle in the preset history window; wherein, the preset history window includes multiple cycles, and the last cycle of the preset history window is the second cycle;

[0026] The average value of the opening execution value of each period in the preset historical window and the opening demand value of the first period are averaged to obtain the average opening value, which is the strategy output value of the first actual strategy.

[0027] Optionally, the method described above further includes:

[0028] Subtract the opening execution value of the second period from the opening execution value of the first period to obtain the execution difference;

[0029] If the direction of the differential parameter is not consistent with the direction of the execution difference, then the opening execution value of the second cycle is determined to be the opening execution value of the first cycle.

[0030] Optionally, as described above, determining the opening execution value for the first cycle based on the first output value includes:

[0031] If the throttle easing state in the first cycle is inconsistent with that in the second cycle, the weight parameters of the first cycle are obtained. The second cycle is the cycle preceding the first cycle. The weight parameters include the first weight and the second weight. The first weight represents the contribution of the strategy output value, and the second weight represents the contribution of the opening execution value. The sum of the first weight and the second weight is a preset value.

[0032] The opening execution value for the first period is determined based on the first output value, the opening execution value for the second period, and the weight parameters for the first period.

[0033] Optionally, the method described above further includes:

[0034] The accelerator pedal opening signal of the third cycle is collected, and the throttle speed state of the third cycle is determined based on the accelerator pedal opening signal of the third cycle. The third cycle is later than the first cycle, the number of cycles from the third cycle to the first cycle is less than or equal to a preset number, and the throttle speed state of each cycle from the third cycle to the first cycle is consistent.

[0035] Determine the filtering strategy corresponding to the throttle easing state in the third cycle as the second actual strategy, and determine the strategy output value of the second actual strategy as the second output value.

[0036] Determine the weight parameters for the third period; wherein, the first weight in the weight parameters of the third period is greater than the first weight in the weight parameters of any period from the third period to the first period, and the second weight in the weight parameters of the third period is less than the second weight in the weight parameters of any period from the third period to the first period.

[0037] The opening execution value for the third period is determined based on the second output value, the opening execution value for the fourth period, and the weight parameters for the third period; where the fourth period is the period preceding the third period.

[0038] Secondly, embodiments of this application provide a filtering processing device for accelerator pedal opening signals, comprising:

[0039] The signal acquisition module is used to acquire the accelerator pedal opening signal of the first cycle and determine the accelerator pedal speed state of the first cycle based on the accelerator pedal opening signal of the first cycle; wherein, the accelerator pedal speed state is either a first state that represents a rapid change in accelerator pedal opening or a second state that represents a gradual change in accelerator pedal opening.

[0040] The strategy determination module is used to determine the filtering strategy corresponding to the throttle easing state in the first cycle, which is the first actual strategy, and to determine the strategy output value of the first actual strategy, which is the first output value; wherein, the filtering strategy is either the first strategy or the second strategy, the first strategy corresponds to the first state, the second strategy corresponds to the second state, the first strategy represents priority delay performance, and the second strategy represents priority denoising performance.

[0041] The execution value determination module is used to determine the opening execution value of the first cycle based on the first output value; wherein the opening execution value is used to control the vehicle's movement.

[0042] Thirdly, embodiments of this application provide a vehicle, including: a memory and a processor;

[0043] The memory stores the instructions that the computer executes;

[0044] The processor executes computer execution instructions stored in memory, causing the processor to perform the first aspect and / or various possible implementations of the first aspect as described above.

[0045] Fourthly, embodiments of this application provide a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, are used to implement the first aspect and / or various possible implementations of the first aspect.

[0046] Fifthly, embodiments of this application provide a computer program product, including a computer program that, when executed by a processor, implements the first aspect and / or various possible implementations of the first aspect.

[0047] The accelerator pedal opening signal filtering method and apparatus provided in this application acquire the accelerator pedal opening signal of the first cycle and determine the corresponding accelerator pedal agility state based on the first cycle's accelerator pedal opening signal. This enables the identification of different operating conditions, such as rapid or gradual changes in accelerator pedal opening. By determining the filtering strategy corresponding to the accelerator pedal agility state as the first actual strategy and determining the strategy output value of the first actual strategy as the first output value, both time delay performance and noise reduction performance can be considered under different operating conditions. Furthermore, by determining the opening execution value of the first cycle based on the first output value, the opening execution value can better reflect the driver's actual operating intention and improve the stability of vehicle power control and driving smoothness. The method of this application can balance signal following and stability according to different driving operation characteristics, improve the timeliness and smoothness of power response, reduce noise interference and output discontinuity caused by strategy switching, thereby improving the processing accuracy and timeliness of accelerator pedal opening signal filtering and processing, and thus improving driving comfort. Attached Figure Description

[0048] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0049] Figure 1 Flowchart of the filtering method for the accelerator pedal opening signal provided in this application Figure 1 ;

[0050] Figure 2 Flowchart of the filtering method for the accelerator pedal opening signal provided in this application Figure 2 ;

[0051] Figure 3 This is a schematic diagram of the filtering results provided in this application;

[0052] Figure 4 A schematic diagram of the structure of the filtering and processing device for the accelerator pedal opening signal provided in this application;

[0053] Figure 5 This is a structural diagram of the vehicle provided in this application.

[0054] The accompanying drawings illustrate specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concept of this application to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0055] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0056] In the field of vehicle control, specifically in the field of vehicle driving control technology, there is a particular focus on the acquisition, smoothing, and generation of accelerator pedal opening signals and power control inputs. In the overall vehicle electronic control architecture of vehicles such as trucks and buses, the accelerator pedal typically outputs voltage or displacement signals through a pedal sensor. The controller acquires these signals and converts them into accelerator opening information that reflects the driver's acceleration needs. This information then serves as the basic input for engine torque requests, fuel injection control, or electric drive torque distribution.

[0057] Due to the complex operating conditions of vehicles, including frequent starts and stops on urban roads, as well as high-speed cruising, hill starts, and heavy-load climbing, the throttle opening signal must not only accurately reflect the driver's current pedal pressure but also remain continuous, stable, and controllable during dynamic changes. To address this requirement, vehicles typically establish a collaborative processing link between the pedal signal acquisition unit, the vehicle controller, and the powertrain control unit. This allows the raw signal to undergo filtering and correction before participating in subsequent control, thus balancing driver intent, vehicle smoothness, and powertrain response consistency.

[0058] In existing technologies, the accelerator pedal opening signal is typically first acquired by a pedal sensor, then calibrated and mapped to obtain the opening value. Subsequently, the controller processes the signal using low-pass filtering, moving average filtering, or a smoothing algorithm with fixed parameters to reduce the impact of pedal jitter, sensor noise, and short-term interference on the control output. The basic principle of this approach is to use a fixed time constant or a fixed window to equalize the continuously sampled opening values, eliminating or reducing short-term fluctuations at the output, thereby allowing the engine or drive motor to receive a more stable torque request signal.

[0059] For normal constant-speed driving or smooth acceleration scenarios, the above methods can reduce signal glitches to some extent and avoid frequent fluctuations in power output. However, when the driver performs rapid operations such as starting and changing lanes, overtaking and accelerating, hill-start assist, or suddenly releasing the pedal, fixed-parameter filtering will significantly weaken the immediacy of signal changes, causing the output opening to fail to keep up with the driver's actual actions in a timely manner. This results in delayed power response, decreased acceleration responsiveness, and even, in some scenarios, a perceptual deviation of "the pedal has been pressed but the vehicle has not yet responded."

[0060] On the other hand, if the filtering intensity is reduced in order to improve the response speed, it is easy to amplify the high-frequency jitter in the pedal electrical signal, causing small fluctuations at the output end, resulting in unstable engine torque request and causing jerking or shaking during vehicle acceleration.

[0061] Therefore, how to select the corresponding filtering strategy according to the rapidity of the throttle opening change during the processing of the throttle pedal opening signal, while ensuring that the actual output obtained by different strategies remains continuous and smooth, and finally generating the opening execution value that can be used for vehicle driving control, has become an urgent technical problem to be solved.

[0062] Based on the above problems, a filtering processing approach for accelerator pedal opening signals has been developed. First, the accelerator pedal opening signal of the first cycle is collected, and the accelerator speed state corresponding to the first cycle is determined. Then, a filtering processing strategy corresponding to the accelerator speed state is selected as the first actual strategy, thereby obtaining the strategy output value of the first actual strategy. Further, the opening execution value of the first cycle is determined based on the output value to control vehicle driving.

[0063] The core of the above technical approach lies in no longer using a single fixed filtering method to cover all operating conditions, but instead establishing a strategy correspondence relationship around the throttle change state, so that the first state representing the rapid change of throttle pedal opening is matched with the first strategy prioritizing time delay performance, and the second state representing the gradual change of throttle pedal opening is matched with the second strategy prioritizing noise reduction performance, and the continuity of the control link is maintained through the transmission relationship between the output value and the opening execution value.

[0064] By using the above-described processing logic of selecting filtering strategies based on state and generating execution values, it is possible to preserve the timeliness of response as much as possible when the driver operates quickly, and enhance the smoothness of the signal when the driver operates smoothly. Overall, it improves the adaptability of the throttle signal in different driving scenarios, reduces the lag, jitter and output inconsistency caused by fixed filtering methods, and provides a clear application scenario and technical foundation for the development of subsequent specific filtering processing schemes.

[0065] The technical solution of this application and how the technical solution of this application solves the above-mentioned technical problems are described in detail below with specific embodiments. These specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described again in some embodiments. The embodiments of this application will now be described with reference to the accompanying drawings.

[0066] Figure 1 Flowchart of the filtering method for the accelerator pedal opening signal provided in this application Figure 1 The executing entity of this application may be a controller, processor, or other device, such as... Figure 1As shown, the method includes:

[0067] S101. Acquire the accelerator pedal opening signal of the first cycle, and determine the accelerator pedal speed state of the first cycle based on the accelerator pedal opening signal of the first cycle; wherein, the accelerator pedal speed state is either a first state that represents a rapid change in accelerator pedal opening or a second state that represents a gradual change in accelerator pedal opening.

[0068] S102. Determine the filtering processing strategy corresponding to the throttle easing state of the first cycle as the first actual strategy, and determine the strategy output value of the first actual strategy as the first output value; wherein, the filtering processing strategy is the first strategy or the second strategy, the first strategy corresponds to the first state, the second strategy corresponds to the second state, the first strategy represents priority delay performance, and the second strategy represents priority noise reduction performance.

[0069] S103. Determine the opening execution value for the first cycle based on the first output value; wherein the opening execution value is used to control the vehicle's movement.

[0070] In step S101, the first cycle can be understood as the current sampling cycle of the controller performing one throttle signal processing according to the preset sampling rhythm. For example, it can be a discrete time interval such as 5 milliseconds (ms), 10 ms or 20 ms to meet the real-time control requirements of the whole vehicle.

[0071] The accelerator pedal opening signal can be understood as a quantitative signal that can characterize the driver's current pedal pressure. This signal can be either an analog voltage or a digital count value directly output by the pedal position sensor, or a percentage opening value after being calibrated and converted by the controller.

[0072] Throttle status can be understood as a classification result of the trend and speed of throttle change within the current cycle. The first status reflects the driver's operation of rapidly pressing down, rapidly releasing, or making large adjustments to the pedal in a short period of time. The second status reflects the driver's operation of maintaining a constant speed, making small corrections, or slowly adjusting the pedal.

[0073] In one possible implementation, the vehicle's accelerator pedal assembly can be equipped with sensors such as a dual-channel Hall sensor, a potentiometer-type position sensor, or a linear displacement sensor. This allows changes in the accelerator pedal's displacement to be converted into corresponding electrical signals, which are then input to the analog-to-digital converter (ADC) unit of the vehicle's controller. The controller reads the current sampled value when the first cycle arrives, and can simultaneously read historical sampled values ​​from the previous cycle and several previous cycles to form a time-series data set for state recognition.

[0074] When determining the throttle speed state of the first cycle based on the throttle pedal opening signal of the first cycle, a comprehensive judgment can be made based on the magnitude, rate, and duration of the change of the current sampled value relative to the historical sampled value.

[0075] For example, if the change in the current sampled value relative to the historical sampled value is greater than a preset amplitude threshold, or the rate of change of the current sampled value relative to the historical sampled value is greater than a preset rate threshold, or the slope of the sampled values ​​for multiple consecutive cycles is greater than a preset slope threshold, then the throttle response state for the first cycle is determined to be the first state. Similarly, if the change in the current sampled value relative to the historical sampled value is less than or equal to a preset amplitude threshold, or the rate of change of the current sampled value relative to the historical sampled value is less than or equal to a preset rate threshold, or the slope of the sampled values ​​for multiple consecutive cycles is less than or equal to a preset slope threshold, then the throttle response state for the first cycle is determined to be the second state. It should be understood that the preset amplitude threshold, preset rate threshold, and preset slope threshold can all be set according to the vehicle type, vehicle weight, powertrain response capability, and driving calibration requirements, and are not specifically limited here.

[0076] In step S102, the filtering strategy can be understood as the different signal processing algorithms or different parameter combinations called by the controller for different throttle change states.

[0077] The first practical strategy refers to the target filtering strategy that is actually put into operation after state matching in the first cycle.

[0078] The first output value refers to the result value of the first actual strategy after processing the accelerator pedal opening signal of the first cycle. This result value can reflect the responsiveness or smoothness requirements of the current cycle and can serve as the direct basis for generating subsequent opening execution values.

[0079] The first strategy represents priority delay performance, which can be understood as minimizing the phase lag and response delay introduced by filtering while ensuring basic stability, so that the output follows the input change as quickly as possible. Therefore, the first strategy corresponds to the first state, which represents the rapid change of throttle pedal opening.

[0080] The second strategy represents the priority noise reduction performance, which can be understood as reducing sampling noise, pedal jitter and short-term glitches as much as possible while ensuring the tracking performance, so as to make the output more stable and continuous. Therefore, the second strategy corresponds to the second state that represents the gradual change of throttle pedal opening.

[0081] In one possible implementation, after determining the throttle urgency state of the first cycle, the controller can select the corresponding filtering strategy through table lookup, branch judgment, or other methods.

[0082] For example, when the first cycle is identified as the first state, the controller invokes the first strategy as the first actual strategy. The first strategy can employ a low-latency processing structure, such as performing a constrained fusion of the current sampled value and the output value of the previous cycle, or generating the output value using a slope constraint plus fast tracking. Thus, in rapid pedaling scenarios, the accelerator pedal output will not lag significantly due to excessive emphasis on filtering, while also avoiding the risk of instantaneous jumps caused by directly using the sampled value as the accelerator pedal output.

[0083] For example, when the first cycle is identified as the second state, the controller invokes the second strategy as the first actual strategy. The second strategy can employ a noise reduction method with strong capabilities, such as low-pass filtering, moving average filtering, window mean filtering, or weighted recursive filtering. As a result, when the driver maintains a constant speed or slowly depresses and releases the accelerator pedal, the accelerator pedal opening output will exhibit a more stable and continuous characteristic, reducing minor fluctuations in engine torque request and lowering the risk of longitudinal jerking in the vehicle.

[0084] In step S103, the opening execution value can be understood as the final throttle control input sent to the power control related module. This value is no longer a simple sensor sampling result, but a control quantity after state recognition and adaptation filtering, which can more accurately reflect the current vehicle control's comprehensive requirements for responsiveness and smoothness.

[0085] Vehicle driving control can manifest as engine torque request control, transmission shift coordination control, or electric drive system drive torque distribution control, etc. Therefore, the opening execution value can be directly used as the input of a certain control module in the vehicle, or it can be used as an intermediate quantity to be further converted into target torque or target torque command, etc.

[0086] In one possible implementation, after obtaining the first output value, the controller can directly output it as the opening execution value for the first cycle.

[0087] In another possible implementation, to avoid the opening execution value from exceeding the limit or being inconsistent with the vehicle's state, the controller can also add a correction processing step based on the first output value, such as performing upper and lower limit constraints. For example, when the first output value is less than a preset minimum effective value, the opening execution value is set to this preset minimum effective value to avoid minor noise triggering undesirable drives; when the first output value is greater than a preset maximum effective value, the opening execution value is set to this maximum effective value opening to ensure the vehicle's dynamic safety.

[0088] The accelerator pedal opening signal filtering method provided in this application collects the accelerator pedal opening signal of the first cycle and determines the corresponding accelerator pedal agility state based on the first cycle's accelerator pedal opening signal. This allows for the identification of different operating conditions, such as rapid or gradual changes in accelerator pedal opening. By determining the filtering strategy corresponding to the accelerator pedal agility state as the first actual strategy and determining the strategy output value of the first actual strategy as the first output value, both time delay performance and noise reduction performance can be considered under different operating conditions. Furthermore, by determining the opening execution value of the first cycle based on the first output value, the opening execution value can better reflect the driver's actual operating intention and improve the stability of vehicle power control and driving smoothness. The method in this application improves the processing accuracy and timeliness of accelerator pedal opening signal filtering, thereby enhancing driving comfort.

[0089] Figure 2 Flowchart of the filtering method for the accelerator pedal opening signal provided in this application Figure 2 , Figure 2 exist Figure 1 Based on the embodiments, the filtering method for the accelerator pedal opening signal is described in detail, such as... Figure 2 As shown, the method includes:

[0090] S201. Acquire the accelerator pedal opening signal of the first cycle, and determine the opening requirement value of the first cycle based on the accelerator pedal opening signal of the first cycle.

[0091] The accelerator pedal opening requirement value characterizes the driver's target request for accelerator pedal opening within the current cycle. It can be obtained by calibrating and mapping the voltage signal output from the accelerator pedal sensor, or by converting it from displacement signals, normalized signals, or pedal request quantities in bus messages. In one possible implementation, the accelerator pedal signal for one cycle is the voltage parameter collected in that cycle. This voltage parameter includes the voltage values ​​collected by two voltage sensors. By looking up these two voltage values ​​in a calibration table, the opening requirement value for that cycle can be obtained. It should be understood that this calibration table can be pre-calibrated by personnel based on relevant test data or vehicle design requirements, and the specific calibration method is not limited here.

[0092] In this application, the closer the throttle opening demand value is to 0, the more fully the throttle pedal is released; the further the throttle opening demand value is from 0, the more fully the throttle pedal is depressed.

[0093] S202. Subtract the opening demand value of the second cycle from the opening execution value of the first cycle to obtain the opening difference value, and determine the differential parameter based on the opening difference value and the cycle length; wherein, the second cycle is the cycle preceding the first cycle, and the differential parameter characterizes the vector of change in throttle pedal opening.

[0094] The opening execution value of the second cycle is the opening value actually output to the power control link in the previous control cycle. This value can reflect the response result of the vehicle control system to the demand of the previous cycle.

[0095] The period length can be understood as the time interval of one period, such as 10ms.

[0096] The differential parameter is used to characterize the change trend of accelerator pedal opening over time. By introducing the period length into its calculation, the opening difference under different sampling periods can be uniformly converted into the rate of change, thus making the determination of the throttle state consistent. Specifically, the differential parameter can be obtained by dividing the opening difference by the period length.

[0097] Specifically, after acquiring the throttle pedal opening signal for the first cycle, the controller determines the required opening value for the first cycle. Subsequently, the controller reads the opening execution value from the previous cycle, calculates the difference between the two, and then combines this with the current control cycle length to obtain the differential parameter. This differential parameter can simultaneously include the direction and magnitude of change; the direction reflects whether the throttle opening increases or decreases, and the magnitude reflects whether the change is rapid.

[0098] S203. Determine the throttle response status for the first cycle based on the differential parameters.

[0099] Specifically, the controller can determine the throttle response status of the first cycle by judging the differential parameters based on relevant thresholds, segmented intervals, or mapping relationships.

[0100] In one alternative implementation, step S203 may include:

[0101] S2031. Obtain the preset judgment threshold according to the direction of the differential parameter;

[0102] S2032. If the absolute value of the differential parameter is greater than the absolute value of the preset judgment threshold, then the first state is determined as the throttle easing state of the first cycle.

[0103] S2033. If the absolute value of the differential parameter is less than or equal to the absolute value of the preset judgment threshold, then the second state is determined as the throttle easing state of the first cycle.

[0104] The preset judgment threshold can refer to the boundary used to distinguish between rapid and gradual changes in throttle. In one possible implementation, the specific value of the preset judgment threshold can be preset by the operator based on the vehicle type, pedal sensitivity, driving mode, or calibration parameters, and can be written into the controller's storage unit for retrieval.

[0105] The direction of the differential parameter can be understood as its positive or negative attribute. The positive or negative attribute of the preset judgment threshold corresponds to the positive or negative attribute of the differential parameter; that is, when the differential parameter is positive, the preset judgment threshold is also positive; when the differential parameter is negative, the preset judgment threshold is also negative. A positive differential parameter indicates that, relative to the previous cycle, the driver's intention is to press the accelerator pedal. Similarly, a positive differential parameter indicates that, relative to the previous cycle, the driver's intention is to release the accelerator pedal.

[0106] Specifically, if the first state is determined to be a slow throttle state, it indicates that the driver has a strong intention to accelerate or decelerate, and the controller can maintain a high degree of following. If the second state is determined to be a slow throttle state, it indicates that the pedal changes are relatively smooth, and the controller can enhance its ability to suppress vibration and noise.

[0107] It is understandable that by determining the required opening value, and then determining the differential parameters, the throttle speed state can be determined based on the differential parameters. This can convert the continuously changing differential parameters into discrete and clear throttle speed states, improving the consistency and interpretability of state recognition. At the same time, it can enable the throttle opening signal to obtain a more suitable control response in both rapidly changing and gradually changing scenarios, and provide a stable basis for subsequent filtering strategy switching.

[0108] S204. Determine the filtering strategy corresponding to the throttle responsiveness state in the first cycle as the first actual strategy, and determine the strategy output value of the first actual strategy as the first output value.

[0109] In one optional implementation, the first actual policy is a first policy; determining the policy output value of the first actual policy may include:

[0110] S2041a. Determine the rate change threshold for the first cycle, which is the target change threshold;

[0111] S2041b. If the absolute value of the opening difference is greater than the absolute value of the target change threshold, then the target change threshold is determined as the strategy output value of the first actual strategy.

[0112] S2041c. If the absolute value of the opening difference is less than or equal to the absolute value of the target change threshold, then the opening demand value of the first cycle is determined to be the strategy output value of the first actual strategy.

[0113] The rate change threshold is used to limit the allowable change in opening transmitted to the output within a unit cycle. In one possible implementation, the rate change threshold is stored in non-volatile memory for the controller to access. The specific value of the rate change threshold can be preset by the operator based on relevant test data or vehicle design requirements, and no specific limitation is made here.

[0114] The opening difference is used to characterize the difference between the opening demand value of the current period and the opening execution value of the previous period. Here, the opening difference is the opening demand value of the first period minus the opening execution value of the second period.

[0115] Specifically, if the absolute value of the throttle opening difference is greater than the absolute value of the target change threshold, it indicates that the throttle opening change in the first cycle exceeds the allowable range, posing a risk of signal abrupt change. In this case, the target change threshold is determined as the strategy output value of the first actual strategy to limit the maximum change within a unit cycle and ensure the stability of the opening output. If the absolute value of the throttle opening difference is less than or equal to the absolute value of the target change threshold, it indicates that the throttle opening change in the first cycle is within the normal range, and the driver's operating intention is clear and stable. In this case, the opening demand value for the first cycle is determined as the strategy output value of the first actual strategy to fully respond to the driver's operating intention, avoid unnecessary filtering delays, and ensure the timeliness of the opening output.

[0116] In an optional implementation, the above steps may further include:

[0117] If the throttle response is in the first state in both the first and second cycles, then the target change threshold is increased based on the rate change threshold in the second cycle.

[0118] The target change threshold can be used as a judgment boundary to limit the opening difference within the first cycle.

[0119] If both the first and second cycles show the throttle response as the first state, it indicates the driver is in a continuous, rapid throttle input or release operation. In this case, the rate change threshold of the second cycle can be used as an adjustment benchmark to increase the target change threshold. The increased target change threshold can then be used to determine the opening difference corresponding to the first cycle. This ensures that when the driver continuously and rapidly operates the throttle, the output value of the first strategy can more promptly follow the changes in the acquired signal, without excessively suppressing the opening change due to an excessively small target change threshold.

[0120] In one possible implementation, this can be achieved by pre-setting an increment or increment coefficient, thereby expanding the allowable range of change in the current cycle and reducing the restriction on continuous rapid operations. For example, the rate change threshold of the second cycle is multiplied by a preset increment coefficient (e.g., 1.1), or the rate change threshold of the second cycle is added to a preset increment (e.g., a preset baseline rate change threshold) to obtain the increased target change threshold.

[0121] It is understandable that by automatically relaxing the target change threshold when the first state occurs consecutively, the filtering process can improve the following ability while maintaining the necessary smoothness. This can reduce the driver's sense of lag in starting, overtaking and acceleration scenarios, and reduce the power fluctuations caused by frequent limitations on output values, thereby improving the consistency of the vehicle's power response and driving smoothness.

[0122] It is understandable that when the first actual strategy is the first strategy, by limiting the output value when the throttle changes drastically and maintaining the original demand value when the throttle changes smoothly, both responsiveness and output smoothness can be balanced. Since the strategy output value and the opening difference have a consistent directional relationship, the vehicle's power input can avoid step fluctuations and reduce the jerking caused by frequent vibrations, thereby improving the driving consistency and control stability of the vehicle in scenarios such as starting and overtaking.

[0123] In one optional implementation, the first actual policy is the second policy; determining the policy output value of the first actual policy may include:

[0124] S2042a. Obtain the opening execution value for each cycle in the preset history window; wherein, the preset history window includes multiple cycles, and the last cycle of the preset history window is the second cycle;

[0125] S2042b: Average the opening execution value of each period in the preset historical window with the opening demand value of the first period to obtain the average opening value, which is the strategy output value of the first actual strategy.

[0126] For example, the preset history window can be composed of a continuous sampling buffer within the controller. The buffer can use a circular queue to store the opening execution values ​​of multiple adjacent cycles, so as to maintain the continuity of calculation when the window slides. The second cycle corresponds to the most recent cycle before the first cycle, and the opening execution values ​​of each cycle are used as part of the historical statistics to participate in the averaging calculation, thereby ensuring a smooth transition between the current output and the previous control results.

[0127] Specifically, after determining that the first actual strategy is the second strategy, the controller first reads the opening execution value of each period in the preset historical window from the cache, and then performs an arithmetic average with the opening demand value of the first period. The resulting average opening value is used as the strategy output value of the first actual strategy.

[0128] In one possible implementation, the preset history window can be a fixed-length window (e.g., the same length as 15 cycles). For example, the window length can be preset by the operator based on the vehicle response delay, pedal vibration amplitude, and noise reduction requirements, so that the output remains stable without excessively weakening the driver's acceleration intention.

[0129] It is understandable that when the first actual strategy is the second strategy, the impact of instantaneous fluctuations on the opening output is reduced by incorporating both the current demand and historical execution results into the statistics. By averaging the execution values ​​within the historical window with the current demand value, the controller can generate a continuously transitioning strategy output value and thereby form a stable opening execution value, avoiding significant jumps in the control quantity during cycle switching.

[0130] S205. Determine the opening execution value for the first cycle based on the first output value; wherein the opening execution value is used to control the vehicle's movement.

[0131] In an optional implementation, step S205 may include:

[0132] S2051. If the throttle easing state in the first cycle is inconsistent with the throttle easing state in the second cycle, then obtain the weight parameters of the first cycle; wherein, the second cycle is the cycle preceding the first cycle, and the weight parameters include the first weight and the second weight. The first weight represents the contribution of the strategy output value, and the second weight represents the contribution of the opening execution value. The sum of the first weight and the second weight is a preset value.

[0133] S2052. Determine the opening execution value of the first cycle based on the first output value, the opening execution value of the second cycle, and the weight parameters of the first cycle.

[0134] The preset value is used to limit the sum of the two types of weights in the weight parameters to be constant. For example, the preset value is 1.

[0135] For example, the opening value for the first cycle can be:

[0136]

[0137] in, This indicates the opening value for the first cycle. This represents the first output value, which is the output value of the filtering strategy corresponding to the throttle sensitivity state in the first cycle. This indicates the opening value for the second cycle. This represents the first weight, indicating the degree of contribution of the policy output value; here, it represents the degree of contribution of the first output value. This represents the second weight, which characterizes the degree of contribution of the opening execution value. In this case, it represents the opening execution value of the second period.

[0138] For example, in this step, the first weight is less than the second weight, for example, the first weight is 10% and the second weight is 90%, to ensure a smooth transition of the opening execution value output, thereby improving driving comfort.

[0139] It is understandable that by introducing an adjustment of the weighting parameter when the throttle state changes in adjacent cycles, the influence of the first output value on the current opening execution value and the continuous balance of the opening execution value in the second cycle can be maintained.

[0140] Furthermore, the above method may also include:

[0141] S2053. Collect the accelerator pedal opening signal of the third cycle, and determine the throttle speed state of the third cycle based on the accelerator pedal opening signal of the third cycle; wherein, the third cycle is later than the first cycle, the number of cycles from the third cycle to the first cycle is less than or equal to a preset number, and the throttle speed state of each cycle from the third cycle to the first cycle is consistent.

[0142] S2054. Determine the filtering strategy corresponding to the throttle easing state in the third cycle as the second actual strategy, and determine the strategy output value of the second actual strategy as the second output value.

[0143] S2055. Determine the weight parameters of the third period; wherein, the first weight in the weight parameters of the third period is greater than the first weight in the weight parameters of any period from the third period to the first period, and the second weight in the weight parameters of the third period is less than the second weight in the weight parameters of any period from the third period to the first period.

[0144] S2056. Determine the opening execution value of the third cycle based on the second output value, the opening execution value of the fourth cycle, and the weight parameters of the third cycle; wherein, the fourth cycle is the cycle preceding the third cycle.

[0145] The third cycle being later than the first cycle can be understood as the third cycle being the cycle following the first cycle. The third cycle and the first cycle can be adjacent or not.

[0146] The preset number can be used to limit the number of cycles from the third cycle to the first cycle. In one possible implementation, the preset number can be pre-set by the operator based on the actual situation, for example, the preset number is 10. By limiting the number of cycles from the third cycle to the first cycle to be less than or equal to the preset number, a smooth transition of the opening execution value can be achieved within the preset number of cycles, thereby improving driving comfort.

[0147] Specifically, after receiving a new throttle pedal opening signal in the third cycle, the controller can determine the output value of the filtering strategy corresponding to the throttle sensitivity state in the third cycle, which is the second output value. The specific processing steps are the same as those for determining the first output value, and will not be repeated here.

[0148] The weight parameters of the third cycle have the same physical meaning as those of the first cycle, but their specific values ​​differ. The first weight in the weight parameters of the third cycle is greater than the first weight in any cycle from the first cycle to the third cycle, indicating that the first weight in the weight parameters of each cycle from the first cycle to the third cycle increases progressively, thereby gradually enhancing the influence of the new strategy output value on the opening execution value and accelerating convergence towards the new strategy output value. The second weight in the weight parameters of the third cycle is less than the second weight in any cycle from the first cycle to the third cycle, indicating that the second weight in the weight parameters of each cycle from the first cycle to the third cycle decreases progressively, thereby gradually reducing the proportion of historical execution values ​​and achieving a smooth transition between historical opening execution values ​​and the new strategy output value.

[0149] In one possible implementation, the weight parameters for the third period can be determined as follows:

[0150] The weight parameters of the third cycle are determined based on its temporal position within the transition phase window; wherein the first weight increases with the temporal position and the second weight decreases with the temporal position.

[0151] The transition phase window may include multiple cycles, and the length of the transition phase window is the length of the aforementioned preset number of cycles.

[0152] For example, the weight parameters for the third period can satisfy:

[0153] ;

[0154] ;

[0155] in, The first weight represents the weight parameter of the third period. This indicates the preset starting position weight, for example, 0%. This indicates the preset weight of the end position, for example, 100%. This indicates the period position of the third cycle within the transition phase window. This indicates the total number of periods in the transition phase window. The second weight represents the weight parameter of the third period.

[0156] For example, for ease of understanding, cycles 0 to 5 are defined as 6 consecutive cycles in chronological order. The throttle response of cycle 0 is different from that of cycle 1, while the throttle response of cycles 1 to 5 is the same. The number of cycles from cycle 1 to 5 is less than a preset number. The weight parameters corresponding to each cycle satisfy Table 1 to intuitively show the changes of the weight parameters between different cycles.

[0157] Table 1:

[0158]

[0159] It should be noted that if there is a period between the above-mentioned periods 1 to 5 where the throttle response is different from that of period 1, for example, the throttle response is the same in period 1 and period 2, but different in period 3 and period 2, then period 3 will be taken as the above-mentioned first period and period 2 will be taken as the above-mentioned second period, and the weight parameters of the first period will be obtained again.

[0160] It is understandable that by progressively adjusting the weight parameters as the cycle is updated, the first weight gradually increases and the second weight gradually decreases, thereby increasing the response ratio of the strategy output value and reducing the influence ratio of historical opening execution values, so as to achieve a smooth transition and improve driving comfort.

[0161] In an optional implementation, considering that the output direction may deviate from the driver's actual operating intention due to strategy switching or calculation errors during the filtering process, the above steps may further include:

[0162] The execution difference is obtained by subtracting the execution value of the second period from the execution value of the first period. If the direction of the differential parameter is not consistent with the direction of the execution difference, the execution value of the second period is determined to be the execution value of the first period.

[0163] Among them, the execution difference is used to reflect the changing trend of the opening execution result between two adjacent control cycles, while the differential parameter is used to characterize the changing direction and rate of change calculated based on the opening demand value and cycle length.

[0164] The direction of the differential parameter can be compared with the direction of the execution difference by comparing the positive and negative signs of the differential parameter and the positive and negative signs of the execution difference.

[0165] If the direction of the differential parameter is inconsistent with the direction of the execution difference, it means that the opening execution value of the first cycle does not conform to the driver's intention relative to the opening execution value of the second cycle. Therefore, the opening execution value of the second cycle is determined to be the opening execution value of the first cycle to maintain the execution state of the previous cycle and avoid the output direction from contradicting the driver's intention.

[0166] For example, if the direction of the differential parameter is positive, it indicates that the driver has the intention to press the accelerator pedal, while the direction of the execution difference is negative, it indicates that the driver is to release the accelerator pedal. If the opening execution value of the first cycle is not corrected, it will affect the driver's driving experience.

[0167] It is understandable that by keeping the opening execution value unchanged between two adjacent cycles when the direction of the differential parameter is inconsistent with the direction of the execution difference, the driver's intention to press or release the accelerator pedal can be matched, thereby improving driving comfort.

[0168] For example, to better illustrate the filtering results, Figure 3 This is a schematic diagram of the filtering results provided in this application, as shown below. Figure 3 As shown in the schematic diagram, the accelerator pedal opening signal before and after filtering is illustrated. By using the accelerator pedal opening signal filtering method of this application, high-frequency fluctuations in the original signal can be effectively suppressed, while ensuring that the filtered output follows the driver's accelerator operation intention in a timely manner. This achieves a smooth transition when switching between accelerator speed and slowness, avoids output jumps, and improves the stability of vehicle control and driving smoothness.

[0169] The filtering method for accelerator pedal opening signal provided in this application improves the processing accuracy and timeliness of filtering accelerator pedal opening signal, thereby enhancing driving comfort.

[0170] Figure 4 This is a schematic diagram of the structure of the filtering and processing device for the accelerator pedal opening signal provided in this application, as shown below. Figure 4 As shown, the accelerator pedal opening signal filtering and processing device 40 includes: a signal acquisition module 401, a strategy determination module 402, and an execution value determination module 403.

[0171] The signal acquisition module 401 is used to acquire the accelerator pedal opening signal of the first cycle and determine the accelerator pedal speed state of the first cycle based on the accelerator pedal opening signal of the first cycle; wherein, the accelerator pedal speed state is either a first state that represents a rapid change in accelerator pedal opening or a second state that represents a gradual change in accelerator pedal opening.

[0172] The strategy determination module 402 is used to determine the filtering processing strategy corresponding to the throttle easing state of the first cycle, which is the first actual strategy, and to determine the strategy output value of the first actual strategy, which is the first output value; wherein, the filtering processing strategy is the first strategy or the second strategy, the first strategy corresponds to the first state, the second strategy corresponds to the second state, the first strategy represents priority delay performance, and the second strategy represents priority denoising performance.

[0173] The execution value determination module 403 is used to determine the opening execution value of the first cycle based on the first output value; wherein the opening execution value is used to control the vehicle's movement.

[0174] In an optional example, the signal acquisition module 401 is further configured to: determine the opening demand value of the first cycle based on the accelerator pedal opening signal of the first cycle; subtract the opening execution value of the second cycle from the opening demand value of the first cycle to obtain the opening difference value, and determine the differential parameter based on the opening difference value and the cycle length; wherein the second cycle is the cycle preceding the first cycle, and the differential parameter characterizes the accelerator pedal opening change vector; and determine the throttle speed state of the first cycle based on the differential parameter.

[0175] In an optional example, the signal acquisition module 401 is further configured to: obtain a preset judgment threshold based on the direction of the differential parameter; if the absolute value of the differential parameter is greater than the absolute value of the preset judgment threshold, determine a first state as the throttle easing state of the first cycle; if the absolute value of the differential parameter is less than or equal to the absolute value of the preset judgment threshold, determine a second state as the throttle easing state of the first cycle.

[0176] In an optional example, the first actual strategy is the first strategy; the strategy determination module 402 is further configured to: determine the rate change threshold of the first cycle as the target change threshold; if the absolute value of the opening difference is greater than the absolute value of the target change threshold, then determine the target change threshold as the strategy output value of the first actual strategy; if the absolute value of the opening difference is less than or equal to the absolute value of the target change threshold, then determine the opening demand value of the first cycle as the strategy output value of the first actual strategy.

[0177] In an optional example, the strategy determination module 402 is further configured to: if the throttle easing state in the first cycle and the second cycle are both in the first state, then increase the target change threshold according to the rate change threshold in the second cycle.

[0178] In an optional example, the first actual strategy is the second strategy; the strategy determination module 402 is further configured to: obtain the opening execution value of each period in the preset historical window; wherein, the preset historical window includes multiple periods, and the last period of the preset historical window is the second period; and average the opening execution value of each period in the preset historical window with the opening demand value of the first period to obtain the average opening value, which is the strategy output value of the first actual strategy.

[0179] In an optional example, the execution value determination module 403 is further configured to: subtract the opening execution value of the second period from the opening execution value of the first period to obtain the execution difference; if the direction of the differential parameter is inconsistent with the direction of the execution difference, then determine the opening execution value of the second period as the opening execution value of the first period.

[0180] In an optional example, the execution value determination module 403 is further configured to: determine the weight parameters of the first cycle if the throttle easing state of the first cycle is inconsistent with the throttle easing state of the second cycle; wherein the second cycle is the cycle preceding the first cycle, the weight parameters include a first weight and a second weight, the first weight characterizing the contribution of the strategy output value, the second weight characterizing the contribution of the opening execution value, and the sum of the first weight and the second weight being a preset value; and determine the opening execution value of the first cycle based on the first output value, the opening execution value of the second cycle, and the weight parameters of the first cycle.

[0181] In an optional example, the execution value determination module 403 is further configured to: acquire the accelerator pedal opening signal of the third cycle, and determine the throttle responsiveness of the third cycle based on the accelerator pedal opening signal of the third cycle; wherein the third cycle is later than the first cycle, the number of cycles from the third cycle to the first cycle is less than or equal to a preset number, and the throttle responsiveness of each cycle from the third cycle to the first cycle is consistent; determine the filtering processing strategy corresponding to the throttle responsiveness of the third cycle as the second actual strategy, and determine the strategy output value of the second actual strategy as the second output value; determine the weight parameters of the third cycle; wherein the first weight in the weight parameters of the third cycle is greater than the first weight in the weight parameters of any cycle from the third cycle to the first cycle, and the second weight in the weight parameters of the third cycle is less than the second weight in the weight parameters of any cycle from the third cycle to the first cycle; determine the opening execution value of the third cycle based on the second output value, the opening execution value of the fourth cycle, and the weight parameters of the third cycle; wherein the fourth cycle is the cycle preceding the third cycle.

[0182] The accelerator pedal opening signal filtering device in this embodiment can execute the technical solution in the above method. Its specific implementation process and technical principle are the same, and will not be repeated here.

[0183] Figure 5 The structural diagram of the vehicle provided in this application is as follows: Figure 5 As shown, the vehicle 50 includes: a memory 501 and a processor 502; the memory 501 is used to store instructions executable by the processor 502.

[0184] The processor 502 is configured to perform the method provided in the above embodiments.

[0185] The vehicle also includes a receiver 503 and a transmitter 504. The receiver 503 is used to receive instructions and data sent by other devices, and the transmitter 504 is used to send instructions and data to external devices.

[0186] The specific implementation process of the processor can be found in the above method embodiments, and its implementation principle and technical effect are similar, so it will not be repeated here.

[0187] In the above embodiments, it should be understood that the processor can be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), etc. The general-purpose processor can be a microprocessor or any conventional processor. The steps of the method disclosed in this invention can be directly implemented by a hardware processor, or implemented by a combination of hardware and software modules within the processor.

[0188] This application also provides a computer-readable storage medium storing computer-executable instructions, which, when executed on a computer, cause the computer to perform the technical solutions described above.

[0189] The aforementioned readable storage medium can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory, electrically erasable programmable read-only memory, erasable programmable read-only memory, programmable read-only memory, read-only memory, magnetic storage, flash memory, magnetic disk, or optical disk. The readable storage medium can be any available medium accessible to a general-purpose or special-purpose computer.

[0190] An exemplary readable storage medium is coupled to a processor, enabling the processor to read information from and write information to the readable storage medium. The readable storage medium can also be a component of the processor. The processor and the readable storage medium can reside in an application-specific integrated circuit (ASIC). Alternatively, the processor and the readable storage medium can exist as discrete components in a device.

[0191] This application also provides a computer program product, which includes a computer program stored in a computer-readable storage medium. At least one processor can read the computer program from the computer-readable storage medium, and when the at least one processor executes the computer program, it can implement the technical solutions in the above embodiments.

[0192] Those skilled in the art will understand that all or part of the steps of the above-described method embodiments can be implemented by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When executed, the program performs the steps of the above-described method embodiments; and the aforementioned storage medium includes various media capable of storing program code, such as magnetic disks or optical disks.

[0193] Finally, it should be noted that other embodiments of the invention will readily occur to those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This invention is intended to cover any variations, uses, or adaptations of the invention that follow the general principles of the invention and include common knowledge or customary techniques in the art not disclosed herein, and is not limited to the precise structures described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of the invention is limited only by the appended claims.

Claims

1. A filtering method for accelerator pedal opening signals, characterized in that, include: The accelerator pedal opening signal of the first cycle is collected, and the accelerator pedal speed state of the first cycle is determined based on the accelerator pedal opening signal of the first cycle; wherein, the accelerator pedal speed state is a first state that represents a rapid change in accelerator pedal opening or a second state that represents a gradual change in accelerator pedal opening. The filtering strategy corresponding to the throttle easing state of the first cycle is determined as the first actual strategy, and the strategy output value of the first actual strategy is determined as the first output value; wherein, the filtering strategy is either the first strategy or the second strategy, the first strategy corresponds to the first state, the second strategy corresponds to the second state, the first strategy represents priority delay performance, and the second strategy represents priority noise reduction performance. Based on the first output value, the opening execution value for the first cycle is determined; wherein the opening execution value is used to control vehicle movement.

2. The method according to claim 1, characterized in that, The step of determining the throttle response status of the first cycle based on the throttle pedal opening signal of the first cycle includes: Based on the accelerator pedal opening signal of the first cycle, determine the opening requirement value of the first cycle; The opening demand value of the first cycle is subtracted from the opening execution value of the second cycle to obtain the opening difference value. Based on the opening difference value and the cycle length, the differential parameter is determined. The second cycle is the cycle preceding the first cycle, and the differential parameter represents the vector of accelerator pedal opening change. The throttle response level for the first cycle is determined based on the differential parameters.

3. The method according to claim 2, characterized in that, Determining the throttle response state of the first cycle based on the differential parameter includes: Based on the direction of the differential parameter, a preset judgment threshold is obtained; If the absolute value of the differential parameter is greater than the absolute value of the preset judgment threshold, then the first state is determined to be the throttle easing state of the first cycle. If the absolute value of the differential parameter is less than or equal to the absolute value of the preset judgment threshold, then the second state is determined to be the throttle easing state of the first cycle.

4. The method according to claim 2, characterized in that, The first actual strategy is the first strategy; determining the strategy output value of the first actual strategy includes: Determine the rate change threshold of the first cycle as the target change threshold; If the absolute value of the opening difference is greater than the absolute value of the target change threshold, then the target change threshold is determined to be the strategy output value of the first actual strategy; If the absolute value of the opening difference is less than or equal to the absolute value of the target change threshold, then the opening requirement value of the first cycle is determined to be the strategy output value of the first actual strategy.

5. The method according to claim 4, characterized in that, Also includes: If the throttle response state in both the first cycle and the second cycle is the first state, then the target change threshold is increased according to the rate change threshold of the second cycle.

6. The method according to claim 2, characterized in that, The first actual strategy is the second strategy; determining the strategy output value of the first actual strategy includes: Obtain the opening execution value for each period in a preset historical window; wherein the preset historical window includes multiple periods, and the last period of the preset historical window is the second period; The average value of the opening execution value of each period in the preset historical window and the opening demand value of the first period are averaged to obtain the average opening value, which is the strategy output value of the first actual strategy.

7. The method according to claim 2, characterized in that, Also includes: Subtract the opening execution value of the second period from the opening execution value of the first period to obtain the execution difference; If the direction of the differential parameter is inconsistent with the direction of the execution difference, then the opening execution value of the second cycle is determined to be the opening execution value of the first cycle.

8. The method according to any one of claims 1-7, characterized in that, The step of determining the opening execution value of the first cycle based on the first output value includes: If the throttle easing state in the first cycle is inconsistent with the throttle easing state in the second cycle, then the weight parameter of the first cycle is obtained; wherein, the second cycle is the cycle preceding the first cycle, and the weight parameter includes a first weight and a second weight, the first weight representing the contribution of the strategy output value, the second weight representing the contribution of the opening execution value, and the sum of the first weight and the second weight is a preset value. The opening execution value of the first period is determined based on the first output value, the opening execution value of the second period, and the weight parameter of the first period.

9. The method according to claim 8, characterized in that, Also includes: The accelerator pedal opening signal of the third cycle is collected, and the throttle speed state of the third cycle is determined based on the accelerator pedal opening signal of the third cycle; wherein the third cycle is later than the first cycle, the number of cycles from the third cycle to the first cycle is less than or equal to a preset number, and the throttle speed state of each cycle from the third cycle to the first cycle is consistent. The filtering strategy corresponding to the throttle responsiveness state in the third cycle is determined as the second actual strategy, and the strategy output value of the second actual strategy is determined as the second output value. Determine the weight parameters of the third period; wherein, the first weight in the weight parameters of the third period is greater than the first weight in the weight parameters of any period from the third period to the first period, and the second weight in the weight parameters of the third period is less than the second weight in the weight parameters of any period from the third period to the first period. The opening execution value of the third cycle is determined based on the second output value, the opening execution value of the fourth cycle, and the weight parameter of the third cycle; wherein the fourth cycle is the cycle preceding the third cycle.

10. A filtering and processing device for accelerator pedal opening signals, characterized in that, include: The signal acquisition module is used to acquire the accelerator pedal opening signal of the first cycle, and determine the throttle speed state of the first cycle based on the accelerator pedal opening signal of the first cycle; wherein the throttle speed state is a first state that represents a rapid change in accelerator pedal opening or a second state that represents a gradual change in accelerator pedal opening. The strategy determination module is used to determine the filtering strategy corresponding to the throttle easing state of the first cycle, which is the first actual strategy, and to determine the strategy output value of the first actual strategy, which is the first output value; wherein, the filtering strategy is the first strategy or the second strategy, the first strategy corresponds to the first state, the second strategy corresponds to the second state, the first strategy represents priority delay performance, and the second strategy represents priority denoising performance. An execution value determination module is used to determine the opening execution value of the first cycle based on the first output value; wherein the opening execution value is used to control vehicle driving.

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