Vehicle control method, storage medium, controller, and vehicle

Abstract

A vehicle control method, a computer-readable storage medium, a controller, and a vehicle, the control method comprising: obtaining a current position of the vehicle and a current distance between the current position of the vehicle and a position of an intersection ahead of the vehicle; determining a target vehicle speed for the vehicle when reaching the intersection ahead; determining a first distance traveled by the vehicle in the process of decelerating from the current vehicle speed of the vehicle to the target vehicle speed under a first energy recovery operating condition; and determining a second distance traveled by the vehicle in the process of decelerating from the current vehicle speed of the vehicle to the target vehicle speed under a second energy recovery operating condition, wherein a first predetermined braking force under the first energy recovery operating condition is greater than a second predetermined braking force under the second energy recovery operating condition; and controlling the vehicle according to the current distance, the first distance, and the second distance.

Description

[Technical Field]

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS This disclosure claims priority to Chinese Patent Application No. 202310093435.4, entitled "Vehicle Control Method, Storage Medium, Controller and Vehicle," filed on January 31, 2023, the entire contents of which are incorporated herein by reference.

[0002] The present disclosure relates to the field of vehicle technology, and in particular to a vehicle control method, a computer-readable storage medium, a controller, and a vehicle. [Background technology]

[0003] When a vehicle passes through an intersection, the vehicle may need to suddenly decelerate to wait for a red light or may need to suddenly accelerate to pass through the intersection before the traffic light changes, resulting in the vehicle experiencing frequent stop-and-go operations or creating safety hazards while driving, leading to increased energy consumption and potential safety risks to surrounding pedestrians. Summary of the Invention

[0004] The present disclosure aims to solve at least to some extent one of the technical problems in the related art. To this end, an object of the present disclosure is to provide a vehicle control method, a computer-readable storage medium, a controller, and a vehicle for determining the distance between a vehicle and an intersection ahead of the vehicle by taking into account the energy recovery rate and controlling the vehicle according to the determination result, so that the vehicle does not experience frequent stop and start operations when passing through the intersection ahead, which promotes maximum energy recovery during the process of the vehicle passing through the intersection ahead.

[0005] In a first aspect, the present disclosure provides a vehicle control method comprising: obtaining a current position of a vehicle and a current distance between the current position of the vehicle and the position of an intersection ahead of the vehicle; determining a target vehicle speed for the vehicle when reaching the intersection ahead; determining a first distance that the vehicle will travel in the process of decelerating from the current vehicle speed of the vehicle to the target vehicle speed under a first energy recovery operating condition; and determining a second distance that the vehicle will travel in the process of decelerating from the current vehicle speed of the vehicle to the target vehicle speed under a second energy recovery operating condition, wherein a first predetermined braking force under the first energy recovery operating condition is greater than a second predetermined braking force under the second energy recovery operating condition; determining the first distance and the second distance; and controlling the vehicle according to the current distance, the first distance, and the second distance.

[0006] In a second aspect, the present disclosure provides a computer-readable storage medium having stored thereon a computer program, which, when executed by a processor, performs the vehicle control method described above.

[0007] In a third aspect, the present disclosure provides a controller including a memory and a processor, wherein the above-described vehicle control method is implemented when a computer program stored in the memory is executed by the processor.

[0008] In a fourth aspect, the present disclosure provides a vehicle including the controller described above.

[0009] A vehicle control method, computer-readable storage medium, controller, and vehicle according to an embodiment of the present disclosure first obtain a current position of the vehicle and a current distance between the current position of the vehicle and the position of an intersection ahead of the vehicle, secondly determine a target vehicle speed for the vehicle when reaching the intersection ahead, then determine a first distance traveled by the vehicle in the process of decelerating from the current vehicle speed to the target vehicle speed under a first energy recovery operating condition, and determine a second distance traveled by the vehicle in the process of decelerating from the current vehicle speed to the target vehicle speed under a second energy recovery operating condition, thereby controlling the vehicle according to the current distance, the first distance, and the second distance. In this way, by taking the energy recovery rate into consideration, the vehicle is controlled according to the distance between the vehicle and the intersection ahead of the vehicle, so that the vehicle does not experience frequent stop-and-start operations when passing through the intersection ahead, which promotes maximum energy recovery while the vehicle is passing through the intersection ahead.

[0010] Additional aspects and advantages of the present disclosure will be set forth in part in the description that follows, and in part will be obvious from the description, or may be learned through practice of the present disclosure. [Brief explanation of the drawings]

[0011] [Figure 1] 1 is a flowchart of a vehicle control method according to one embodiment of the present disclosure. [Figure 2(a)] 1 is a flow diagram of a vehicle control method according to certain embodiments of the present disclosure. [Figure 2(b)] 10 is a flow diagram of a vehicle control method according to another particular embodiment of the present disclosure. [Figure 3] FIG. 2 is a schematic curve diagram of vehicle movement duration and vehicle speed according to an embodiment of the present disclosure. [Figure 4] FIG. 10 is a schematic curve diagram of vehicle movement duration and vehicle speed according to another embodiment of the present disclosure. [Figure 5] FIG. 2 is a structural block diagram of a controller according to one embodiment of the present disclosure. [Figure 6]FIG. 1 is a structural block diagram of a vehicle according to one embodiment of the present disclosure. DETAILED DESCRIPTION OF THE INVENTION

[0012] DETAILED DESCRIPTION OF THE INVENTION

[0013] Specific embodiments of the present disclosure are described in detail below, examples of which are illustrated in the accompanying drawings, in which the same or similar reference numerals represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and intended to illustrate the present disclosure and should not be construed as limiting the present disclosure.

[0013] A vehicle control method, a computer-readable storage medium, a controller, and a vehicle according to certain embodiments of the present disclosure are described in detail below with reference to the accompanying drawings.

[0014] FIG. 1 is a flow chart of a vehicle control method according to one embodiment of the present disclosure.

[0015] As shown in FIG. 1, the vehicle control method includes:

[0016] S1, obtain the current position of the vehicle and the current distance between the current position of the vehicle and the position of the intersection ahead of the vehicle.

[0017] Here, the vehicle may be equipped with a navigation and positioning system, through which the current position of the vehicle may be obtained, and at the same time, map information may be obtained through the system, and the position of the intersection ahead of the vehicle may be obtained according to the map information.

[0018] Specifically, the location of the vehicle in the map information is obtained according to the current location of the vehicle, and then an intersection ahead of the vehicle can be determined according to the location of the vehicle and the navigation route of the vehicle, and the location of the intersection ahead of the vehicle can be further determined. The current distance between the vehicle and the intersection ahead of the vehicle can be calculated (such as by using the Euclidean distance formula) according to the current location of the vehicle and the location of the intersection ahead of the vehicle.

[0019] S2, determining the target vehicle speed of the vehicle when it reaches the intersection ahead.

[0020] In some embodiments, determining a target vehicle speed for the vehicle when reaching an intersection ahead comprises obtaining traffic signal information at the intersection ahead of the vehicle, obtaining a congestion level on a road ahead, and determining the target speed according to the traffic signal information and the congestion level.

[0021] Specifically, when the vehicle calculates a first distance traveled from the vehicle to an intersection ahead of the vehicle under a first energy recovery operating condition, traffic signal information (such as red or green signal information) of the intersection ahead of the vehicle can be obtained, and the congestion level of the road ahead can be obtained according to map information, and then a target vehicle speed can be determined according to the traffic signal information and the congestion level.

[0022] In some embodiments, determining the target vehicle speed according to the traffic signal information and congestion level comprises: determining the target vehicle speed as a first predetermined speed when the traffic signal information at an intersection ahead of the vehicle indicates that the vehicle is permitted to pass and the congestion level of the road ahead is high; determining the target vehicle speed as a second predetermined speed higher than the first predetermined speed when the traffic signal information at the intersection ahead of the vehicle indicates that the vehicle is permitted to pass and the congestion level of the road ahead is low; and determining the target vehicle speed as a third predetermined speed lower than the first predetermined speed when the traffic signal information at the intersection ahead of the vehicle indicates that the road ahead is closed.

[0023] Specifically, as shown in Figures 2(a) and 2(b), when the traffic signal information at the intersection ahead of the vehicle indicates that the vehicle is allowed to pass (i.e., green light), if the congestion level of the road ahead is high, the target vehicle speed V2 is determined as a first predetermined speed V22 (i.e., the vehicle's traveling speed on a congested road during the permission signal phase); otherwise, the target vehicle speed V2 is determined as a second predetermined speed V21 (i.e., the vehicle's traveling speed on a normal road during the permission signal phase), where the second predetermined speed V21 is greater than the first predetermined speed V22; when the traffic signal information at the intersection ahead of the vehicle indicates that the road ahead is closed to traffic (i.e., red light), the target vehicle speed V2 is determined as a third predetermined speed V23 (i.e., the limited vehicle speed during the prohibition signal phase), where the third predetermined speed V23 (which may be 0) is lower than the first predetermined speed V21.

[0024] S3, determining a first distance traveled by the vehicle in the process of decelerating from the vehicle's current vehicle speed to the target vehicle speed under a first energy recovery operating condition, and determining a second distance traveled by the vehicle in the process of decelerating from the vehicle's current vehicle speed to the target vehicle speed under a second energy recovery operating condition.

[0025] The first predetermined braking force under the first energy recovery operating condition is greater than the second predetermined braking force under the second energy recovery operating condition.

[0026] Specifically, a central aspect of the present disclosure is that energy recovery can be performed when the vehicle is moving during deceleration before reaching an intersection ahead of the vehicle, and energy recovery can be enabled by releasing the throttle or applying the brakes. Based on this, a first energy recovery operating condition is predefined corresponding to a braking condition. Under this operating condition, braking applied by the driver (e.g., by braking the brake pedal) or automatic assisted braking of the vehicle is required to achieve a target braking effect. During this process, the vehicle's deceleration intensity is relatively large and the vehicle's coasting distance is short, so the first target deceleration can be set accordingly large. Therefore, the above-mentioned first distance is calculated corresponding to the first energy recovery operating condition. At the same time, a second energy recovery operating condition corresponding to a condition for releasing the throttle is also predefined. Under this operating condition, the vehicle can achieve the target braking effect through coasting or adaptive energy recovery. During this process, the deceleration intensity of the vehicle is relatively small and the coasting distance of the vehicle is long, so the second target deceleration can be set small accordingly. Therefore, the above-mentioned second distance is calculated corresponding to the second energy recovery operating condition.

[0027] In some specific implementations, when calculating the first distance and the second distance, the vehicle's current vehicle speed, the above-mentioned first target deceleration, and the second target deceleration should be obtained, and traffic signal information at the intersection ahead of the vehicle, the congestion level of the road ahead, etc. should be obtained, and then the first distance and the second distance are calculated according to the vehicle's current vehicle speed, the first target deceleration, the second target deceleration, the traffic signal information, the congestion level of the road ahead, etc.

[0028] Here, the first target deceleration and the second target deceleration are respectively predetermined according to the passenger's riding comfort (which can be determined through experimentation), and when the maximum and minimum decelerations generated by the drive motor braking (without the involvement of mechanical braking) are adopted, the passenger's riding comfort can be satisfied by decelerating the vehicle at a deceleration between the first target deceleration and the second target deceleration.

[0029] S4, control the vehicle according to the current distance, the first distance, and the second distance.

[0030] Specifically, if the current distance is long, for example, equal to or greater than the second distance, i.e., if the vehicle is far from the intersection ahead of the vehicle, there is no need to brake at this time, and the vehicle can maintain its current state or move at an accelerated state. As the vehicle continues to move, the distance between the vehicle and the intersection ahead of the vehicle decreases. When the distance approaches a certain distance, such as between the second distance and the first distance, the vehicle needs to slow down to avoid an accident or a red light violation. At this point, a reminder message can be sent to prompt the driver to slow down by releasing the throttle or by actively applying moderate electric braking, and the vehicle can be controlled to recover energy during the deceleration process. If the distance between the vehicle and the intersection ahead of the vehicle becomes even closer, such as equal to or less than the first distance, this means that the vehicle is very close to the intersection ahead of the vehicle. To avoid an accident or a red light violation, the vehicle needs to slow down even further. At this point, a reminder message can be sent to the driver to slow down by pressing the brake pedal or by actively applying rational electric braking, and the vehicle can be controlled to recover energy during the deceleration process. Therefore, the energy recovery rate is taken into account in the method for determining the distance between the vehicle and the intersection ahead of the vehicle, and reminders and commands are applied to the vehicle according to the determination result, which promotes maximum energy recovery during the process of the vehicle passing through the intersection ahead of the vehicle.

[0031] In some embodiments of the present disclosure, controlling the vehicle according to the current distance, the first distance, and the second distance comprises controlling the vehicle to send a first reminder message prompting the driver to reduce an accelerator pedal stroke if the current distance is greater than the first distance and less than the second distance, and controlling the vehicle to send a second reminder message prompting the driver to initiate mechanical braking if the current distance is less than or equal to the first distance. Optionally, controlling the vehicle to maintain a current state if the current distance is greater than or equal to the second distance.

[0032] The first and second reminder messages may be provided by voice, text, or lighting information, for example, the first reminder message may be green indicator light information, and the second reminder message may be red indicator light information.

[0033] Specifically, as shown in Fig. 2(a), the current distance L1 can be obtained according to the map information and the current position of the vehicle. The first distance that the vehicle moves to the intersection in front of the vehicle under the first energy recovery operating condition is X41, and the second distance that the vehicle moves to the intersection in front of the vehicle under the second energy recovery operating condition is X42. Regardless of the reaction duration (including at least one of the first reaction duration set as the duration from the time when the vehicle sends a reminder message to the time when the driver operates the vehicle based on the reminder message, and the second reaction duration set as the duration from the time when the driver operates the vehicle based on the reminder message to the time when the vehicle starts to decelerate in response to the operation), when L1≥X42, the reminder message is not sent, and the vehicle continues to move. As shown in Figs. 3 and 4, the first reaction duration may include the duration from the time when the system sends a reminder message to the time when the driver receives the reminder message (recorded as the system operation duration S1), and the duration from the time when the driver receives the reminder message to the time when the driver performs an action (recorded as the driver reaction duration S2). The second reaction duration is recorded as S3. When X41<L1<X42, the vehicle is controlled to send a reminder message to release the throttle. As a result, the driver can operate the vehicle to decelerate by timely releasing the throttle, that is, when decelerating by releasing the throttle at this time, the vehicle can achieve the target braking effect by coasting or adaptive energy recovery. The deceleration intensity of the vehicle is relatively small, and the deceleration rate is small. When L1≤X41, the vehicle is controlled to send a braking reminder message. As a result, the driver can timely step on the brake pedal to decelerate, that is, at this time, the target braking effect can be achieved by the braking applied by the driver or moderate braking. The deceleration intensity of the vehicle is relatively large, and the deceleration rate is large.In this way, coasting distance and driving performance can be guaranteed, so that the vehicle does not experience frequent stop and go operations, which is very efficient and safe.

[0034] In another embodiment of the present disclosure, controlling the vehicle according to the current distance, the first distance, and the second distance includes obtaining a reaction duration, wherein the reaction duration includes at least one of a first reaction duration set as a duration from a time when the vehicle sends a reminder message to a time when the driver operates the vehicle based on the reminder message and a second reaction duration set as a duration from a time when the driver operates the vehicle based on the reminder message to a time when the vehicle starts to decelerate in response to the operation; obtaining an estimated mileage of the vehicle within the reaction duration according to the current vehicle speed and the reaction duration; and controlling the vehicle to send a reminder message according to the current distance, the estimated mileage, the first distance, and the second distance.

[0035] Here, controlling the vehicle to send a reminder message according to the current distance, the estimated mileage, the first distance, and the second distance may include controlling the vehicle to send a first reminder message urging the driver to reduce the accelerator pedal opening when the current distance is longer than the sum of the first distance and the estimated mileage and shorter than the sum of the second distance and the estimated mileage, and controlling the vehicle to send a second reminder message urging the driver to initiate mechanical braking when the current distance is equal to or less than the sum of the first distance and the estimated mileage.

[0036] Specifically, as shown in FIG. 2(b), the current distance L1 can be obtained according to the map information and the current position of the vehicle. The first distance that the vehicle moves to the intersection in front of the vehicle under the first energy recovery operating condition is X41, and the second distance that the vehicle moves to the intersection in front of the vehicle under the second energy recovery operating condition is X42. As shown in FIGS. 3 and 4, considering the above reaction duration, the driving distance of the vehicle within the reaction duration (i.e., the estimated driving distance) is X1 + X2 + X3. When L1 ≧ L22 and L22 = X1 + X2 + X3 + X42, the reminder message is not sent, and the vehicle continues to move. When L21 < L1 < L22 and L21 = X1 + X2 + X3 + X41, the vehicle is controlled to send a reminder message to release the throttle. As a result, the driver can operate the vehicle to decelerate by releasing the throttle in a timely manner. That is, when decelerating by releasing the throttle at this time, the vehicle can achieve the target braking effect by coasting or adaptive energy recovery. The deceleration intensity of the vehicle is relatively small, and the deceleration is small. When L1 ≦ L21, the vehicle is controlled to send a braking reminder message. As a result, the driver can step on the brake pedal to decelerate in a timely manner. That is, at this time, by the braking applied by the driver or moderate braking, the vehicle can achieve the target braking effect. The deceleration intensity of the vehicle is relatively large, and the deceleration is large. In this way, the coasting distance and driving performance can be guaranteed. As a result, the vehicle does not experience frequent stop and start operations, which is very efficient and safe.

[0037] In some embodiments of the present disclosure, the vehicle control method further includes controlling the vehicle to recover energy when it is detected that the accelerator pedal opening has decreased or when the vehicle performs mechanical braking.

[0038] Specifically, if the comparison results in a decrease in accelerator pedal depression or mechanical braking, the vehicle can be controlled to recover energy as it decelerates toward an intersection ahead of it. This ensures that as much energy as possible is recovered, ensuring both coasting distance and driving performance, while reducing energy consumption.

[0039] In some embodiments of the present disclosure, determining a first distance traveled by the vehicle in the process of decelerating from a current vehicle speed to a target vehicle speed under a first energy recovery operating condition comprises obtaining a first target deceleration rate corresponding to the first energy recovery operating condition, and obtaining the first distance according to the current vehicle speed, the target vehicle speed, and the first target deceleration rate.

[0040] Specifically, as shown in Figures 2(a), 2(b), and 3, a first target deceleration a11 and a running duration S41 corresponding to the first energy recovery operating condition are obtained. The first distance X41 is calculated according to the current vehicle speed V1, the target vehicle speed V2, and the first target deceleration a11 using the following formula: X41=(V1 2 -V2 2 ) / (2*a11) The current vehicle speed V1 refers to the speed of the vehicle when the reminder message is sent.

[0041] Specifically, when calculating X41, the relevant formula is: X41=V1*S41-1 / 2*a11*S41 2 , V1-V2=a11*S41 S41 refers to the duration corresponding to a11, and by conversion, the formula X41=(V1 2 -V2 2 ) / (2*a11) is obtained.

[0042] In some embodiments of the present disclosure, determining a second distance traveled by the vehicle in the process of decelerating from the vehicle's current vehicle speed to a target vehicle speed under a second energy recovery operating condition comprises obtaining a second target deceleration corresponding to the second energy recovery operating condition, the second target deceleration being greater than the first target deceleration; and obtaining a first distance according to the current vehicle speed, the target vehicle speed, and the second target deceleration.

[0043] Specifically, as shown in Figures 2(a), 2(b), and 4, a second target deceleration a12 and a running duration S42 corresponding to the second energy recovery operating condition are obtained, where both the values ​​of a11 and a12 are positive numbers, and a11>a12. The second distance X42 is calculated according to the current vehicle speed V1, the target vehicle speed V2, and the second target deceleration a12 using the following formula: X42=(V1 2 -V2 2 ) / (2*a12) can be obtained by

[0044] Specifically, when calculating X42, the relevant formula is: X42=V1*S42-1 / 2*a12*S42 2 , V1-V2=a12*S42 S42 refers to the duration corresponding to a12, and by conversion, the formula X42=(V12-V22) / (2*a12) is obtained.

[0045] In some embodiments of the present disclosure, the above-mentioned system operation duration, driver reaction duration, and vehicle response duration are determined according to the current vehicle speed and a predetermined correspondence relationship, a first mileage X1 is obtained according to the current vehicle speed and the system operation duration, a second mileage X2 is obtained according to the current vehicle speed and the driver reaction duration, and a third mileage X3 is obtained according to the current vehicle speed and the vehicle response duration, and the sum of the first mileage X1, the second mileage X2, and the third mileage X3 is determined to be the above-mentioned estimated mileage.

[0046] Here, the predetermined correspondence relationships include a correspondence relationship between vehicle speed and system action duration, a correspondence relationship between vehicle speed and driver reaction duration, and a correspondence relationship between vehicle speed and vehicle response duration. The above correspondence relationships can be stored in a table. The system action duration refers to the duration from when the system sends a reminder message to when the driver receives the reminder message. Table 1 shows examples of system action durations corresponding to different vehicle speeds, and the driver reaction duration refers to the duration from when the driver receives the reminder message to when the driver takes action. Table 2 shows examples of driver reaction durations corresponding to different vehicle speeds, where vehicle speed is positively correlated with the driver reaction duration. The vehicle response duration refers to the duration from when the driver takes action to when the vehicle responds to a command. Table 3 shows examples of vehicle response durations corresponding to different vehicle speeds. [Table 1] [Table 2] [Table 3]

[0047] Specifically, as shown in Figures 2(b), 3, and 4, by searching Table 1, Table 2, or Table 3, the system operation duration S1, the driver reaction duration S2, and the second reaction duration S3 can be obtained according to the current vehicle speed V1. During S1, S2, or S3, the vehicle can be assumed to be moving at a constant speed. The first mileage X1 can be obtained by the formula X1 = V1 * S1, the second mileage X2 can be obtained by the formula X2 = V1 * S2, and the third mileage X3 can be obtained by the formula X3 = V1 * S3.

[0048] In summary, in a vehicle control method according to a specific embodiment of the present disclosure, the current distance between the vehicle and an intersection ahead of the vehicle is determined by taking into account the energy recovery rate, and if the current distance is longer than a first distance but shorter than a second distance, the vehicle is controlled to send a first reminder message prompting the driver to reduce the accelerator pedal stroke, and if the current distance is equal to or shorter than the first distance, the vehicle is controlled to send a second reminder message prompting the driver to initiate mechanical braking, and the vehicle can be controlled to recover energy during the deceleration process. Therefore, by recovering as much energy as possible, both coasting distance and driving performance can be guaranteed, which is very efficient and safe.

[0049] According to the vehicle control method of the above embodiment, the present disclosure provides a computer-readable storage medium.

[0050] In this embodiment, a computer program is stored on a computer-readable storage medium, and the vehicle control method of the above embodiment is implemented when the computer program is executed by a processor.

[0051] FIG. 5 is a structural block diagram of a controller according to one embodiment of the present disclosure.

[0052] 5, the controller 500 includes a processor 501 and a memory 503. The processor 501 and the memory 503 are connected via a bus 502 or the like. Optionally, the controller 500 may also include a transceiver 504. It should be noted that in practical applications, the number of transceivers 504 is not limited to one, and the structure of the controller 500 does not impose any limitations on the embodiments of the present disclosure.

[0053] The processor 501 may be a CPU (Central Processing Unit), a general-purpose processor, a DSP (Digital Signal Processor), an ASIC (Application Specific Integrated Circuit), an FPGA (Field Programmable Gate Array), or other programmable or transistor logic device, or hardware component, or any combination thereof. The processor 501 may implement or execute various exemplary logic blocks, logic modules, and logic circuits described in the foregoing embodiments. The processor 501 may also be a combination capable of performing computational functions, such as a combination of one or more microprocessors, a combination of a DSP and a microprocessor, or the like.

[0054] The bus 502 may provide a path for transmitting information between the above components. The bus 502 may be a PCI (Peripheral Component Interconnect) bus or an EISA (Extended Industry Standard Architecture) bus. The bus 502 may be divided into an address bus, a data bus, a control bus, etc. For convenience of illustration, only one thick line is used in FIG. 5, but this does not mean that there is only one bus or only one type of bus.

[0055] The memory 503 is adapted to store a computer program corresponding to the vehicle control method according to the above-mentioned embodiment of the present disclosure, and the computer program is controlled and executed by the processor 501. The processor 501 is adapted to execute the computer program stored in the memory 503 to implement the contents described in the above-mentioned method embodiment. The controller 500 shown in FIG. 5 is merely an example and does not impose any limitation on the functionality and application of the embodiment of the present disclosure.

[0056] FIG. 6 is a structural block diagram of a vehicle according to one embodiment of the present disclosure.

[0057] As shown in FIG. 6, a vehicle 600 includes the controller 500 described in the above embodiment.

[0058] Vehicles according to embodiments of the present disclosure can ensure both coasting distance and driving performance by recovering as much energy as possible through the controller described above, which is very efficient and safe.

[0059] It should be noted that the logic and / or steps represented in the flowcharts or otherwise described herein may be considered, for example, as the recitation of a computer-executable sequence for performing logical functions, and in particular may be embodied in any computer-readable medium executable by or in combination with an instruction execution system, device, or apparatus (such as a computer-based system, a system including a processor, or other system that can fetch instructions from and execute instructions from an instruction execution system, device, or apparatus). For purposes of this specification, a "computer-readable medium" may be any device that can store, store, communicate, distribute, or transmit a program executable by or in combination with an instruction execution system, device, or apparatus. More specific examples (non-exhaustive list) of computer-readable media include an electrical connection having one or more wires (an electronic device), a portable computer disk box (a magnetic device), random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), fiber optic devices, and portable compact disk read-only memory (CD-ROM). In addition, a computer-readable medium can also be paper or other suitable medium on which a program is printed, since the program can be obtained electronically, for example, by optically scanning paper or other medium and then editing, interpreting, or otherwise processing as needed, and the program can then be stored in computer memory.

[0060] It will be understood that various components of the present disclosure may be implemented by hardware, software, firmware, or a combination thereof. In the above-described embodiments, several steps or methods may be performed by software or firmware stored in a memory and executed by a suitable instruction execution system. For example, when implemented through hardware, as in another embodiment, the implementation may be performed by any one or combination of the following techniques well known in the art: discrete logic circuits provided with logic gate circuits for implementing logical functions on data signals, dedicated integrated circuits provided with a suitable combination of logic gate circuits, programmable gate arrays (PGAs), field programmable gate arrays (FPGAs), etc.

[0061] In the description herein, the use of the terms "one embodiment," "some embodiments," "example," "particular example," or "some examples" means that the particular feature, structure, material, or characteristic described in connection with an embodiment or example is included in at least one embodiment or example of the present disclosure. In this specification, general references to the above terms do not necessarily refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

[0062] In describing the present disclosure, terms such as "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," "circumferential," and the like, indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, are used solely for convenience and simplicity of description of the present disclosure, and do not suggest or imply that the devices or elements referred to have a particular orientation or must be constructed and operated in a particular orientation, and therefore should not be understood as limiting the present disclosure.

[0063] Additionally, the terms "first" and "second" are used for descriptive purposes only and should not be understood as suggesting or implying relative importance or the number of corresponding technical features. Thus, a feature defined as "first" or "second" can explicitly or implicitly include at least one of the features. In the description of this disclosure, "plurality" means two or more, such as two, three, etc., unless otherwise clearly and specifically limited.

[0064] In this disclosure, terms such as "mounted," "connected," "connected," and "fixed" should be understood in a broad sense unless explicitly defined or specified, for example, unless clearly defined, they may refer to a fixed connection, a detachable connection, or an integrated connection, a mechanical connection or an electrical connection, a direct connection or an indirect connection via an intermediate medium, an internal connection between two elements, or an interactive relationship between two elements. Those skilled in the art may understand the specific meanings of the above terms in this disclosure depending on the specific circumstances.

[0065] In this disclosure, unless otherwise expressly defined or specified, a first feature being "above" or "below" a second feature means that the first feature is in direct contact with the second feature or that the first feature is in indirect contact with the second feature via an intermediate medium. Furthermore, a first feature being "above," "over," or "up" a second feature means that the first feature is directly above or diagonally above the second feature, or simply means that the height of the first feature is higher than the height of the second feature. A first feature being "below," "under," or "down" a second feature means that the first feature is directly below or diagonally below the second feature, or simply means that the height of the first feature is lower than the height of the second feature.

[0066] Although the embodiments of the present disclosure have been shown and described above, it should be understood that the above embodiments are illustrative and should not be construed as limiting the present disclosure. Those skilled in the art may change, modify, substitute, and vary the above embodiments within the scope of the present disclosure.

Claims

1. obtaining a current position of a vehicle and a current distance between the current position of the vehicle and a position of an intersection ahead of the vehicle; determining a target vehicle speed for the vehicle when reaching the intersection ahead; determining a first distance traveled by the vehicle while decelerating from a current vehicle speed of the vehicle to the target vehicle speed under a first energy recovery operating condition, and determining a second distance traveled by the vehicle while decelerating from a current vehicle speed of the vehicle to the target vehicle speed under a second energy recovery operating condition, wherein a first predetermined braking force under the first energy recovery operating condition is greater than a second predetermined braking force under the second energy recovery operating condition; controlling the vehicle according to the current distance, the first distance, and the second distance; A vehicle control method comprising:

2. controlling the vehicle according to the current distance, the first distance, and the second distance; controlling the vehicle to send a first reminder message to a driver to decrease an accelerator pedal stroke if the current distance is greater than the first distance and less than the second distance; controlling the vehicle to send a second reminder message to a driver to initiate mechanical braking if the current distance is less than or equal to the first distance; The vehicle control method according to claim 1 , comprising:

3. 3. The vehicle control method of claim 2, further comprising controlling the vehicle to recover energy when a decrease in accelerator pedal depression is detected or the vehicle performs mechanical braking.

4. Determining a first distance traveled by the vehicle while decelerating from the current vehicle speed to the target vehicle speed under a first energy recovery operating condition; Obtaining a first target deceleration rate corresponding to the first energy recovery operating condition; obtaining the first distance according to the current vehicle speed, the target vehicle speed, and the first target deceleration; The vehicle control method according to claim 1 , further comprising:

5. Determining a second distance traveled by the vehicle while decelerating from the current vehicle speed to the target vehicle speed under a second energy recovery operating condition; obtaining a second target deceleration corresponding to the second energy recovery operating condition, the second target deceleration being less than the first target deceleration; obtaining the second distance according to the current vehicle speed, the target vehicle speed, and the second target deceleration; The vehicle control method according to claim 4, comprising:

6. determining a target vehicle speed for the vehicle when reaching the intersection ahead; Obtaining traffic signal information at the intersection ahead of the vehicle and obtaining a congestion level of the road ahead; determining the target speed according to the traffic signal information and the congestion level; The vehicle control method according to claim 1 , further comprising:

7. determining the target vehicle speed according to the traffic signal information and the congestion level; When the traffic signal information at the intersection ahead of the vehicle indicates that the vehicle is allowed to pass, if the congestion level of the road ahead is high, determining the target vehicle speed as a first predetermined speed; When the traffic signal information at the intersection ahead of the vehicle indicates that the vehicle is allowed to pass, if the congestion level of the road ahead is low, determining the target vehicle speed as a second predetermined speed that is higher than the first predetermined speed; determining the target vehicle speed as a third predetermined speed lower than the first predetermined speed when the traffic signal information at the intersection ahead of the vehicle indicates that the road ahead is closed to traffic; The vehicle control method according to claim 6, comprising:

8. controlling the vehicle according to the current distance, the first distance, and the second distance; acquiring a reaction duration, the reaction duration including at least one of a first reaction duration set as a duration from a time when the vehicle transmits a reminder message to a time when a driver operates the vehicle based on the reminder message, and a second reaction duration set as a duration from a time when a driver operates the vehicle based on the reminder message to a time when the vehicle starts to decelerate in response to the operation; Obtaining an estimated travel distance of the vehicle within the reaction time according to the current vehicle speed and the reaction time; controlling the vehicle to send a reminder message according to the current distance, the estimated distance traveled, the first distance, and the second distance; The vehicle control method according to claim 1 , comprising:

9. controlling the vehicle to send a reminder message according to the current distance, the estimated distance traveled, the first distance, and the second distance; controlling the vehicle to send a first reminder message to prompt a driver to reduce an accelerator pedal depression when the current distance is greater than the sum of the first distance and the estimated mileage and less than the sum of the second distance and the estimated mileage; controlling the vehicle to send a second reminder message to a driver to initiate mechanical braking if the current distance is less than or equal to the sum of the first distance and the estimated mileage; The vehicle control method according to claim 8, comprising:

10. The method further comprises calculating the first distance using the formula: X41=(V1 ２ -V2 ２ ) / (2*a11) and further comprising obtaining the 6. The vehicle control method according to claim 4, wherein X41 indicates the first distance, V1 indicates the current vehicle speed, V2 indicates the target vehicle speed, and a11 indicates the first target deceleration.

11. A computer-readable storage medium having a computer program stored thereon, the computer program causing a vehicle control method according to any one of claims 1 to 10 to be implemented when executed by a processor.

12. A controller comprising a processor and a memory, wherein the vehicle control method according to any one of claims 1 to 10 is implemented when a computer program stored in the memory is executed by the processor.

13. A vehicle comprising the controller of claim 12.

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