A vehicle control method and a vehicle

Abstract

This application discloses a vehicle control method and a vehicle, relating to the field of vehicle control technology. The method includes: during vehicle operation, acquiring the current throttle opening, determining the target opening interval into which the current throttle opening falls among multiple preset opening intervals, wherein the multiple preset opening intervals are continuously distributed segmented intervals with no numerical overlap between each preset opening interval; determining a first control weight and a second control weight corresponding to the target opening interval, wherein the first control weight represents the degree of control exerted by the driver on the vehicle during operation, and the second control weight represents the degree of control exerted by the on-board driving system on the vehicle during operation; determining the vehicle torque based on the first control weight, the second control weight, the manually required torque corresponding to the current throttle opening, and the current target torque of the on-board driving system, and controlling the vehicle according to the vehicle torque. This application eliminates vehicle jerking shocks during speed switching.

Description

Technical Field

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

[0002] When an Advanced Driver Assistance System (ADAS) controls a vehicle, the vehicle can automatically follow a learned path and proceed at the speed planned by the ADAS. During ADAS control, the driver can accelerate the vehicle by pressing the accelerator pedal, thus controlling the speed. The driver can also release the accelerator pedal, relinquishing manual control of the speed, allowing the ADAS to take over speed control.

[0003] The above process involves switching between ADAS-controlled vehicle speed and driver-controlled vehicle speed. Under the existing switching method, the vehicle exhibits noticeable jerking. For example, when the driver presses the accelerator, the vehicle may suddenly lurch forward, or when the driver releases the accelerator, the vehicle may suddenly stop. Summary of the Invention

[0004] In view of the above problems, this application provides a vehicle control method and a vehicle to alleviate the jerking during control switching. The specific solution is as follows:

[0005] The first aspect of this application provides a vehicle control method, the vehicle control method comprising:

[0006] During vehicle operation, the current throttle opening is acquired, and the target opening range within which the current throttle opening falls among multiple preset opening ranges is determined.

[0007] A first control weight and a second control weight are determined corresponding to the target opening interval. The first control weight represents the degree of control of the vehicle by the driver during vehicle operation, and the second control weight represents the degree of control of the vehicle by the on-board driving system during vehicle operation. Among the multiple preset opening intervals, the larger the maximum value of the preset opening interval, the larger the corresponding first control weight and the smaller the corresponding second control weight.

[0008] Based on the first control weight, the second control weight, the manual torque requirement corresponding to the current throttle opening, and the current target torque of the vehicle driving system, the vehicle torque is determined, and the vehicle is controlled according to the vehicle torque.

[0009] In one embodiment, determining the target throttle opening range into which the current throttle opening falls among multiple preset opening ranges includes:

[0010] If the current throttle opening is not lower than a first preset value and a driver takeover signal is obtained, then the current throttle opening is determined to fall into a target opening range among multiple preset opening ranges, and the driver takeover signal indicates that the driver has the intention to intervene in vehicle control.

[0011] If the current throttle opening is not greater than the second preset value and a driver handover signal is obtained, then the target opening interval in which the current throttle opening falls among multiple preset opening intervals is determined, the second preset value is greater than the first preset value, and the driver handover signal indicates that the driver has the intention to withdraw from vehicle control.

[0012] In one embodiment, the driver takeover signal is obtained when the driver's manual torque demand is greater than a first torque, which is the sum of the current target torque of the vehicle driving system and the vehicle hysteresis torque.

[0013] The driver handover signal is obtained when the driver's manual torque requirement is less than a second torque, which is the absolute value of the difference between the current target torque of the vehicle driving system and the vehicle hysteresis torque.

[0014] In one embodiment, it further includes:

[0015] If the current throttle opening is not greater than the second preset value and the driver handover signal is obtained, then the vehicle's current speed is controlled to gradually approach the target speed of the on-board driving system.

[0016] In one embodiment, controlling the vehicle's current speed to gradually approach the target speed of the onboard driving system includes:

[0017] Compare the vehicle's current speed with the target speed, and determine the direction of speed compensation based on the comparison result;

[0018] A speed transition curve is generated based on the speed compensation direction, and the vehicle speed is controlled according to the speed transition curve.

[0019] In one embodiment, determining the velocity compensation direction based on the comparison result includes:

[0020] If the current speed of the vehicle is greater than the target speed, then the speed compensation direction is determined to be to reduce the current speed of the vehicle;

[0021] If the current speed of the vehicle is less than the target speed, then the speed compensation direction is determined to be to increase the current speed of the vehicle.

[0022] In one embodiment, generating the velocity transition curve according to the velocity compensation direction includes:

[0023] Obtain the preset constraint parameters corresponding to the velocity compensation direction;

[0024] By combining the preset constraint parameters, the speed change trajectory between the vehicle's current speed and the target speed is fitted to generate a speed transition curve.

[0025] In one embodiment, it further includes:

[0026] The target speed of the vehicle driving system is updated based on the vehicle's current location and environmental information.

[0027] In one embodiment, determining the vehicle torque based on the first control weight, the second control weight, the manually required torque corresponding to the current throttle opening, and the current target torque of the on-board driving system includes:

[0028] The first control weight, the second control weight, the artificially required torque, and the current target torque are weighted and calculated, and the weighted calculation result is determined as the vehicle torque.

[0029] A second aspect of this application provides a vehicle including a processor for implementing the vehicle control method of the first aspect or any implementation thereof.

[0030] By employing the above technical solution, this application provides a vehicle control method and a vehicle. This method divides multiple non-overlapping and continuously distributed throttle opening intervals into preset intervals. Based on the size of these preset intervals, it matches the driver's first control weight and the vehicle's driving system's second control weight with corresponding gradient changes. Combining these two weights, it fuses the manually required torque and the system's target torque to obtain the vehicle's control torque, thus achieving vehicle drive control. This allows for a continuous and smooth switching of the torque control ratio between the driver and the vehicle's driving system with the throttle opening, avoiding sudden changes in the torque output of the two control sources, eliminating vehicle jerking during control switching, and achieving a smooth transition between vehicle driving system control and manual control. Attached Figure Description

[0031] The above and other features, advantages, and aspects of the embodiments of this disclosure will become more apparent from the accompanying drawings and the following detailed description. Throughout the drawings, the same or similar reference numerals denote the same or similar elements. It should be understood that the drawings are schematic, and the originals and elements are not necessarily drawn to scale.

[0032] Figure 1 A schematic flowchart of a vehicle control method provided in an embodiment of this application;

[0033] Figure 2 A flowchart illustrating a vehicle control method for when a driver takes over control, provided as an embodiment of this application;

[0034] Figure 3 This is a flowchart illustrating a vehicle control method for when a driver transfers control, as provided in an embodiment of this application. Detailed Implementation

[0035] The embodiments of this application are described below with reference to the accompanying drawings. The terminology used in the implementation section of this application is for explaining specific embodiments only and is not intended to limit the scope of this application.

[0036] As will be known to those skilled in the art, with the development of technology and the emergence of new scenarios, the technical solutions provided in the embodiments of this application are also applicable to similar technical problems.

[0037] The terms "first," "second," etc., used in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such terms are interchangeable where appropriate; this is merely a way of distinguishing objects with the same attributes in the embodiments of this application. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion, so that a process, method, system, product, or apparatus that comprises a series of elements is not necessarily limited to those elements, but may include other elements not explicitly listed or inherent to those processes, methods, products, or apparatuses.

[0038] When the driver uses the vehicle's memory parking function, the vehicle automatically follows the learned path and moves towards the target parking space at the speed planned by the ADAS system. If the road ahead is wide and there are no other vehicles, and the current road conditions are good, the driver can accelerate by pressing the accelerator. If the road conditions ahead are complex, the driver can release the accelerator, and the ADAS system will drive automatically. Memory parking refers to the function of automatically driving along a planned path to the target location based on pre-collected and mapped path information without continuous driver intervention.

[0039] In the existing switching method between ADAS system-controlled vehicle speed and driver-controlled vehicle speed, the vehicle exhibits noticeable jerking, and this unnatural switching experience can affect the driver's perception. The inventors' research found that existing ADAS systems use a hard switching method, where vehicle control is entirely controlled by the ADAS system or entirely by the driver, without any natural transition, resulting in noticeable jerking.

[0040] To address the aforementioned problems, this application provides a vehicle control method. The vehicle control method of this application embodiment will be described in detail below with reference to the accompanying drawings.

[0041] Reference Figure 1 , Figure 1 This is a flowchart illustrating a vehicle control method provided in an embodiment of this application, as shown below. Figure 1 As shown in the embodiment of this application, a vehicle control method may include steps S10 to S12, which are described in detail below.

[0042] S10. During vehicle operation, obtain the current throttle opening and determine the target opening range that the current throttle opening falls into among multiple preset opening ranges.

[0043] The current throttle opening can refer to the percentage of the depth to which the accelerator pedal is depressed relative to its maximum physical travel. This value can be collected in real time by a position sensor installed at the accelerator pedal assembly and transmitted to the controller executing this method via the vehicle controller. The value range is generally defined as 0% to 100%, which can be used to quantify the intensity of the driver's current acceleration intention.

[0044] In this embodiment, in order to use the throttle opening for the vehicle control strategy, multiple preset opening intervals of the throttle opening are pre-constructed. The multiple preset opening intervals are continuously distributed segmented intervals and there is no numerical overlap between each preset opening interval. There are no uncovered numerical gaps, and there is no situation where two preset opening intervals overlap numerically. The multiple preset opening intervals that are continuously distributed can eliminate the risk of control dead zones or state jumps caused by setting discrete trigger points.

[0045] Specifically, since the vehicle is completely controlled by the driver after the throttle opening reaches a certain value, and the control of the on-board driving system is not involved, the multiple preset opening ranges in this embodiment only cover the throttle opening that represents the switching of vehicle control between the on-board driving system and the driver. The multiple preset opening ranges in this embodiment may include: [0%, 5%), [5%, 12.5%), and [12.5%, 20%).

[0046] Of course, in another alternative embodiment, the throttle opening range based on [0%, 20%] can be divided into more preset opening intervals to improve control resolution, and the width of each preset opening interval can be evenly distributed or non-evenly distributed.

[0047] The vehicle driving system compares the real-time sampled value of the current throttle opening with the boundary values ​​of each preset opening interval to quickly locate the current control stage, thereby providing an accurate input benchmark for subsequent weight allocation.

[0048] Furthermore, this embodiment defines the triggering logic for the current throttle opening falling into a target opening range among multiple preset opening ranges, as shown below:

[0049] If the current throttle opening is not lower than the first preset value and a driver takeover signal is received, then the target opening range in which the current throttle opening falls among multiple preset opening ranges is determined.

[0050] If the current throttle opening is not greater than the second preset value and a driver handover signal is obtained, then the target opening interval in which the current throttle opening falls among multiple preset opening intervals is determined.

[0051] The first and second preset values ​​refer to two key threshold parameters used to define the effective area of ​​control switching. These two values ​​are not equal, with the second preset value being greater than the first. The first preset value is typically set to a smaller throttle opening value, serving as the boundary for entering manual intervention mode, while the second preset value is typically set to a larger throttle opening value, serving as the boundary for exiting manual intervention mode and entering autonomous driving mode. Both the first and second preset values ​​can be calibrated differently based on the vehicle's powertrain response characteristics, pedal sensor accuracy, and the driving habits of the target user group. Specifically, in this embodiment, the first preset value can be 5%, and the second preset value can be 20%.

[0052] During actual vehicle operation, the throttle opening signal is often accompanied by high-frequency, low-amplitude noise interference due to road bumps, pedal spring return characteristics, or slight tremors in the driver's foot muscles. Therefore, by setting a range between 5% and 20%, the driver needs to make a sufficiently large and clearly defined pedal operation to represent genuine human intervention. This can filter out most unconscious micro-movement interference at the physical level, ensuring the certainty and stability of the control transfer process.

[0053] The driver takeover signal (Takeover_Sig) can be a marker confirming the driver's active and strong acceleration intention, indicating the driver's intention to intervene in vehicle control. This signal can be obtained when the driver's manually requested torque exceeds a first torque. The first torque can be a dynamic threshold that fluctuates in real time depending on the operating conditions; specifically, it can be the sum of the current target torque of the onboard driving system and the vehicle's hysteresis torque. The current target torque of the onboard driving system reflects the baseline driving force required for the vehicle to maintain autonomous driving tasks under the current environmental perception and path planning conditions.

[0054] When the actual torque demanded by the driver when pressing the accelerator pedal exceeds the sum of the current target torque of the vehicle driving system and the vehicle's hysteresis torque, the torque demanded by the driver is significantly higher than that of the vehicle driving system. The vehicle driving system can then determine that the driver is indeed intentionally taking over the vehicle and accelerating, rather than accidentally touching it or making a slight adjustment to the current vehicle speed.

[0055] This embodiment limits the acquisition condition of the driver takeover signal to the sum of the driver's manual torque demand and the vehicle's current target torque and hysteresis torque. By superimposing hysteresis torque on the torque dimension to form a judgment threshold, it completely filters out the minor manual torque demand interference caused by slight accidental touches of the accelerator pedal or unintentional small-scale acceleration by the driver. This avoids the generation of takeover signals due to instantaneous small torque fluctuations, unnecessary activation of human-machine torque weight coupling calculations, reduces invalid calculations by the controller, lowers computing power consumption, and avoids vehicle vibration and jerking caused by frequent torque switching. Furthermore, by using the target torque of the vehicle's driving system as a benchmark and superimposing hysteresis torque, it can accurately identify genuine takeover behavior by the driver that actively outputs power exceeding the predetermined power demand of the autonomous driving system and has a clear intention to accelerate and take control.

[0056] The driver handover signal (Handover_Sig) can refer to a sign that confirms the driver's intention to relinquish manual intervention and allow the onboard driving system to take over the vehicle. It indicates that the driver has the intention to withdraw from vehicle control. This driver handover signal can be obtained when the driver's manual torque demand is less than a second torque. The second torque can refer to a dynamic threshold that triggers the recovery of control. Specifically, it can be the absolute value of the difference between the current target torque of the onboard driving system and the hysteresis torque of the vehicle. Taking the absolute value can ensure that the threshold is always a valid physical comparison benchmark regardless of whether the vehicle driving system is currently in a driving state or a braking recovery state.

[0057] During manual driving, drivers may briefly release the accelerator due to leg fatigue or distraction, or waver in pedal position when deciding whether to continue accelerating. If the onboard driving system interprets any accelerator release below the current drive torque as a control handover command, it may suddenly intervene before the driver is fully prepared to relinquish control, resulting in a conflict between the driver and the system or abrupt deceleration. Therefore, the actual torque required by the driver when releasing the accelerator pedal must be lower than the absolute value of the difference between the onboard driving system's current target torque and the vehicle's hysteresis torque before the onboard driving system can determine that the driver intends to disengage and decelerate, and only then will the onboard driving system intervene in vehicle control.

[0058] This embodiment limits the acquisition of the driver handover signal to only when the driver's manual torque demand is less than the absolute value of the difference between the current target torque of the vehicle driving system and the vehicle's hysteresis torque. Based on the system's target torque and combined with the hysteresis torque, a torque judgment threshold is constructed. This can accurately distinguish between two scenarios: short-term slight throttle release and coasting, minor power adjustment and active abandonment of control, and complete handover of vehicle control. The driver handover signal is only output and throttle opening range matching and smooth human-machine torque transition calculation are initiated when the driver's manual power demand is significantly lower than the output torque of the autonomous driving system and there is a clear intention to fully hand over vehicle control. This effectively avoids sudden torque surges.

[0059] The aforementioned vehicle hysteresis torque can refer to a preset torque offset, used to characterize the additional torque compensation required to overcome mechanical transmission backlash, sensor measurement dead zones, and manually set safety margins. The value of vehicle hysteresis torque typically includes considerations in three dimensions: physical clearances of the mechanical transmission system, including reducer gear backlash and half-shaft spline clearance, etc. Physical clearances in the mechanical transmission system can prevent minute changes in the pedal from being transmitted to the wheel end; the vehicle hysteresis torque must cover its corresponding torque range. Sensor measurement uncertainty, including quantization error of the pedal position sensor and zero-point drift of the torque sensor, etc.; the vehicle hysteresis torque must be greater than the peak-to-peak noise level to prevent false triggering. The human vestibular system's perception threshold for acceleration changes; the human body has a minimum perceptible difference in its sensitive area for longitudinal acceleration, and the acceleration change corresponding to the vehicle hysteresis torque should be lower than this threshold to ensure that the switching process is imperceptible to the human body.

[0060] The vehicle hysteresis torque can be an engineering parameter calibrated based on a combination of vehicle dynamics characteristics and human perception thresholds. Specifically, engineers can obtain mechanical and sensor parameters through bench testing, and combine subjective evaluations and objective data collection from the actual vehicle to perform multi-dimensional weighted fitting on the vehicle hysteresis torque under different vehicle speeds, gradients, and load conditions. This ultimately forms a dynamic vehicle hysteresis torque MAP table indexed by vehicle speed and system torque, which can be used to query the vehicle hysteresis torque under different operating conditions. Therefore, the vehicle hysteresis torque in this embodiment can be either a fixed scalar value or a variable that is updated in real-time according to the operating conditions.

[0061] This embodiment triggers torque coupling calculation between the driver and the vehicle driving system under the dual conditions of throttle opening threshold and control switching signal. Only when the driver takes over or hands over control, and when the vehicle is in a steady state of manual stable driving or autonomous driving independent control, the segmented judgment and weighted calculation process is directly skipped. This effectively reduces the real-time computation of the vehicle driving system, reduces the computing power occupation and hardware power consumption of the electronic control chip, eliminates computational delay, and improves the real-time performance of torque control.

[0062] This embodiment sets a first preset value and a second preset value with different values ​​to form a buffer opening range, distinguishing three working conditions: driver-initiated acceleration, transfer of control, and stable autonomous driving. The triggering ranges do not overlap, and the working condition judgment logic is conflict-free. This avoids the accidental triggering of torque coupling logic in scenarios where the driver unconsciously touches the accelerator or briefly releases the accelerator to coast without any intention to switch, thus preventing frequent torque fluctuations and improving vehicle ride smoothness and driving comfort.

[0063] When high throttle opening is coupled with driver takeover signal trigger coupling, a high driver weight is matched within a large preset opening range, which can quickly respond to the driver's acceleration takeover request; when low throttle opening is coupled with driver handover signal trigger coupling, a high autonomous driving system weight is matched within a small preset opening range, which realizes a smooth handover of control and solves the problems of torque interference and vehicle jerking during human-machine switching.

[0064] S11. Determine the first control weight and the second control weight corresponding to the target opening interval.

[0065] The first control weight can be the weight corresponding to the driver, and the second control weight can be the weight corresponding to the in-vehicle driving system. Both the first and second control weights refer to parameters characterizing the degree of dominance of the driver and the in-vehicle driving system over the vehicle's power output in a human-machine co-driving state. The first control weight characterizes the degree of control the driver has over the vehicle during driving, while the second control weight characterizes the degree of control the in-vehicle driving system has over the vehicle. The first and second control weights determine the final driving torque applied to the wheels, the proportion of torque generated by the driver's pedal operation, and the proportion of torque from the in-vehicle driving system.

[0066] Furthermore, within multiple preset opening intervals, the larger the maximum value of the preset opening interval, the greater its corresponding first control weight, and the smaller its corresponding second control weight. This embodiment defines a monotonicity in the control weights as they change with throttle opening. As the preset opening interval extends towards larger values, the first control weight, representing the driver's intention, exhibits a monotonically increasing trend, while the second control weight, representing the system's intention, exhibits a monotonically decreasing trend. The beneficial effect of this monotonicity setting in this embodiment is that when the driver lightly presses the accelerator, the vehicle driving system maintains a high level of control to maintain the stability and safety of parking path tracking, avoiding vehicle deviation from the trajectory due to slight accidental touches. As the driver deepens the accelerator, indicating a clear and strong intention to accelerate and take over, the control of the vehicle driving system gradually relinquishes until it completely exits.

[0067] Specifically, such as Figure 2As shown, during the memory parking cruise control process, the driver presses the accelerator, and the current accelerator opening is judged. The control weight is determined based on whether the current accelerator opening falls within a preset opening range. When the accelerator opening falls within [0%, 5%), the driver's first control weight can be 0%, and the vehicle driving system's second control weight can be 100%; when the accelerator opening falls within [5%, 12.5%), the driver's first control weight can be 50%, and the vehicle driving system's second control weight can be 50%; when the accelerator opening falls within [12.5%, 20%], the driver's first control weight can be 100%, and the vehicle driving system's second control weight can be 0%.

[0068] Of course, in another alternative embodiment, the control weight can change continuously with the throttle opening within its preset opening range. For example, if the current throttle opening falls within [12.5%, 20%] and increases from 12.5% ​​to 20%, a linear interpolation algorithm or a nonlinear function can be used for mapping, so that the first control weight smoothly increases from 50% to 100%.

[0069] S12. Based on the first control weight, the second control weight, the manual demand torque corresponding to the current throttle opening, and the current target torque of the on-board driving system, determine the vehicle torque and control the vehicle according to the vehicle torque.

[0070] The manually required torque can refer to the driving torque value expected by the driver, calculated in real-time or by looking up a table based on the current throttle opening. This value is usually positively correlated with the throttle opening. The current target torque can refer to the driving torque value required to maintain autonomous driving, calculated in real-time by the onboard driving system based on current parking path planning, environmental perception information, and safety constraints. The vehicle torque can refer to the actual torque ultimately sent to the motor controller or engine management system. The vehicle's drive motor controller or hybrid power control unit can execute torque commands and adjust power output to generate corresponding longitudinal acceleration in the vehicle.

[0071] This embodiment can perform a weighted calculation on the first control weight, the second control weight, the manually required torque corresponding to the current throttle opening, and the current target torque of the vehicle driving system, and determine the weighted calculation result as the vehicle torque. The calculation formula is as follows:

[0072] ;

[0073] in, It can represent vehicle torque; This can represent the first control weight; It can represent the torque required by human intervention; This can represent the second control weight; It can represent the current target torque of the vehicle's driving system.

[0074] When the vehicle is in memory parking cruise control mode and the driver has not pressed the accelerator. 0%, At 100%, the vehicle's torque is completely equal to the current target torque of the onboard driving system, and the vehicle drives according to the onboard driving system's plan; when the driver begins to lightly press the accelerator to enter the vehicle's control transition range... 50%, The vehicle torque is 50%, which can be calculated by adding 50% of the driver's required torque and 50% of the current target torque of the onboard driving system. This represents the vehicle's ability to respond to the driver's acceleration intentions while retaining some control over the path and safety by the onboard driving system. When the driver depresses the accelerator pedal deeply beyond the threshold, 100%, When the torque is 0%, the vehicle torque is entirely determined by the driver, allowing for manual control of the vehicle.

[0075] This embodiment calculates vehicle torque and integrates the independent human-demanded torque and the current target torque based on control weights. It then converts the hard-switching mode into a soft-fusion mode based on control weights, eliminating vehicle jerking caused by sudden changes in torque source. This ensures the continuity and smoothness of the vehicle's longitudinal dynamic response throughout the entire control handover process, providing the driver with a comfortable driving experience.

[0076] Of course, in another optional embodiment, this embodiment can also use a nonlinear coupling method with weighted cross-coupling to calculate the vehicle torque. When performing the weighted calculation of the first control weight, the second control weight, the manually required torque, and the current target torque, a cross-coupling term can also be introduced. This cross-coupling term can specifically be: the product of the first control weight and the second control weight, the product of the calibrable fixed coefficient and the torque difference between the manually required torque and the current target torque pair, and the sum of the weighted calculation result and the cross-coupling term is taken as the vehicle torque.

[0077] Furthermore, if the current throttle opening is not greater than the second preset value and a driver handover signal is obtained, the vehicle's current speed is controlled to gradually approach the target speed of the onboard driving system.

[0078] The vehicle's current speed can refer to the instantaneous longitudinal linear velocity calculated in real time by wheel speed sensors, inertial measurement units, or integrated navigation systems. The target speed of the onboard driving system can refer to the desired driving speed planned in real time by the system based on factors such as the curvature of the current parking path, distances to surrounding obstacles, road slope, and traffic rule restrictions. This target speed can be a dynamically changing parameter. In this embodiment, the target speed of the onboard driving system is updated based on the vehicle's current position and environmental information.

[0079] The vehicle's current location can include latitude and longitude coordinates provided by the Global Navigation Satellite System (GNSS) and its precise semantic location within the parking lot's high-precision map topology network. Specifically, the vehicle's current location data can include: the ID of the lane the vehicle is in, the remaining arc length from the target parking space or key nodes on the path, the radius of curvature of the current road segment, slope information, and the vehicle's lateral offset within the lane. This high-precision pose information allows the onboard driving system to calculate, in real time, the maximum safe speed allowed under the current geometric constraints based on a pre-set path speed planning curve. For example, when the vehicle is about to enter a sharp curve, the onboard driving system can automatically reduce the vehicle's target speed based on the radius of curvature corresponding to the vehicle's current location to prevent excessive centrifugal force that could cause discomfort or the risk of skidding.

[0080] The vehicle's environmental information represents the real-time observation results of the vehicle's sensors on the surrounding physical world. In this embodiment, the environmental information may include: the distance, relative speed, and azimuth of surrounding obstacles obtained by fusion sensing from lidar, millimeter-wave radar, or cameras; the position and predicted movement intentions of vulnerable road users such as pedestrians and non-motorized vehicles identified by visual algorithms; the tire adhesion coefficient output by the road surface state estimation module; and the status of traffic lights or blind spot warning information sent by roadside units obtained through vehicle-to-everything (V2X) communication. The onboard driving system can construct the vehicle's real-time dynamic safe speed by comprehensively judging the above multi-source environmental information. For example, when the sensors detect that a pedestrian is approaching the vehicle's expected trajectory from the side front, the onboard driving system can calculate the critical safe speed based on the pedestrian's moving speed and distance using a time-to-collision model, and use this as the new target speed.

[0081] Of course, in another alternative embodiment, the vehicle driving system can also integrate cloud big data, vehicle-road cooperative information or map data to enable early response to risks in beyond-line-of-sight environments, thereby further improving the foresight and robustness of target speed updates.

[0082] This embodiment can comprehensively update the target speed of the onboard driving system based on the vehicle's current location and environmental information, making it suitable for the current location and environment. In actual memory parking or intelligent cruise control scenarios, the external environment in which the vehicle is located is highly dynamic and unstructured. If the target speed of the onboard driving system is only a static fixed value at the moment of control switching, then during the entire speed transition, the vehicle is actually blindly approaching an old target speed that may be outdated or inappropriate. For example, when the driver briefly takes over the vehicle and accelerates to overtake, if a pedestrian suddenly appears in front, and the system still reverts the vehicle's current speed to the cruise speed before the driver took over, a collision is very likely to occur. Therefore, the target speed in this embodiment is a dynamic variable that is updated in real time based on real-time perception and positioning data. The update of the target speed is a real-time decision-making process that integrates multi-source heterogeneous information. Its update frequency is usually synchronized with the vehicle's underlying control cycle, for example, its update cycle is between 10 milliseconds and 100 milliseconds, to ensure that the target speed can reflect changes in the environmental situation around the vehicle at the millisecond level. Furthermore, by deeply integrating environmental perception into the real-time generation and maintenance of target speed, this embodiment enables the vehicle driving system to have the ability to correctly recognize and respond to the latest environment in which the vehicle is located when facing unexpected situations, thereby significantly improving the usability and user trust of the memory parking function in complex real-world scenarios.

[0083] Of course, in another alternative embodiment, when computing power is limited or the vehicle is in a relatively simple environment, this embodiment can adopt event-triggered updates or low-frequency periodic updates, provided that the target speed of the on-board driving system has been corrected to a safe and reasonable range before the vehicle speed transition is completed.

[0084] When the system detects the driver releasing the accelerator, the onboard driving system directly switches the torque command to the steady-state torque corresponding to the target speed, or adjusts it using fixed PID parameters. This ignores the magnitude of the speed deviation and the instantaneous tolerance of the human body, easily causing a jolt. This embodiment, however, introduces a control method that gradually approaches the target speed of the onboard driving system from the vehicle's current speed. Gradual approach is the process of converging the actual speed to the desired speed over time with a controlled rate of change. Essentially, it creates a dynamic buffer zone between the end of human driving and the complete takeover by autonomous driving, avoiding eliminating the speed difference between the vehicle's current speed and the target speed at a rate exceeding the comfort threshold. This ensures the continuity of the vehicle's speed throughout the switching process, providing underlying execution guarantees for achieving zero-perception switching.

[0085] Furthermore, by adding smooth torque transition during the handover of human-machine control to the smooth adjustment of vehicle speed, a synchronous and smooth switching of torque and vehicle speed is achieved. This eliminates the pulling sensation of the vehicle caused by the incoordination of power and speed during the handover process, reduces the instantaneous deviation between the vehicle's current speed and the target speed of the onboard driving system during the handover process, further optimizes the longitudinal control stability of the whole vehicle, and improves the functional safety and driving comfort of longitudinal control throughout the entire human-machine handover process.

[0086] Specifically, in this embodiment, the process of controlling the vehicle's current speed to gradually approach the target speed of the onboard driving system can be described as follows:

[0087] The vehicle's current speed is compared with the target speed, and the speed compensation direction is determined based on the comparison result. A speed transition curve is generated based on the speed compensation direction, and the vehicle speed is controlled according to the speed transition curve.

[0088] The speed compensation direction can refer to the adjustment vector needed to eliminate the difference between the current speed and the target speed, which determines the boundary conditions for subsequent trajectory generation. Specifically, in this embodiment, if the vehicle's current speed is greater than the target speed, the speed compensation direction is determined to be reducing the vehicle's current speed, which generally corresponds to applying a negative torque; if the vehicle's current speed is less than the target speed, the speed compensation direction is determined to be increasing the vehicle's current speed, which generally corresponds to applying a positive torque.

[0089] In practical applications, a vehicle's acceleration and deceleration capabilities are generally not equal, and the human body's tolerance thresholds for acceleration and deceleration also differ significantly. For example, in memory parking scenarios, to prevent rear-end collisions or crashes, the maximum absolute value of deceleration allowed by the onboard driving system is usually greater than the maximum acceleration value; however, from a comfort perspective, passengers are more sensitive to the effects of braking, so the acceleration limits during deceleration are generally more stringent than those during acceleration. This embodiment directly determines the direction of speed compensation, allowing the onboard driving system to call a dedicated set of constraint parameters matching that direction during the subsequent curve fitting stage, thereby avoiding the use of universal symmetric parameters for acceleration and deceleration. For example, when determining deceleration compensation, the onboard driving system can automatically apply a smaller acceleration upper limit and a gentler climb slope; when determining acceleration compensation, the power response limits can be appropriately relaxed to improve regression efficiency.

[0090] In this embodiment, a simple logic of pure numerical comparison is used to determine the speed compensation direction. This has low computational load, can quickly output the determination result, reduce the real-time computing power occupation of the vehicle domain control, shorten the delay of control command output, and can effectively improve the real-time response of vehicle speed adjustment.

[0091] Based on differentiated processing of speed compensation direction, the vehicle driving system can complete the speed handover at the balance point between comfort and safety, whether it is the speed drop after the driver intervenes in speeding or the acceleration after low-speed avoidance, avoiding overshoot, oscillation or physical discomfort caused by parameter mismatch.

[0092] This provides a precise preliminary judgment basis for generating speed transition curves for matching operating conditions. The deceleration compensation direction corresponds to a gradually decreasing speed transition curve, and the acceleration compensation direction corresponds to a gradually increasing speed transition curve. This ensures that the slope and trend of the transition curve are completely matched with the actual vehicle speed deviation, avoiding situations where the curve adjustment trend contradicts the actual needs. It also ensures that the vehicle speed always smoothly approaches the target speed along a reasonable trend during the handover of control, reducing vehicle speed overshoot and back-and-forth oscillations.

[0093] During the process of driver handover and system takeover of the vehicle, the acceleration and deceleration adjustment trends are precisely matched according to the vehicle speed deviation. With the smooth transition of human-machine control weight, the power torque and driving speed are adjusted synchronously and smoothly in the same direction. This eliminates the dragging and jerking of the vehicle body caused by the conflict between torque output and vehicle speed adjustment during the handover process, effectively improving the smoothness of driving and riding experience during the human-machine control handover process.

[0094] A speed transition curve can be defined as a spatiotemporal trajectory function that connects the current speed point to a target speed point at a future time, satisfying specific continuity constraints. It defines the expected speed value of the vehicle at each moment during the regression process. This embodiment controls vehicle speed changes according to the speed transition curve, ensuring that the actual vehicle speed closely follows the planned trajectory. Compared to simple linear interpolation or first-order filtering, the speed transition curve-based control method can precisely manage the vehicle's acceleration and its rate of change, conforming to human physiological perception characteristics.

[0095] Specifically, the process of generating the speed transition curve can be as follows: obtain the preset constraint parameters corresponding to the speed compensation direction; combine the preset constraint parameters to fit the speed change trajectory between the vehicle's current speed and the target speed, and generate the speed transition curve.

[0096] Among these, the preset constraint parameters can refer to a quantitative set used to define the physical boundaries and comfort indicators during the speed transition process. Specifically, the preset constraint parameters include at least the following three types of constraints: The first type of constraint is the kinematic extreme value constraint, which can include the maximum permissible acceleration and the maximum permissible deceleration. The maximum permissible acceleration and the maximum permissible deceleration can be jointly determined by the vehicle's powertrain performance, tire surface adhesion coefficient, and parking safety regulations. For example, when parking on a slippery surface, the maximum permissible deceleration can be dynamically reduced to prevent wheel lock-up or sideslip. The second type of constraint is the ride comfort constraint, i.e., the maximum permissible jerk. The maximum permissible jerk is directly related to the human vestibular system's perception threshold for the rate of change of acceleration. When the maximum permissible jerk exceeds 0.5 m / s², the maximum permissible jerk is considered to be within acceptable limits.3 At such times, drivers may experience significant discomfort. However, in low-speed comfort scenarios such as memory parking, the human vestibular system's perception threshold for the rate of change of acceleration is typically calibrated to 0.2 m / s². 3 Even lower. The third type is time or distance constraints, which can include the longest allowed time or the maximum allowed coasting distance for the transition process. This can be used to prevent excessive pursuit of smoothness from causing the speed return to be too slow, affecting parking efficiency or causing vehicles behind to urge the driver on. Of course, the preset constraint parameters in this embodiment can be fixed values ​​or variables that are updated in real time by looking up a table based on vehicle speed, load, and road slope.

[0097] To avoid interpolation issues or exceeding constraint boundaries that are prone to occur when dealing with arbitrary speed differences and dynamically changing target speeds, this embodiment can generate the speed transition curve using real-time analytical calculation or numerical iteration. For example, this embodiment can use a fifth-order polynomial function as the mathematical model for the speed transition curve, and determine the coefficients of the mathematical model by solving a system of linear equations containing preset constraint parameters as boundary conditions. Alternatively, this embodiment can also use a double S-curve or a modified Sigmoid function to fit the speed transition curve.

[0098] This embodiment defines the safety boundary for vehicle speed changes by setting preset constraint parameters, which can limit the instantaneous change in vehicle speed, prevent vehicle speed overshoot and repeated oscillations during the handover of control, ensure that vehicle speed changes are within the safe operating range throughout the process, and improve the safety of longitudinal control functions.

[0099] By using standardized speed transition curves to constrain the rate of vehicle speed change, the sudden changes in vehicle speed during the handover of control, as well as the jerking of the vehicle body and the discomfort of forward and backward swaying of the driver and passengers caused by rapid acceleration and deceleration, are eliminated, so that the vehicle speed can smoothly approach the target speed of the on-board driving system after the driver hands over control.

[0100] Of course, in another alternative embodiment, this embodiment can also employ online replanning strategies such as rolling time-domain optimization or model predictive control. Specifically, a short-term velocity transition curve is refitted at fixed intervals to accommodate dynamic updates that may occur to the target velocity during the transition period.

[0101] Furthermore, during the vehicle control takeover phase when the driver presses the accelerator pedal, a dynamic weight allocation mechanism based on multiple preset opening intervals ensures a smooth speed transition: as the accelerator pedal opening gradually increases, the driver's first control weight monotonically increases from 0%, while the onboard driving system's second control weight monotonically decreases from 100%. The vehicle torque is always a fusion of the manually requested torque and the system's target torque according to the current control weight ratio. Throughout this process, the driver remains on the pedal, and the pedal position itself is a continuous, driver-controlled, real-time input signal. Changes in vehicle speed naturally follow the driver's acceleration intentions, without any speed deviation requiring active elimination by the onboard system. Therefore, speed control during the vehicle control takeover phase is smoothly transferred to the driver through changes in control weights. The driver's pedal operation itself is a closed-loop controller for speed adjustment, eliminating the need for additional speed compensation mechanisms.

[0102] During the vehicle control handover phase when the driver releases the accelerator pedal, it indicates that the driver is relinquishing active control of the pedal and no longer provides any continuous input signals. At this time, the vehicle's current speed may be significantly higher than the target speed of the onboard driving system due to manual acceleration, resulting in a speed deviation that the onboard driving system needs to actively eliminate. If the onboard driving system directly switches the torque command to the steady-state torque corresponding to the target speed, the instantaneous elimination of the speed deviation lacks a time buffer, thus generating a longitudinal impact exceeding the human comfort threshold. Therefore, the speed compensation mechanism in this embodiment is mainly executed after the driver releases the accelerator pedal and triggers the driver handover signal. The onboard driving system takes over the initiative in speed adjustment, and by fitting a speed transition curve that meets the constraints, smoothly converges the vehicle's current speed to the target speed with a controllable rate of speed change, filling the control gap left after the driver exits.

[0103] In summary, the acceleration phase relies on a weight fusion mechanism to achieve smooth weight transfer, while the deceleration phase relies on a speed compensation mechanism to achieve smooth weight recovery. The two mechanisms complement each other in terms of control logic, effectively ensuring the continuity and comfort of vehicle control during human-machine co-driving.

[0104] like Figure 3As shown, when the throttle is in override mode (throttle override or driver-controlled override), the driver releases the throttle, and the current throttle opening continuously decreases from its initial high opening. When the current throttle opening is no greater than 20%, dynamic adjustment of the control weight begins. As the current throttle opening decreases, when it falls within [12.5%, 20%], the driver's first control weight can be 100%, and the vehicle's second control weight can be 0%; when it falls within [5%, 12.5%], the driver's first control weight can be 50%, and the vehicle's second control weight can be 50%; when it falls within [0%, 5%], the driver's first control weight can be 0%, and the vehicle's second control weight can be 100%. Furthermore, when the current throttle opening falls within [5%, 20%], a smooth speed adjustment is performed, gradually bringing the vehicle's current speed closer to the target speed of the vehicle's driving system. If the current speed is less than the target speed, smooth acceleration occurs; if the current speed is greater than the target speed, smooth deceleration occurs.

[0105] Since the target speed can be updated based on the vehicle's current position and environmental information, if the target speed is updated during the speed transition process, directly substituting it into the equation of the original speed transition curve can cause the curve endpoint to be discontinuous, thereby forcing the controller to output a large acceleration to track the new target speed. Therefore, in order to avoid speed control oscillations caused by the target speed update, this embodiment can achieve coordinated processing between the target speed update and the currently executing speed transition curve through a dynamic replanning and smooth connection strategy.

[0106] Specifically, when the vehicle driving system detects that the target speed needs to be updated during a speed transition, it avoids rapidly and forcibly modifying the current execution command. Instead, it uses the updated target speed as a boundary condition to refit a residual speed transition curve from the current actual state (speed, acceleration) to the new target speed. Furthermore, to ensure the continuity of the driving experience, the speed transition curve replanning process can use the original preset constraint parameters and limit the rate of change of the difference between the target speed before and after the update. For example, a first-order low-pass filter or moving average algorithm can be used to preprocess the target speed before the update, allowing it to gradually transition to the updated target speed with a controllable slope before being input into the trajectory generation algorithm. This dynamic replanning and smooth transition strategy effectively ensures that when the vehicle's environment changes drastically, the speed commands transmitted to the vehicle chassis remain smooth and continuous, ensuring timely safety response and avoiding abrupt changes in internal system parameters that could cause abruptness for the driver.

[0107] This application provides a vehicle control method that divides multiple non-overlapping and continuously distributed throttle opening intervals into preset opening intervals. Based on the size of the preset opening intervals, it matches the driver's first control weight and the vehicle driving system's second control weight with corresponding gradient changes. Combining the two types of weights, it fuses the manually required torque and the system's target torque to obtain the vehicle control torque and achieve vehicle drive control. It can continuously and smoothly switch the torque control ratio of the driver and the ADAS system with the throttle opening, avoiding sudden changes in the torque output of the two control sources, eliminating vehicle jerking shocks during speed switching, and achieving a smooth and shock-free transition between ADAS speed control and human speed control.

[0108] Therefore, a specific embodiment is provided as an application scenario example to illustrate the above process.

[0109] In the initial stage of this application scenario, the vehicle is in memory parking cruise mode. The onboard driving system, as the main control unit, calculates the current target torque and target speed required to maintain the vehicle's current movement based on the path curvature, speed limit signs, and real-time environmental information perceived in the high-precision map. If the current road segment is straight and unobstructed, the onboard driving system sets a target speed of 3 m / s, corresponding to a current target torque of 150 Nm. (Newton-meters). The vehicle controller receives torque commands from the onboard driving system in real time and drives the motor to execute them, allowing the vehicle to move forward smoothly at a low speed. During this phase, since the driver has not pressed the accelerator pedal, the current throttle opening is 0%, falling within the preset opening range [0%, 5%]. The first control weight is 0%, the second control weight is 100%, and the vehicle torque is exactly equal to the current target torque.

[0110] Driver-initiated acceleration phase. If the road ahead is wide and visibility is good, and the driver determines that the current automatic parking speed is too slow, they wish to temporarily accelerate to shorten travel time. The driver begins to press the accelerator pedal. The onboard driving system monitors the current throttle opening and the manually requested torque in real time. When the throttle opening gradually increases from 0% but does not exceed 5%, the onboard driving system does not immediately adjust the control weights. The vehicle's hysteresis torque is calibrated to 50. The first torque threshold is 150. +50 =200 When the driver continues to press the accelerator pedal deeply, causing the manually required torque to exceed 200... Upon receiving a driver takeover signal and confirming the driver's genuine intention to take over control, the onboard driving system executes a dynamic allocation strategy of control weights. As the throttle opening continues to increase within the range of [5%, 12.5%), the driver's first control weight increases from 0% to 50%, while the onboard driving system's second control weight decreases from 100% to 50%. At this point, the vehicle torque is no longer solely determined by the onboard driving system, but rather calculated using a weighted average of the first control weight, the second control weight, the manually requested torque corresponding to the current throttle opening, and the onboard driving system's current target torque. At this moment, if the driver requests a manually requested torque of 400... The combined torque of the vehicle is then 50% × 400 + 50% × 150 = 275. .

[0111] During the driver's deceleration phase, if the driver deems the road conditions ahead too complex for accelerated driving, they will release the accelerator pedal. Initially, when the manually required torque corresponding to the accelerator pedal opening is less than the absolute value of the difference between the current target torque and the vehicle's hysteresis torque, the onboard driving system receives a driver handover signal. Once the driver handover signal is confirmed, the onboard driving system verifies the driver's genuine intention to hand over control and executes a dynamic control weight allocation strategy. As the accelerator pedal opening continues to decrease within the range of [5%, 12.5%), the driver's first control weight decreases from 50% to 0%, while the onboard driving system's second control weight increases from 50% to 100%. The first control weight, the second control weight, the manually required torque corresponding to the current accelerator pedal opening, and the onboard driving system's current target torque are weighted and calculated to determine the vehicle's torque. Furthermore, while the aforementioned dynamic control weight allocation strategy adjusts the vehicle's torque, the vehicle's current speed is gradually brought closer to the onboard driving system's target speed. At this point, the vehicle's current speed may be as high as 6 m / s, while the target speed is 3 m / s. To avoid sudden braking and abrupt stops, the onboard driving system determines the speed compensation direction to be a reduction in the vehicle's current speed based on the comparison between the current and target speeds. It then acquires the preset constraint parameters corresponding to this speed compensation direction, including the maximum permissible deceleration and the maximum permissible acceleration. Considering the comfort of the occupants and the low-speed characteristics of the parking scenario, the maximum permissible acceleration can be strictly limited to 0.2 m / s². 3 Within this range, the onboard driving system, combined with preset constraint parameters, fits a speed transition curve connecting 6 m / s and 3 m / s in real time. If the target speed is updated due to other factors during the transition, the onboard driving system can also smoothly integrate the new target speed into the existing speed transition curve through a dynamic replanning strategy.

[0112] Finally, when the vehicle speed smoothly converges to 3m / s, the driver's first control weight has dropped to 0% as the throttle opening decreases, the second control weight of the vehicle driving system is restored to 100%, and the vehicle seamlessly returns to the fully automatic control state of the vehicle driving system.

[0113] This application also provides a vehicle, which may include a processor for implementing any of the vehicle control methods provided in this application.

[0114] This application also provides an electronic device. The electronic device in this application may include, but is not limited to, fixed terminals such as mobile phones, laptops, PDAs (personal digital assistants), PADs (tablet computers), desktop computers, etc.

[0115] The electronic device may include a processing unit (such as a central processing unit, graphics processing unit, etc.) that can perform various appropriate actions and processes based on programs stored in read-only memory (ROM) or programs loaded from storage devices into random access memory (RAM). When the electronic device is powered on, the RAM also stores various programs and data required for its operation. The processing unit, ROM, and RAM are interconnected via a bus. Input / output interfaces (I / O interfaces) are also connected to the bus.

[0116] Typically, the following devices can be connected to an I / O interface: input devices such as touchscreens, touchpads, keyboards, mice, cameras, microphones, accelerometers, gyroscopes, etc.; output devices such as liquid crystal displays (LCDs), speakers, vibrators, etc.; storage devices such as memory cards, hard drives, etc.; and communication devices. Communication devices allow electronic devices to communicate wirelessly or wiredly with other devices to exchange data.

[0117] This application also provides a computer program product, including computer-readable instructions, which, when executed on an electronic device, cause the electronic device to implement any of the vehicle control methods provided in this application.

[0118] This application also provides a computer-readable storage medium carrying one or more computer programs. When the one or more computer programs are executed by an electronic device, the electronic device can implement any of the vehicle control methods provided in this application.

[0119] It should also be noted that the device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate, and the components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs. In addition, in the device embodiment drawings provided in this application, the connection relationship between modules indicates that they have a communication connection, which can be implemented as one or more communication buses or signal lines.

[0120] Through the above description of the embodiments, those skilled in the art can clearly understand that this application can be implemented by means of software plus necessary general-purpose hardware, or it can be implemented by special-purpose hardware including application-specific integrated circuits, special-purpose CPUs, special-purpose memory, special-purpose components, etc. Generally, any function performed by a computer program can be easily implemented by corresponding hardware, and the specific hardware structure used to implement the same function can also be diverse, such as analog circuits, digital circuits, or special-purpose circuits. However, for this application, software program implementation is more often the preferred implementation method. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a readable storage medium, such as a computer floppy disk, USB flash drive, mobile hard disk, ROM, RAM, magnetic disk, or optical disk, etc., and includes several instructions to cause a computer device (which may be a personal computer, training equipment, or network device, etc.) to execute the methods described in the various embodiments of this application.

[0121] In the above embodiments, implementation can be achieved, in whole or in part, through software, hardware, firmware, or any combination thereof. When implemented in software, it can be implemented, in whole or in part, as a computer program product.

[0122] The computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on a computer, all or part of the processes or functions described in the embodiments of this application are generated. The computer may be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions may be stored in a computer-readable storage medium or transmitted from one computer-readable storage medium to another. For example, the computer instructions may be transmitted from one website, computer, training device, or data center to another website, computer, training device, or data center via wired (e.g., coaxial cable, fiber optic, digital subscriber line (DSL)) or wireless (e.g., infrared, wireless, microwave, etc.) means. The computer-readable storage medium may be any available medium that a computer can store or a data storage device such as a training device or data center that integrates one or more available media. The available media may be magnetic media (e.g., floppy disks, hard disks, magnetic tapes), optical media (e.g., DVDs), or semiconductor media (e.g., solid-state drives (SSDs)).

[0123] The various embodiments in this specification are described in a related manner. Similar or identical parts between embodiments can be referred to mutually. Each embodiment focuses on describing the differences from other embodiments. In particular, the apparatus embodiments are basically similar to the method embodiments, so the description is relatively simple; relevant parts can be referred to the descriptions of the method embodiments.

[0124] It is understood that before using the technical solutions disclosed in the various embodiments of this disclosure, users should be informed of the types, scope of use, and usage scenarios of the personal information involved in this disclosure in an appropriate manner in accordance with relevant laws and regulations, and user authorization should be obtained.

[0125] The above are merely embodiments of this application and are not intended to limit the scope of this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A vehicle control method, characterized in that, The vehicle control method includes: During vehicle operation, the current throttle opening is acquired, and the target opening range within which the current throttle opening falls among multiple preset opening ranges is determined. A first control weight and a second control weight are determined corresponding to the target opening interval. The first control weight represents the degree of control of the vehicle by the driver during vehicle operation, and the second control weight represents the degree of control of the vehicle by the on-board driving system during vehicle operation. Among the multiple preset opening intervals, the larger the maximum value of the preset opening interval, the larger the corresponding first control weight and the smaller the corresponding second control weight. Based on the first control weight, the second control weight, the manual torque requirement corresponding to the current throttle opening, and the current target torque of the vehicle driving system, the vehicle torque is determined, and the vehicle is controlled according to the vehicle torque.

2. The vehicle control method according to claim 1, characterized in that, Determining the target throttle opening range within which the current throttle opening falls among multiple preset opening ranges includes: If the current throttle opening is not lower than a first preset value and a driver takeover signal is obtained, then the current throttle opening is determined to fall into a target opening range among multiple preset opening ranges, and the driver takeover signal indicates that the driver has the intention to intervene in vehicle control. If the current throttle opening is not greater than the second preset value and a driver handover signal is obtained, then the target opening interval in which the current throttle opening falls among multiple preset opening intervals is determined, the second preset value is greater than the first preset value, and the driver handover signal indicates that the driver has the intention to withdraw from vehicle control.

3. The vehicle control method according to claim 2, characterized in that, The driver takeover signal is obtained when the driver's manual torque requirement is greater than a first torque, where the first torque is the sum of the current target torque of the vehicle driving system and the vehicle hysteresis torque. The driver handover signal is obtained when the driver's manual torque requirement is less than a second torque, which is the absolute value of the difference between the current target torque of the vehicle driving system and the vehicle hysteresis torque.

4. The vehicle control method according to claim 2, characterized in that, Also includes: If the current throttle opening is not greater than the second preset value and the driver handover signal is obtained, then the vehicle's current speed is controlled to gradually approach the target speed of the on-board driving system.

5. The vehicle control method according to claim 4, characterized in that, The process of gradually controlling the vehicle's current speed to approach the target speed of the onboard driving system includes: Compare the vehicle's current speed with the target speed, and determine the direction of speed compensation based on the comparison result; A speed transition curve is generated based on the speed compensation direction, and the vehicle speed is controlled according to the speed transition curve.

6. The vehicle control method according to claim 5, characterized in that, Determining the velocity compensation direction based on the comparison results includes: If the current speed of the vehicle is greater than the target speed, then the speed compensation direction is determined to be to reduce the current speed of the vehicle; If the current speed of the vehicle is less than the target speed, then the speed compensation direction is determined to be to increase the current speed of the vehicle.

7. The vehicle control method according to claim 5, characterized in that, The step of generating a velocity transition curve according to the velocity compensation direction includes: Obtain the preset constraint parameters corresponding to the velocity compensation direction; By combining the preset constraint parameters, the speed change trajectory between the vehicle's current speed and the target speed is fitted to generate a speed transition curve.

8. The vehicle control method according to claim 4, characterized in that, Also includes: The target speed of the vehicle driving system is updated based on the vehicle's current location and environmental information.

9. The vehicle control method according to claim 1, characterized in that, The process of determining the vehicle torque based on the first control weight, the second control weight, the manually required torque corresponding to the current throttle opening, and the current target torque of the on-board driving system includes: The first control weight, the second control weight, the artificially required torque, and the current target torque are weighted and calculated, and the weighted calculation result is determined as the vehicle torque.

10. A vehicle, characterized in that, The vehicle includes a processor for implementing the vehicle control method according to any one of claims 1 to 9.

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