Vehicle control method and apparatus, device, and storage medium

Abstract

A vehicle control method and apparatus, a device, and a storage medium. The vehicle control method comprises: on the basis of an actual torque and an actual acceleration in a current control period, determining whether a vehicle is in a driving state or a braking state in the current control period; when the vehicle is not in an intervention state in first N-1 control periods, if a first condition or a second condition is met, determining that the vehicle enters the intervention state starting from the current control period; when the vehicle is in the intervention state in first M control periods, if a third condition or a fourth condition is met, determining that the vehicle exits the intervention state starting from the current control period; and if the vehicle is in the intervention state in the current control period, determining a second request torque in the current control period on the basis of a first related parameter, and sending the second request torque to an execution unit for longitudinal control.

Description

Vehicle control methods, devices, equipment and storage media Cross-reference to related applications

[0001] This application claims priority to Chinese patent application No. 202410803739.X, filed on June 20, 2024, the entire contents of which are incorporated herein by reference. Technical Field

[0002] This disclosure relates to a vehicle control method, apparatus, device, and storage medium. Background Technology

[0003] With the development of electric and intelligent vehicles, vehicle configurations and functions are becoming increasingly rich. Adaptive cruise control, as a mainstream intelligent driving assistance function, is gradually being configured in vehicles.

[0004] Adaptive cruise control faces a variety of driving scenarios, such as acceleration, deceleration, other vehicles cutting in and out, and driver intervention. The control methods differ for each scenario, and switching between them can lead to changes in control, resulting in jerky or uneven vehicle control. Therefore, it is necessary to provide a method that allows for smooth transitions between different driving scenarios. Summary of the Invention

[0005] This application provides a vehicle control method, device, equipment, and storage medium, which can solve the technical problem in the prior art where vehicle jerking occurs due to driver intervention during adaptive cruise control.

[0006] In a first aspect, embodiments of this application provide a vehicle control method, the vehicle control method comprising:

[0007] When the vehicle activates the adaptive cruise control function, it determines whether the vehicle is in driving or braking state in the current control cycle based on the actual torque and actual acceleration of the current control cycle. The actual torque is the actual driving torque or the actual braking torque.

[0008] If the vehicle is not in an intervention state during the current N-1 control cycles, and the first condition or the second condition is met, then the vehicle is determined to enter the intervention state starting from the current control cycle. The first condition includes that the vehicle has been in a driving state during the most recent N control cycles and the first requested torque is greater than or equal to the actual driving torque. The second condition includes that the vehicle has been in a braking state during the most recent N control cycles and the first requested torque is greater than zero. The first requested torque is the driving torque determined based on the accelerator pedal opening, and N > 1.

[0009] If the vehicle is in an intervention state during the current M control cycles, and either the third or fourth condition is met, then the vehicle is determined to exit the intervention state starting from the current control cycle. The third condition includes the vehicle being in a driving state during the previous M control cycles and the first requested torque being less than the actual driving torque; the fourth condition includes the vehicle being in a braking state during the previous M control cycles and the first requested torque being zero, where M ≥ 1.

[0010] If the vehicle is in an intervention state during the current control cycle, the second requested torque for the current control cycle is determined based on the first relevant parameter, and the second requested torque is sent to the longitudinal control execution unit. The first relevant parameter includes the actual torque and the first requested torque for the current control cycle, and the absolute value of the difference between the second requested torque and the actual torque is less than or equal to the absolute value of the difference between the first requested torque and the actual torque.

[0011] Furthermore, the intervention state that meets the first condition is defined as the first intervention state;

[0012] When the vehicle is in the first intervention state during the current control cycle, determining the second requested torque for the current control cycle based on the first relevant parameters includes:

[0013] The first transition value is determined based on the difference between the first requested torque and the actual driving torque of the current control cycle. The sum of the first transition value and the actual driving torque of the current control cycle is determined as the second requested torque of the current control cycle. The first transition value is positively correlated with the difference between the first requested torque and the actual driving torque.

[0014] Furthermore, the intervention state that meets the second condition is defined as the second intervention state;

[0015] The vehicle control method further includes:

[0016] If the vehicle enters the second intervention state from the current control cycle, the maximum value of the accelerator pedal opening change rate in the most recent X control cycles is recorded as the urgency value of the current second intervention state, where X > N;

[0017] When the vehicle is in the second intervention state during the current control cycle, determining the second requested torque for the current control cycle based on the first relevant parameters includes:

[0018] If the vehicle is braking during the current control cycle, a second transition value is determined based on the difference between the first requested torque and the actual braking torque of the current control cycle, as well as the urgency level value. The sum of the second transition value and the actual braking torque of the current control cycle is determined as the second requested torque of the current control cycle. The second transition value is positively correlated with the difference between the first requested torque and the actual braking torque, as well as the urgency level value.

[0019] If the vehicle is in driving mode during the current control cycle, the third transition value is determined based on the first requested torque and the urgency value of the current control cycle. The sum of the third transition value and the actual driving torque of the current control cycle is determined as the second requested torque of the current control cycle. The third transition value is positively correlated with the first requested torque and the urgency value.

[0020] Furthermore, the vehicle control method also includes:

[0021] If the vehicle exits the intervention state at the beginning of the current control cycle, and the absolute value of the difference between the third requested torque and the actual torque in the current control cycle is greater than the takeover transition threshold, then the vehicle is determined to enter the takeover transition state at the beginning of the current control cycle. The third requested torque is the torque requested by the adaptive cruise control function.

[0022] When the vehicle is in the takeover transition state during the current control cycle, if either the fifth or sixth condition is met, the vehicle is determined to exit the takeover transition state at the start of the current control cycle. The fifth condition includes that the absolute value of the difference between the third requested torque and the actual torque in the current control cycle is less than or equal to the takeover transition threshold. The sixth condition includes that the vehicle enters the intervention state at the start of the current control cycle.

[0023] If the vehicle is in a takeover transition state during the current control cycle, the fourth requested torque for the current control cycle is determined based on the second relevant parameters, and the fourth requested torque is sent to the longitudinal control execution unit. The second relevant parameters include the actual torque and the third requested torque for the current control cycle, and the absolute value of the difference between the fourth requested torque and the actual torque is less than or equal to the absolute value of the difference between the third requested torque and the actual torque.

[0024] Furthermore, if the vehicle is in a driving state during the control cycle that begins to enter the takeover transition state, and the third requested torque is a driving torque, then the takeover transition state is defined as the first takeover transition state.

[0025] When the vehicle is in the first takeover transition state during the current control cycle, determining the fourth requested torque for the current control cycle based on the second relevant parameters includes:

[0026] The fourth transition value is determined based on the difference between the third requested torque and the actual driving torque of the current control cycle. The sum of the fourth transition value and the actual driving torque of the current control cycle is determined as the fourth requested torque of the current control cycle. The fourth transition value is positively correlated with the difference between the third requested torque and the actual driving torque.

[0027] Furthermore, if the vehicle is in a driving state during the control cycle that begins to enter the takeover transition state, and the third requested torque is a braking torque, then the takeover transition state is defined as the second takeover transition state.

[0028] When the vehicle is in the second takeover transition state during the current control cycle, determining the fourth requested torque for the current control cycle based on the second relevant parameters includes:

[0029] The fifth transition value is determined based on the third requested torque of the current control cycle. The sum of the fifth transition value and the actual braking torque of the current control cycle is determined as the fourth requested torque of the current control cycle. The fifth transition value is positively correlated with the third requested torque.

[0030] Furthermore, determining whether the vehicle is in a driving or braking state in the current control cycle based on the actual torque and actual acceleration of the current control cycle includes:

[0031] If the actual driving torque in the current control cycle is greater than the first torque threshold, and the actual acceleration is greater than the first speed threshold, then the vehicle is determined to be in a driving state in the current control cycle; and

[0032] If the actual braking torque of the current control cycle is less than the second torque threshold and the actual acceleration is less than the second speed threshold, then the vehicle is determined to be in a braking state during the current control cycle.

[0033] Secondly, embodiments of this application also provide a vehicle control method, the vehicle control method comprising:

[0034] When the vehicle activates the adaptive cruise control function, in each control cycle, the driving state of the vehicle in the control cycle is determined based on the actual torque and actual acceleration of the control cycle. The driving state includes driving state or braking state, and the actual torque is the actual driving torque or the actual braking torque.

[0035] For any target cycle within each control cycle, the control state of the vehicle in the target cycle is determined based on the vehicle's driving state and control state in each control cycle preceding the target cycle. This control state includes whether the vehicle is in an intervention state, and...

[0036] If the vehicle is in an intervention state during the target cycle, a second requested torque for the target cycle is determined based on the first relevant parameter, and the second requested torque is sent to the longitudinal control execution unit. The first relevant parameter includes the actual torque and the first requested torque of the target cycle, and the absolute value of the difference between the second requested torque and the actual torque is less than or equal to the absolute value of the difference between the first requested torque and the actual torque.

[0037] Thirdly, embodiments of this application also provide a vehicle control device, the vehicle control device comprising:

[0038] The first judgment module is used to determine whether the vehicle is in a driving state or a braking state in the current control cycle based on the actual torque and actual acceleration when the vehicle activates the adaptive cruise control function. The actual torque is the actual driving torque or the actual braking torque.

[0039] The second judgment module is used to determine that the vehicle will enter the intervention state from the current control cycle if the first condition or the second condition is met when the vehicle is not in the intervention state in the current N-1 control cycles. The first condition includes that the vehicle is in the driving state and the first requested torque is greater than or equal to the actual driving torque in the most recent N control cycles. The second condition includes that the vehicle is in the braking state and the first requested torque is greater than zero in the most recent N control cycles. The first requested torque is the driving torque determined according to the accelerator pedal opening, and N>1.

[0040] The third judgment module is used to determine whether the vehicle exits the intervention state from the current control cycle if either the third or fourth condition is met during the current M control cycles when the vehicle is in an intervention state. The third condition includes the vehicle being in a driving state during the previous M control cycles and the first requested torque being less than the actual driving torque; the fourth condition includes the vehicle being in a braking state during the previous M control cycles and the first requested torque being zero, where M ≥ 1.

[0041] An intervention control module is used to determine a second requested torque for the current control cycle based on a first relevant parameter if the vehicle is in an intervention state during the current control cycle, and send the second requested torque to the longitudinal control execution unit. The first relevant parameter includes the actual torque and the first requested torque for the current control cycle, and the absolute value of the difference between the second requested torque and the actual torque is less than or equal to the absolute value of the difference between the first requested torque and the actual torque.

[0042] Fourthly, embodiments of this application also provide a vehicle control device, the vehicle control device comprising:

[0043] The first judgment module is used to determine the vehicle in each control cycle based on the actual torque and actual acceleration of the control cycle when the vehicle activates the adaptive cruise control function. The driving state includes driving state or braking state, the actual torque is the actual driving torque or the actual braking torque, and the control state includes whether the vehicle is in an intervention state.

[0044] The second judgment module is used to determine the control state of the vehicle in the target period based on the vehicle's driving state in each control period preceding the target period, for any target period in each control cycle; and

[0045] An intervention control module is used to determine a second requested torque for the target period based on a first relevant parameter if the vehicle is in an intervention state during the target period, and to send the second requested torque to the longitudinal control execution unit. The first relevant parameter includes the actual torque and the first requested torque for the target period, and the absolute value of the difference between the second requested torque and the actual torque is less than or equal to the absolute value of the difference between the first requested torque and the actual torque.

[0046] Fifthly, embodiments of this application also provide a vehicle control device, the vehicle control device including a processor, a memory, and a vehicle control program stored in the memory and executable by the processor, wherein when the vehicle control program is executed by the processor, it implements the steps of the above-described vehicle control method.

[0047] Fourthly, embodiments of this application also provide a storage medium storing a vehicle control program, wherein when the vehicle control program is executed by a processor, it implements the steps of the above-described vehicle control method.

[0048] In this application, the longitudinal motion state of the vehicle is determined based on the actual torque and actual acceleration for each control cycle. Different intervention judgment conditions are set for the driving state and braking state respectively to accurately identify the time when the vehicle enters and exits the intervention state. For any target cycle among multiple control cycles, when the vehicle is in the intervention state, the second requested torque for each control cycle of the target cycle is determined based on at least the current first requested torque and the actual torque. The absolute value of the difference between the second requested torque and the actual torque is less than or equal to the absolute value of the difference between the first requested torque and the actual torque. The second requested torque is then sent to the longitudinal control execution unit. After multiple control cycles, the actual torque gradually reaches the first requested torque. Compared with the control method of directly sending the first requested torque to the longitudinal control execution unit after entering the intervention state, the transition is smoother. This application ensures a smooth and comfortable transition between adaptive cruise control and driver-take-over control, providing users with a better driving experience. Attached Figure Description

[0049] Figure 1 is a schematic flowchart of a vehicle control method according to some embodiments of this application;

[0050] Figure 2 is a functional module diagram of a vehicle control device according to some embodiments of the present application; and

[0051] Figure 3 is a schematic diagram of the hardware structure of the vehicle control device involved in the embodiment of this application.

[0052] The purpose, features, and advantages of this disclosure will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0053] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present application.

[0054] To make the objectives, technical solutions, and advantages of this application clearer, the embodiments of this application will be described in further detail below with reference to the accompanying drawings.

[0055] Firstly, a vehicle control method is provided according to embodiments of this application.

[0056] Figure 1 shows a flowchart of a vehicle control method according to an embodiment of this application.

[0057] Referring to Figure 1, in some embodiments, the vehicle control method includes steps S11 to S14.

[0058] S11. When the vehicle activates the adaptive cruise control function, the system determines whether the vehicle is in a driving or braking state in the current control cycle based on the actual torque and actual acceleration of the current control cycle. The actual torque is either the actual driving torque or the actual braking torque.

[0059] In this embodiment, each control cycle when the vehicle activates the adaptive cruise control function determines whether the vehicle is in a driving state or a braking state, which serves as the basis for all subsequent judgment operations.

[0060] For example, the actual braking torque is calculated based on the master cylinder pressure signal from the intelligent integrated brake control unit, using the following formula:

[0061] T Brk=F Plg·CP

[0062] Where TBrk is the actual braking torque, FPlg is the main cylinder pressure, and CP is the vehicle braking coefficient, which is related to the braking system.

[0063] The actual driving torque is calculated based on the motor torque signal sent by the power domain control unit, using the following formula:

[0064] T Drv=∑T Mot·fac whl

[0065] Where T Drv is the actual driving torque, T Mot is the motor end torque, and fac whl is the coefficient for converting the motor end torque to the wheel end. When calculating the driving torque, the results of multiple motors need to be summed.

[0066] The actual acceleration of the vehicle is calculated based on the wheel speed signals emitted by the intelligent integrated braking control unit.

[0067] Furthermore, the step of determining whether the vehicle is in a driving or braking state in the current control cycle based on the actual torque and actual acceleration of the current control cycle includes:

[0068] If the actual driving torque of the current control cycle is greater than the first torque threshold and the actual acceleration is greater than the first speed threshold, then the vehicle is determined to be in a driving state in the current control cycle.

[0069] If the actual braking torque of the current control cycle is less than the second torque threshold and the actual acceleration is less than the second speed threshold, then the vehicle is determined to be in a braking state during the current control cycle.

[0070] It should be noted that, for ease of calculation, torque is represented by numerical symbols in this article. A positive torque indicates driving torque, and a negative torque indicates braking torque. Acceleration is represented by numerical symbols to indicate direction. A positive acceleration indicates the forward direction, i.e., vehicle acceleration, and a negative acceleration indicates the opposite direction, i.e., vehicle deceleration.

[0071] It should be noted that the first torque threshold, the first speed threshold, the second torque threshold, and the second speed threshold should be set reasonably so that after the above judgment, the vehicle is either in a driving state or in a braking state.

[0072] S12. If the vehicle is not in an intervention state during the current N-1 control cycles, and the first condition or the second condition is met, then the vehicle is determined to enter the intervention state from the current control cycle. The first condition includes that the vehicle has been in a driving state during the most recent N control cycles and the first requested torque is greater than or equal to the actual driving torque. The second condition includes that the vehicle has been in a braking state during the most recent N control cycles and the first requested torque is greater than zero. The first requested torque is the driving torque determined based on the accelerator pedal opening, and N > 1.

[0073] If the vehicle is in intervention mode during the current M control cycles, and the third or fourth condition is met, the vehicle is determined to exit intervention mode starting from the current control cycle. The third condition includes the vehicle being in driving mode during the previous M control cycles and the first requested torque being less than the actual driving torque. The fourth condition includes the vehicle being in braking mode during the previous M control cycles and the first requested torque being zero, where M ≥ 1. If the vehicle is not in intervention mode during the current N-1 control cycles, and the first or second condition is met, the vehicle is determined to enter intervention mode starting from the current control cycle. The first condition includes the vehicle being in driving mode during the most recent N control cycles and the first requested torque being greater than or equal to the actual driving torque. The second condition includes the vehicle being in braking mode during the most recent N control cycles and the first requested torque being greater than zero. The first requested torque is the driving torque determined based on the accelerator pedal opening, where N > 1.

[0074] In this embodiment, when the driver presses the accelerator pedal, a change in the accelerator pedal opening can be detected. The larger the accelerator pedal opening, the greater the driving torque requested by the driver. This document defines the driving torque requested by the driver as the first requested torque.

[0075] In step S12, when determining whether to enter an intervention state, the requirements for the magnitude of the first requested torque differ between the driving and braking states. Entering the intervention state in the driving state requires the first requested torque to be greater than or equal to the actual driving torque, indicating that the driver wishes to maintain the current driving torque or further increase the driving torque. Entering the intervention state in the braking state requires the first requested torque to be greater than zero, indicating that the driver wishes to switch from the braking state to the driving state.

[0076] Optionally, the first requested torque can be obtained by performing a one-dimensional lookup table on the accelerator pedal opening.

[0077] It should be noted that the adaptive cruise control function will be turned off when the driver presses the brake pedal. Therefore, this does not fall under the category of driver intervention during the activation of the adaptive cruise control function discussed in this article.

[0078] S13. If the vehicle is in the intervention state during the current M control cycles, and the third or fourth condition is met, then the vehicle is determined to exit the intervention state from the current control cycle. The third condition includes that the vehicle was in the driving state during the previous M control cycles and the first requested torque was less than the actual driving torque. The fourth condition includes that the vehicle was in the braking state during the previous M control cycles and the first requested torque was equal to zero. M≥1.

[0079] Corresponding to step S12, step S13, when determining whether to exit the intervention state, has different requirements for the magnitude of the first requested torque for the driving state and the braking state. In the driving state, exiting the intervention state requires the first requested torque to be less than the actual driving torque. In the braking state, exiting the intervention state requires the first requested torque to be equal to zero.

[0080] Considering that the driver intervention frequency is low during the activation of adaptive cruise control, N>1 is set. By analyzing the signals of multiple consecutive control cycles, the driver's misoperation is avoided from being identified as intervention.

[0081] Optionally, 1≤M<N. This setting makes the judgment of entering the intervention state more stringent than the judgment of exiting the intervention state, which is consistent with the rule that the duration of driver intervention is relatively short and helps to improve the accuracy of the intervention state judgment.

[0082] It should be noted that in this embodiment, the determination of the intervention state is not based on a uniform condition to determine whether each control cycle is in an intervention state, but rather on the entry and exit times of the intervention state. The intervention state exists between the entry and exit times.

[0083]

[0084] For example, when the adaptive cruise control function is first activated, the vehicle is not in an intervention state by default, N=5, M=2, and it is not in an intervention state for at least the first to fourth control cycles. Step S12 can be executed starting from the fifth control cycle. Assuming that step S12 determines that the vehicle enters an intervention state starting from the tenth control cycle, it is in an intervention state for at least the tenth and eleventh control cycles. Step S13 can be executed starting from the twelfth control cycle. Step S13 determines that the vehicle exits the intervention state starting from the twentieth control cycle, and it is not in an intervention state for at least the twentieth to the twentieth control cycle, and so on.

[0085] S14. If the vehicle is in an intervention state during the current control cycle, the second requested torque for the current control cycle is determined according to the first relevant parameter, and the second requested torque is sent to the longitudinal control execution unit. The first relevant parameter includes the actual torque and the first requested torque for the current control cycle, and the absolute value of the difference between the second requested torque and the actual torque is less than or equal to the absolute value of the difference between the first requested torque and the actual torque.

[0086] In this embodiment, the first requested torque is not directly sent to the longitudinal control execution unit. Instead, the first requested torque and the actual torque are analyzed to obtain the second requested torque. The absolute value of the difference between the second requested torque and the actual torque is less than or equal to the absolute value of the difference between the first requested torque and the actual torque. After multiple control cycles, the actual torque gradually reaches the first requested torque. Each adjustment is kept at a relatively low level, and the transition is smoother.

[0087] For example, the longitudinal control execution unit includes a power domain control unit and an intelligent integrated braking control unit. The requested torque is sent to the power domain control unit when it is a driving torque, and to the intelligent integrated braking control unit when it is a braking torque.

[0088] Therefore, in this embodiment, the longitudinal motion state of the vehicle is determined based on the actual torque and actual acceleration for each control cycle. Different intervention judgment conditions are set for the driving state and braking state respectively to accurately identify the time when the vehicle enters and exits the intervention state. When the vehicle is in the intervention state, the second requested torque for each control cycle is determined based on at least the current first requested torque and the actual torque. The absolute value of the difference between the second requested torque and the actual torque is less than or equal to the absolute value of the difference between the first requested torque and the actual torque. The second requested torque is then sent to the longitudinal control execution unit. After multiple control cycles, the actual torque gradually reaches the first requested torque. Compared with the control method of directly sending the first requested torque to the longitudinal control execution unit after entering the intervention state, the transition is smoother. Through this embodiment, the smooth and comfortable switching between adaptive cruise control and driver takeover control is ensured, providing users with a better driving experience.

[0089] Furthermore, the intervention state that meets the first condition is defined as the first intervention state;

[0090] When the vehicle is in the first intervention state during the current control cycle, the step of determining the second requested torque for the current control cycle based on the first relevant parameters includes:

[0091] The first transition value is determined based on the difference between the first requested torque and the actual driving torque of the current control cycle. The sum of the first transition value and the actual driving torque of the current control cycle is determined as the second requested torque of the current control cycle. The first transition value is positively correlated with the difference between the first requested torque and the actual driving torque.

[0092] In this embodiment, the first intervention state represents the driver's desire to maintain the current driving torque or further increase the driving torque. In the intervention state, the vehicle is always in driving mode, and the control situation is relatively simple. The first relevant parameters include the first requested torque and the actual driving torque of the cycle. By setting the first transition value to be positively correlated with the difference between the first requested torque and the actual driving torque, the focus is on rapid acceleration when the difference is large, and on ensuring smooth acceleration when the difference is small.

[0093] Optionally, the first transition value can be obtained by performing a one-dimensional lookup table on the difference between the first requested torque and the actual driving torque.

[0094] Furthermore, the intervention state that meets the second condition is defined as the second intervention state;

[0095] The adaptive cruise driver intervention control method also includes:

[0096] The maximum value of the accelerator pedal opening change rate in the most recent X control cycles is recorded as the urgency value of this second intervention state, where X > N;

[0097] When the vehicle is in the second intervention state during the current control cycle, determining the second requested torque for the current control cycle based on the first relevant parameters includes:

[0098] If the vehicle is braking during the current control cycle, a second transition value is determined based on the difference between the first requested torque and the actual braking torque of the current control cycle, as well as the urgency level value. The sum of the second transition value and the actual braking torque of the current control cycle is determined as the second requested torque of the current control cycle. The second transition value is positively correlated with the difference between the first requested torque and the actual braking torque, as well as the urgency level value.

[0099] If the vehicle is in driving mode during the current control cycle, the third transition value is determined based on the first requested torque and the urgency value of the current control cycle. The sum of the third transition value and the actual driving torque of the current control cycle is determined as the second requested torque of the current control cycle. The third transition value is positively correlated with the first requested torque and the urgency value.

[0100] In this embodiment, the second intervention state represents the driver's desire to change from braking to driving. In the intervention state, the vehicle needs to switch from braking to driving, and the control situation is relatively complex. An emergency level value is additionally introduced in the first relevant parameter. The emergency level value is the maximum value of the rate of change of accelerator pedal opening in the most recent X control cycles when entering the second intervention state. It can be understood that the driver has usually pressed the accelerator pedal to the full position during the time period corresponding to the N control cycles that meet the first condition. Therefore, X > N is set to collect the speed at which the driver presses the accelerator pedal.

[0101] When the vehicle is in braking state during the current control cycle, the first relevant parameters include the first requested torque, the actual braking torque, and the urgency value of the current control cycle. By setting the second transition value to be positively correlated with the difference between the first requested torque and the actual braking torque, as well as the urgency value, the focus is on rapid braking exit when the difference and urgency value are large, and on smooth braking exit when the difference is small.

[0102] When the vehicle is in driving mode during the current control cycle, the first relevant parameters include the first requested torque, the actual driving torque, and the urgency level value of the current control cycle. By setting the third transition value to be positively correlated with the first requested torque and the urgency level value, the focus is on rapid acceleration when the first requested torque and the urgency level value are large, and on smooth acceleration when the difference is small.

[0103] Optionally, a second transition value is obtained by performing a two-dimensional lookup table on the difference between the first requested torque and the actual braking torque, as well as the urgency value; and a third transition value is obtained by performing a two-dimensional lookup table on the first requested torque and the urgency value.

[0104] Furthermore, the vehicle control method further includes:

[0105] If the vehicle exits the intervention state at the beginning of the current control cycle, and the absolute value of the difference between the third requested torque and the actual torque in the current control cycle is greater than the takeover transition threshold, then the vehicle is determined to enter the takeover transition state at the beginning of the current control cycle. The third requested torque is the torque requested by the adaptive cruise control function.

[0106] If the vehicle was in a takeover transition state during the previous control cycle, and either the fifth or sixth condition is met, then the vehicle is determined to exit the takeover transition state at the start of the current control cycle. The fifth condition includes that the absolute value of the difference between the third requested torque and the actual torque in the current control cycle is less than or equal to the takeover transition threshold. The sixth condition includes that the vehicle enters the intervention state at the start of the current control cycle.

[0107] If the vehicle is in a takeover transition state during the current control cycle, the fourth requested torque for the current control cycle is determined based on the second relevant parameters, and the fourth requested torque is sent to the longitudinal control execution unit. The second relevant parameters include the actual torque and the third requested torque for the current control cycle, and the absolute value of the difference between the fourth requested torque and the actual torque is less than or equal to the absolute value of the difference between the third requested torque and the actual torque.

[0108] In this embodiment, when exiting the intervention state, the absolute value of the difference between the third requested torque and the actual torque is used to determine whether a takeover transition is required. It can be understood that when the absolute value of the difference is small, the normal control mode of the adaptive cruise control function can be restored, that is, the third requested torque is directly sent to the longitudinal control execution unit, which will not cause jerking or unevenness.

[0109] When the absolute value of the difference is large, a takeover transition state is required. When the vehicle is in the takeover transition state, at least the fourth requested torque for each control cycle is determined based on the current third requested torque and the actual torque. The absolute value of the difference between the fourth requested torque and the actual torque is less than or equal to the absolute value of the difference between the third requested torque and the actual torque. The fourth requested torque is then sent to the longitudinal control execution unit. After multiple control cycles, the actual torque gradually reaches the third requested torque. Compared to the control method of directly sending the third requested torque to the longitudinal control execution unit after exiting the intervention state, the transition is smoother.

[0110] There are two situations when exiting the takeover transition state. The first is that the absolute value of the difference between the third requested torque and the actual torque is less than or equal to the takeover transition threshold, which means that the transition has been completed and the normal control mode of the adaptive cruise control function can be restored. The second is that the vehicle enters the intervention state, that is, the new intervention state covers the takeover transition state caused by the exit of the previous intervention state.

[0111] Furthermore, if the vehicle is in a driving state during the control cycle that begins to enter the takeover transition state, and the third requested torque is a driving torque, then the takeover transition state is defined as the first takeover transition state.

[0112] When the vehicle is in the first takeover transition state during the current control cycle, determining the fourth requested torque for the current control cycle based on the second relevant parameters includes:

[0113] The fourth transition value is determined based on the difference between the third requested torque and the actual driving torque of the current control cycle. The sum of the fourth transition value and the actual driving torque of the current control cycle is determined as the fourth requested torque of the current control cycle. The fourth transition value is positively correlated with the difference between the third requested torque and the actual driving torque.

[0114] In this embodiment, the first takeover transition state represents the adaptive cruise control function's desire to significantly change the driving torque. During the first takeover transition state, the vehicle is always in driving mode. The second relevant parameters include the third requested torque and the actual driving torque of the current control cycle. By setting the fourth transition value to be positively correlated with the difference between the third requested torque and the actual driving torque, the focus is on rapid transition when the difference is large, and on ensuring smooth transition when the difference is small.

[0115] Optionally, a fourth transition value can be obtained by performing a one-dimensional lookup table on the difference between the third requested torque and the actual driving torque.

[0116] Furthermore, if the vehicle is in a driving state during the control cycle that begins to enter the takeover transition state, and the third requested torque is a braking torque, then the takeover transition state is defined as the second takeover transition state.

[0117] When the vehicle is in the second takeover transition state during the current control cycle, the step of determining the fourth requested torque of the current control cycle based on the second relevant parameters includes:

[0118] The fifth transition value is determined based on the third requested torque of the current control cycle. The sum of the fifth transition value and the actual braking torque of the current control cycle is determined as the fourth requested torque of the current control cycle. The fifth transition value is positively correlated with the third requested torque.

[0119] In this embodiment, the second takeover transition state represents the adaptive cruise control function's desire to switch from a driving state to a braking state. During the second takeover transition state, the vehicle needs to switch from a driving state to a braking state. For safety reasons, the driving torque is immediately cleared to prioritize braking. The second relevant parameters include the third requested torque and the actual braking torque of the current control cycle. By setting the fifth transition value to be positively correlated with the third requested torque, the focus is on rapid braking when the third requested torque is large, and on ensuring smooth braking when the third requested torque is small.

[0120] Optionally, the fifth transition value can be obtained by performing a one-dimensional lookup table on the third requested torque.

[0121] It should be noted that, to ensure safety, the fifth transition value is always greater than or equal to a certain safety value under any circumstances.

[0122] Secondly, embodiments of this application also provide a vehicle control method.

[0123] In some embodiments, the vehicle control method includes steps S21 to S23.

[0124] In step S21, when the vehicle activates the adaptive cruise control function, in each control cycle, the vehicle's driving state and control state are determined based on the actual torque and actual acceleration of the control cycle.

[0125] The driving state includes driving state or braking state, the actual torque is the actual driving torque or the actual braking torque, and the control state includes whether the vehicle is in an intervention state.

[0126] In this embodiment, the vehicle's driving state is determined in each control cycle when the adaptive cruise control function is activated, i.e., whether the vehicle is in a driving state or a braking state, and whether the vehicle is in an intervention state, which serves as the basis for all subsequent judgment operations.

[0127] For example, the actual braking torque is calculated based on the master cylinder pressure signal from the intelligent integrated brake control unit, using the following formula:

[0128] T Brk=F Plg·CP

[0129] Where TBrk is the actual braking torque, FPlg is the main cylinder pressure, and CP is the vehicle braking coefficient, which is related to the braking system.

[0130] The actual driving torque is calculated based on the motor torque signal sent by the power domain control unit, using the following formula:

[0131] T Drv=∑T Mot·fac whl

[0132] Where T Drv is the actual driving torque, T Mot is the motor end torque, and fac whl is the coefficient for converting the motor end torque to the wheel end. When calculating the driving torque, the results of multiple motors need to be summed.

[0133] The actual acceleration of the vehicle is calculated based on the wheel speed signals emitted by the intelligent integrated braking control unit.

[0134] Furthermore, the step of determining the vehicle's driving state during the control cycle includes:

[0135] If the actual driving torque of the control cycle is greater than a first torque threshold and the actual acceleration is greater than a first speed threshold, then the vehicle is determined to be in a driving state during the control cycle; and

[0136] If the actual braking torque during the control cycle is less than the second torque threshold and the actual acceleration is less than the second speed threshold, then the vehicle is determined to be in a braking state during the control cycle.

[0137] It should be noted that, for ease of calculation, torque is represented by numerical symbols in this article. A positive torque indicates driving torque, and a negative torque indicates braking torque. Acceleration is represented by numerical symbols to indicate direction. A positive acceleration indicates the forward direction, i.e., vehicle acceleration, and a negative acceleration indicates the opposite direction, i.e., vehicle deceleration.

[0138] It should be noted that the first torque threshold, the first speed threshold, the second torque threshold, and the second speed threshold should be set reasonably so that after the above judgment, the vehicle is either in a driving state or in a braking state.

[0139] S22. For any target cycle in each control cycle, determine the control state of the vehicle in the target cycle based on the driving state of the vehicle in each control cycle prior to the target cycle.

[0140] Specifically, S22, for any target cycle in each control cycle, determining the control state of the vehicle in the target cycle based on the vehicle's driving state in each control cycle prior to the target cycle may include:

[0141] If the vehicle is not in an intervention state during the N-1 consecutive control cycles preceding the target cycle, and the first condition or the second condition is met, then the vehicle is determined to enter an intervention state during the target cycle. The first condition includes that the vehicle is in a driving state during the most recent N control cycles, and the first requested torque is greater than or equal to the actual driving torque. The most recent N control cycles include the N-1 consecutive control cycles preceding the target cycle and the target cycle. The second condition includes that the vehicle is in a braking state during the most recent N control cycles, and the first requested torque is greater than zero. The first requested torque is the driving torque determined based on the accelerator pedal opening, and N is a positive integer greater than 1.

[0142] If the vehicle is in an intervention state during the M consecutive control cycles preceding the target cycle, and the third or fourth condition is met, then the vehicle is determined to exit the intervention state during the target cycle. The third condition includes the vehicle being in a driving state during the M consecutive control cycles preceding the target cycle, and the first requested torque being less than the actual driving torque. The fourth condition includes the vehicle being in a braking state during the M consecutive control cycles preceding the target cycle, and the first requested torque being equal to zero. M is a positive integer greater than or equal to 1.

[0143] In this embodiment, when the driver presses the accelerator pedal, a change in the accelerator pedal opening can be detected. The larger the accelerator pedal opening, the greater the driving torque requested by the driver. This document defines the driving torque requested by the driver as the first requested torque.

[0144] When determining whether to enter an intervention state, the required magnitude of the first requested torque differs depending on whether the driving or braking state is in operation. Entering an intervention state during driving requires the first requested torque to be greater than or equal to the actual driving torque, indicating that the driver wishes to maintain the current driving torque or further increase it. Entering an intervention state during braking requires the first requested torque to be greater than zero, indicating that the driver wishes to switch from braking to driving.

[0145] Optionally, the first requested torque can be obtained by performing a one-dimensional lookup table on the accelerator pedal opening.

[0146] It should be noted that the adaptive cruise control function will be turned off when the driver presses the brake pedal. Therefore, this does not fall under the category of driver intervention during the activation of the adaptive cruise control function discussed in this article.

[0147]

[0148] When determining whether to exit the intervention state, the requirements for the magnitude of the first requested torque differ between the driving and braking states. In the driving state, exiting the intervention state requires the first requested torque to be less than the actual driving torque. In the braking state, exiting the intervention state requires the first requested torque to be zero.

[0149] Considering that the driver intervention frequency is low during the activation of adaptive cruise control, N>1 is set. By analyzing the signals of multiple consecutive control cycles, the driver's misoperation is avoided from being identified as intervention.

[0150] Optionally, 1≤M<N. This setting makes the judgment of entering the intervention state more stringent than the judgment of exiting the intervention state, which is consistent with the rule that the duration of driver intervention is relatively short and helps to improve the accuracy of the intervention state judgment.

[0151] It should be noted that in this embodiment, the determination of the intervention state is not based on a uniform condition to determine whether each control cycle is in an intervention state, but rather on the entry and exit times of the intervention state. The intervention state exists between the entry and exit times.

[0152] It should be noted that, in the embodiments of this application, for each control cycle, the driving state of that control cycle is determined at the beginning of each control cycle.

[0153] For example, when the adaptive cruise control function is first activated, the vehicle is not in an intervention state by default, N=5, M=2, and it is not in an intervention state for at least the first to fourth control cycles. Step S22 can be executed starting from the fifth control cycle. Assuming that step S22 determines that the vehicle enters an intervention state starting from the tenth control cycle, it is in an intervention state for at least the tenth and eleventh control cycles. Step S23 can be executed starting from the twelfth control cycle. Step S22 determines that the vehicle exits the intervention state starting from the twentieth control cycle, and it is not in an intervention state for at least the twentieth to the twentieth control cycle, and so on.

[0154] S23. If the vehicle is in an intervention state during the target cycle, the second requested torque of the target cycle is determined according to the first relevant parameters, and the second requested torque is sent to the execution unit of the longitudinal control. The first relevant parameters include the actual torque of the target cycle and the first requested torque. The absolute value of the difference between the second requested torque and the actual torque is less than or equal to the absolute value of the difference between the first requested torque and the actual torque.

[0155] In this embodiment, the first requested torque is not directly sent to the longitudinal control execution unit. Instead, the first requested torque and the actual torque are analyzed to obtain the second requested torque. The absolute value of the difference between the second requested torque and the actual torque is less than or equal to the absolute value of the difference between the first requested torque and the actual torque. After multiple control cycles, the actual torque gradually reaches the first requested torque. Each adjustment is kept at a relatively low level, and the transition is smoother.

[0156] For example, the longitudinal control execution unit includes a power domain control unit and an intelligent integrated braking control unit. The requested torque is sent to the power domain control unit when it is a driving torque, and to the intelligent integrated braking control unit when it is a braking torque.

[0157] Therefore, in this embodiment, for each control cycle, the longitudinal motion state of the vehicle is determined based on the actual torque and actual acceleration. Different intervention judgment conditions are set for the driving state and braking state respectively to accurately identify the time when the vehicle enters and exits the intervention state. For any target cycle among multiple control cycles, when the vehicle is in the intervention state, at least the second requested torque of the target cycle is determined based on the first requested torque and the actual torque. The absolute value of the difference between the second requested torque and the actual torque is less than or equal to the absolute value of the difference between the first requested torque and the actual torque. The second requested torque is then sent to the longitudinal control execution unit. After multiple control cycles, the actual torque gradually reaches the first requested torque. Compared with the control method of directly sending the first requested torque to the longitudinal control execution unit after entering the intervention state, the transition is smoother. Through this embodiment, the smooth and comfortable switching between adaptive cruise control and driver takeover control is ensured, providing users with a better driving experience.

[0158] Furthermore, the intervention state that meets the first condition is defined as the first intervention state;

[0159] When the vehicle is in the first intervention state during the target cycle, the step of determining the second requested torque for the target cycle based on the first relevant parameters includes:

[0160] Based on a first difference between the first requested torque and the actual driving torque of the target cycle, a first transition value is determined based on the first difference, and the sum of the first transition value and the actual driving torque of the target cycle is determined as the second requested torque of the target cycle, wherein the first difference and the first transition value are positively correlated.

[0161] In this embodiment, the first intervention state represents the driver's desire to maintain the current driving torque or further increase the driving torque. In the intervention state, the vehicle is always in driving mode, and the control situation is relatively simple. The first relevant parameters include the first requested torque and the actual driving torque of the target cycle. By setting the first transition value to be positively correlated with the difference between the first requested torque and the actual driving torque, the focus is on rapid acceleration when the difference is large, and on ensuring smooth acceleration when the difference is small.

[0162] Optionally, a correspondence between different first differences and first transition values ​​can be established in advance, and the first transition value can be obtained by querying based on the first difference between the first requested torque and the actual driving torque.

[0163] Furthermore, the intervention state that meets the second condition is defined as the second intervention state;

[0164] If the vehicle is in a second intervention state during the target period, the vehicle control method further includes:

[0165] The maximum value of the accelerator pedal opening change rate in the most recent X control cycles is recorded as the urgency value of the second intervention state of the target cycle, wherein the most recent X control cycles include the consecutive X-1 control cycles before the target cycle and the target cycle, and X is a positive integer greater than N;

[0166] The step of determining the second requested torque for the target period based on the first relevant parameter includes:

[0167] If the vehicle is braking during the target cycle, a second transition value is determined based on the first difference and the urgency value. The sum of the second transition value and the actual braking torque of the target cycle is determined as the second requested torque of the target cycle. The second transition value is positively correlated with the first difference and positively correlated with the urgency value.

[0168] If the vehicle is in a driving state during the target cycle, a third transition value is determined based on the first requested torque of the target cycle and the urgency value. The sum of the third transition value and the actual driving torque of the target cycle is determined as the second requested torque of the target cycle. The third transition value is positively correlated with the first requested torque and positively correlated with the urgency value.

[0169] In this embodiment, the second intervention state represents the driver's desire to change from braking to driving. In the intervention state, the vehicle needs to switch from braking to driving, and the control situation is relatively complex. An emergency level value is additionally introduced in the first relevant parameter. The emergency level value is the maximum value of the rate of change of accelerator pedal opening in the most recent X control cycles when entering the second intervention state. It can be understood that the driver has usually pressed the accelerator pedal to the full position during the time period corresponding to the N control cycles that meet the first condition. Therefore, X > N is set to collect the speed at which the driver presses the accelerator pedal.

[0170] When the vehicle is braking during the target cycle, the first relevant parameters include the first requested torque, actual braking torque, and urgency value of the current control cycle. By setting the second transition value to be positively correlated with the first difference and the second transition value to be positively correlated with the urgency value, the focus is on rapid braking exit when the difference and urgency value are large, and on smooth braking exit when the difference is small.

[0171] When the vehicle is in driving mode during the target cycle, the first relevant parameters include the first requested torque, the actual driving torque, and the urgency value of the current control cycle. By setting the third transition value to be positively correlated with the first requested torque and the third transition value to be positively correlated with the urgency value, the focus is on rapid acceleration when the first requested torque and the urgency value are large, and on smooth acceleration when the difference is small.

[0172] Optionally, a correspondence between different first differences, urgency values, and second transition values ​​can be pre-established, and queries can be performed based on the first differences and urgency values; a correspondence between different first request torques, urgency values, and third transition values ​​can be pre-established, and the third transition value can be obtained by querying based on the first request torques and urgency values.

[0173] Furthermore, the control state also includes a takeover control state, and the vehicle control method also includes:

[0174] If the vehicle exits the intervention state in the target cycle, and the absolute value of the difference between the third requested torque and the actual torque in the target cycle is greater than the takeover transition threshold, then the vehicle is determined to enter the takeover transition state in the target cycle, wherein the third requested torque is the torque requested by the adaptive cruise control function.

[0175] If, in the preceding control cycle of the target cycle, the vehicle is in a takeover transition state and meets either the fifth or sixth condition, then the vehicle is determined to exit the takeover transition state in the target cycle. The fifth condition includes that the absolute value of the difference between the third requested torque and the actual torque in the target cycle is less than or equal to the takeover transition threshold; the sixth condition includes that the vehicle enters an intervention state in the target cycle.

[0176] If the vehicle is in a takeover transition state during the target cycle, the fourth requested torque of the target cycle is determined according to the second relevant parameters, and the fourth requested torque is sent to the longitudinal control execution unit. The second relevant parameters include the actual torque and the third requested torque of the target cycle, and the absolute value of the difference between the fourth requested torque and the actual torque is less than or equal to the absolute value of the difference between the third requested torque and the actual torque.

[0177] In this embodiment, when exiting the intervention state, the absolute value of the difference between the third requested torque and the actual torque is used to determine whether a takeover transition is required. It can be understood that when the absolute value of the difference is small, the normal control mode of the adaptive cruise control function can be restored, that is, the third requested torque is directly sent to the longitudinal control execution unit, which will not cause jerking or unevenness.

[0178] When the absolute value of the difference is large, a takeover transition state is required. For any target cycle, when the vehicle is in the takeover transition state, at least the fourth requested torque of the target cycle is determined based on the third requested torque and the actual torque of the target cycle. The absolute value of the difference between the fourth requested torque and the actual torque is less than or equal to the absolute value of the difference between the third requested torque and the actual torque. The fourth requested torque is then sent to the longitudinal control execution unit. After multiple control cycles, the actual torque gradually reaches the third requested torque. Compared to the control method of directly sending the third requested torque to the longitudinal control execution unit after exiting the intervention state, the transition is smoother.

[0179] There are two situations when exiting the takeover transition state. The first is that the absolute value of the difference between the third requested torque and the actual torque is less than or equal to the takeover transition threshold, which means that the transition has been completed and the normal control mode of the adaptive cruise control function can be restored. The second is that the vehicle enters the intervention state, that is, the new intervention state covers the takeover transition state caused by the exit of the previous intervention state.

[0180] Furthermore, if the vehicle is in a driving state during the control cycle that switches to the takeover transition state, and the third requested torque is a driving torque, then the takeover transition state is defined as the first takeover transition state.

[0181] When the vehicle is in the first takeover transition state during the target cycle, determining the fourth requested torque for the target cycle based on the second relevant parameters includes:

[0182] A fourth transition value is determined based on a second difference between the third requested torque and the actual driving torque of the target cycle. The sum of the fourth transition value and the actual driving torque of the target cycle is determined as the fourth requested torque of the current control cycle. The fourth transition value is positively correlated with the second difference.

[0183] In this embodiment, the first takeover transition state represents the adaptive cruise control function's desire to significantly change the driving torque. During the first takeover transition state, the vehicle is always in driving mode. For any target cycle, the second relevant parameters include the third requested torque and the actual driving torque of the target cycle. By setting the fourth transition value to be positively correlated with the difference between the third requested torque and the actual driving torque, the focus is on rapid transition when the difference is large, and on ensuring smooth transition when the difference is small.

[0184] Optionally, the correspondence between different second differences and fourth transition values ​​can be preset, and the fourth transition value can be obtained by querying based on the second difference.

[0185] Furthermore, if the vehicle is in a driving state during the control cycle that switches to the takeover transition state, and the third requested torque is a braking torque, then the takeover transition state is defined as the second takeover transition state.

[0186] When the vehicle is in the second takeover transition state during the target cycle, determining the fourth requested torque for the target cycle based on the second relevant parameters includes:

[0187] The fifth transition value is determined based on the third requested torque of the target cycle, and the sum of the fifth transition value and the actual braking torque of the current control cycle is determined as the fourth requested torque of the current control cycle, wherein the fifth transition value is positively correlated with the third requested torque.

[0188] In this embodiment, the second takeover transition state represents the adaptive cruise control function's desire to switch from a driving state to a braking state. In the second takeover transition state, the vehicle needs to switch from a driving state to a braking state. For safety reasons, the driving torque is immediately cleared to prioritize braking. For any target cycle, the second relevant parameters include the third requested torque and the actual braking torque of the target cycle. By setting the fifth transition value to be positively correlated with the third requested torque, the focus is on rapid braking when the third requested torque is large, and on ensuring smooth braking when the third requested torque is small.

[0189] Optionally, the correspondence between different second differences and fourth transition values ​​can be preset, and the fifth transition value can be obtained based on the third requested torque query.

[0190] It should be noted that, to ensure safety, the fifth transition value is always greater than or equal to a certain safety value under any circumstances.

[0191] Thirdly, embodiments of this application also provide an adaptive cruise driver intervention control device.

[0192] Figure 2 shows a schematic diagram of the functional modules of a vehicle control device in one embodiment of this application.

[0193] Referring to Figure 2, in one embodiment, the vehicle control device includes:

[0194] The first judgment module 10 is used to determine whether the vehicle is in a driving state or a braking state in the current control cycle based on the actual torque and actual acceleration when the vehicle activates the adaptive cruise control function. The actual torque is the actual driving torque or the actual braking torque.

[0195] The second judgment module 20 is used to determine that the vehicle will enter the intervention state from the current control cycle if the first condition or the second condition is met when the vehicle is not in the intervention state in the current N-1 control cycles. The first condition includes that the vehicle is in the driving state and the first requested torque is greater than or equal to the actual driving torque in the most recent N control cycles. The second condition includes that the vehicle is in the braking state and the first requested torque is greater than zero in the most recent N control cycles. The first requested torque is the driving torque determined according to the accelerator pedal opening, and N>1.

[0196] The third judgment module 30 is used to determine whether the vehicle exits the intervention state from the current control cycle if either the third or fourth condition is met during the current M control cycles when the vehicle is in an intervention state. The third condition includes the vehicle being in a driving state during the previous M control cycles and the first requested torque being less than the actual driving torque; the fourth condition includes the vehicle being in a braking state during the previous M control cycles and the first requested torque being zero, where M ≥ 1.

[0197] The intervention control module 40 is used to determine the second requested torque of the current control cycle based on the first relevant parameters if the vehicle is in an intervention state in the current control cycle, and send the second requested torque to the longitudinal control execution unit. The first relevant parameters include the actual torque and the first requested torque of the current control cycle, and the absolute value of the difference between the second requested torque and the actual torque is less than or equal to the absolute value of the difference between the first requested torque and the actual torque.

[0198] Fourthly, embodiments of this application also provide a vehicle control device.

[0199] In one embodiment, the vehicle control device includes:

[0200] The first judgment module is used to determine the driving state of the vehicle in each control cycle when the vehicle activates the adaptive cruise control function, based on the actual torque and actual acceleration of the control cycle. The driving state includes driving state or braking state, and the actual torque is the actual driving torque or actual braking torque.

[0201] The second judgment module is used to determine the control state of the vehicle in the target period based on the vehicle's driving state and control state in the previous control periods, for any target period in each control cycle; and

[0202] An intervention control module is used to determine a second requested torque for the target period based on a first relevant parameter if the vehicle is in an intervention state during the target period, and to send the second requested torque to the longitudinal control execution unit. The first relevant parameter includes the actual torque and the first requested torque for the target period, and the absolute value of the difference between the second requested torque and the actual torque is less than or equal to the absolute value of the difference between the first requested torque and the actual torque.

[0203] Furthermore, when the second judgment module determines the control state of the vehicle in the target period based on the vehicle's driving state and control state in each control period prior to the target period, it is specifically used for:

[0204] If the vehicle is not in an intervention state during the N-1 consecutive control cycles preceding the target cycle, and the first condition or the second condition is met, then the vehicle is determined to enter an intervention state during the target cycle. The first condition includes that the vehicle is in a driving state during the most recent N control cycles, and the first requested torque is greater than or equal to the actual driving torque. The most recent N control cycles include the N-1 consecutive control cycles preceding the target cycle and the target cycle. The second condition includes that the vehicle is in a braking state during the most recent N control cycles, and the first requested torque is greater than zero. The first requested torque is the driving torque determined based on the accelerator pedal opening, and N is a positive integer greater than 1.

[0205] If the vehicle is in an intervention state during the M consecutive control cycles preceding the target cycle, and the third or fourth condition is met, then the vehicle is determined to exit the intervention state during the target cycle. The third condition includes the vehicle being in a driving state during the M consecutive control cycles preceding the target cycle, and the first requested torque being less than the actual driving torque. The fourth condition includes the vehicle being in a braking state during the M consecutive control cycles preceding the target cycle, and the first requested torque being equal to zero. M is a positive integer greater than or equal to 1.

[0206] Furthermore, the intervention state that meets the first condition is defined as the first intervention state;

[0207] When the vehicle is in the first intervention state during the target cycle, the intervention control module 30, when determining the second requested torque for the target cycle based on the first relevant parameters, specifically performs the following:

[0208] A first difference between the first requested torque and the actual driving torque of the target cycle is determined, a first transition value is determined based on the first difference, and the sum of the first transition value and the actual driving torque of the target cycle is determined as the second requested torque of the target cycle, wherein the first difference and the first transition value are positively correlated.

[0209] Furthermore, the intervention state that meets the second condition is defined as the second intervention state;

[0210] If the vehicle is in the second intervention state during the target cycle, the vehicle control device further includes a degree recording module, which records the maximum value of the accelerator pedal opening change rate in the most recent X control cycles as the urgency value of the second intervention state in the target cycle, wherein the most recent X control cycles include the consecutive X-1 control cycles before the target cycle and the target cycle, and X is a positive integer greater than N;

[0211] When the intervention control module determines the second requested torque of the target period based on the first relevant parameters, it is specifically used for:

[0212] If the vehicle is braking during the target cycle, a second transition value is determined based on the first difference and the urgency value. The sum of the second transition value and the actual braking torque of the target cycle is determined as the second requested torque of the target cycle. The second transition value is positively correlated with the first difference and positively correlated with the urgency value.

[0213] If the vehicle is in a driving state during the target cycle, a third transition value is determined based on the first requested torque of the target cycle and the urgency value. The sum of the third transition value and the actual driving torque of the target cycle is determined as the second requested torque of the target cycle. The third transition value is positively correlated with the first requested torque and positively correlated with the urgency value.

[0214] Furthermore, the control state also includes a takeover control state, and the vehicle control device further includes:

[0215] The fourth judgment module is used to determine that the vehicle enters the takeover transition state in the target cycle if the vehicle exits the intervention state in the target cycle and the absolute value of the difference between the third requested torque and the actual torque in the target cycle is greater than the takeover transition threshold. The third requested torque is the torque requested by the adaptive cruise control function.

[0216] The fifth judgment module is used to determine that the vehicle exits the takeover transition state in the target cycle if, in the previous control cycle of the target cycle, the vehicle is in a takeover transition state and meets either the fifth or sixth condition. The fifth condition includes that the absolute value of the difference between the third requested torque and the actual torque in the target cycle is less than or equal to the takeover transition threshold, and the sixth condition includes that the vehicle enters an intervention state in the target cycle.

[0217] The transition control module is used to determine the fourth requested torque of the target cycle according to the second relevant parameters if the vehicle is in the takeover transition state of the target cycle, and send the fourth requested torque to the longitudinal control execution unit. The second relevant parameters include the actual torque and the third requested torque of the target cycle, and the absolute value of the difference between the fourth requested torque and the actual torque is less than or equal to the absolute value of the difference between the third requested torque and the actual torque.

[0218] Furthermore, if the vehicle is in a driving state during the control cycle that switches to the takeover transition state, and the third requested torque is a driving torque, then the takeover transition state is defined as the first takeover transition state.

[0219] When the vehicle is in the first takeover transition state during the target cycle, the transition control module, when determining the fourth requested torque of the target cycle based on the second relevant parameters, is specifically used for:

[0220] A fourth transition value is determined based on a second difference between the third requested torque and the actual driving torque of the target cycle. The sum of the fourth transition value and the actual driving torque of the target cycle is determined as the fourth requested torque of the current control cycle. The fourth transition value is positively correlated with the second difference.

[0221] Furthermore, if the vehicle is in a driving state during the control cycle that switches to the takeover transition state, and the third requested torque is a braking torque, then the takeover transition state is defined as the second takeover transition state.

[0222] When the vehicle is in the second takeover transition state during the target cycle, the transition control module, when determining the fourth requested torque of the target cycle based on the second relevant parameters, is specifically used for:

[0223] The fifth transition value is determined based on the third requested torque of the target cycle, and the sum of the fifth transition value and the actual braking torque of the current control cycle is determined as the fourth requested torque of the current control cycle, wherein the fifth transition value is positively correlated with the third requested torque.

[0224] Furthermore, the first judgment module is used for:

[0225] If the actual driving torque of the control cycle is greater than a first torque threshold and the actual acceleration is greater than a first speed threshold, then the vehicle is determined to be in a driving state during the control cycle; and

[0226] If the actual braking torque during the control cycle is less than the second torque threshold and the actual acceleration is less than the second speed threshold, then the vehicle is determined to be in a braking state during the control cycle.

[0227] The functions of each module in the above-mentioned vehicle control device correspond to the steps in the above-mentioned vehicle control method embodiment, and their functions and implementation processes will not be described in detail here.

[0228] Fifthly, embodiments of this application provide a vehicle control device, which may be a personal computer (PC), laptop computer, server, or other device with data processing capabilities.

[0229] Figure 3 shows a schematic diagram of the hardware structure of the vehicle control device involved in the embodiment of this application.

[0230] Referring to Figure 3, in this embodiment of the application, the vehicle control device may include a processor, a memory, a communication interface, and a communication bus.

[0231] The communication bus can be of any type and is used to interconnect the processor, memory, and communication interface.

[0232] Communication interfaces include input / output (I / O) interfaces, physical interfaces, and logical interfaces used to interconnect devices within the vehicle control equipment, as well as interfaces used to interconnect the vehicle control equipment with other devices (such as other computing devices or user equipment). Physical interfaces can be Ethernet interfaces, fiber optic interfaces, ATM interfaces, etc.; user equipment can be displays, keyboards, etc.

[0233] Memory can be various types of storage media, such as random access memory (RAM), read-only memory (ROM), non-volatile RAM (NVRAM), flash memory, optical storage, hard disk, programmable ROM (PROM), erasable PROM (EPROM), electrically erasable PROM (EEPROM), etc.

[0234] The processor can be a general-purpose processor, which can call the vehicle control program stored in the memory and execute the vehicle control method provided in the embodiments of this application. For example, the general-purpose processor can be a central processing unit (CPU). The method executed when the vehicle control program is called can be referred to in the various embodiments of the vehicle control method of this application, and will not be repeated here.

[0235] Those skilled in the art will understand that the hardware structure shown in Figure 3 does not constitute a limitation of this application, and may include more or fewer components than shown, or combine certain components, or have different component arrangements.

[0236] Sixthly, embodiments of this application also provide a storage medium.

[0237] The present application stores a vehicle control program on a storage medium, wherein when the vehicle control program is executed by a processor, it implements the steps of the vehicle control method described above.

[0238] The method implemented when the vehicle control program is executed can be referred to in various embodiments of the vehicle control method of this application, and will not be repeated here.

[0239] It should be noted that the sequence numbers of the embodiments in this application are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0240] The terms "comprising" and "having," and any variations thereof, in the specification, claims, and accompanying drawings of this application are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or apparatus that includes a series of steps or units is not limited to the listed steps or units, but may optionally include steps or units not listed, or may optionally include other steps or units inherent to such process, method, product, or apparatus. The terms "first," "second," and "third," etc., are used to distinguish different objects, etc., and do not indicate a sequence, nor do they limit "first," "second," and "third" to different types.

[0241] In the description of the embodiments of this application, terms such as "exemplary," "for example," or "for instance" are used to indicate examples, illustrations, or explanations. Any embodiment or design described as "exemplary," "for example," or "for instance" in the embodiments of this application should not be construed as being more preferred or advantageous than other embodiments or designs. Specifically, the use of terms such as "exemplary," "for example," or "for instance" is intended to present the relevant concepts in a concrete manner.

[0242] In the description of the embodiments of this application, unless otherwise stated, " / " means "or". For example, A / B can mean A or B. The "and / or" in the text is merely a description of the relationship between related objects, indicating that there can be three relationships. For example, A and / or B can mean: A exists alone, A and B exist simultaneously, and B exists alone. In addition, in the description of the embodiments of this application, "multiple" means two or more.

[0243] In some processes described in the embodiments of this application, multiple operations or steps are included in a specific order. However, it should be understood that these operations or steps may not be executed in the order they appear in the embodiments of this application, or they may be executed in parallel. The sequence number of the operation is only used to distinguish different operations, and the sequence number itself does not represent any execution order. In addition, these processes may include more or fewer operations, and these operations or steps may be executed sequentially or in parallel, and these operations or steps may be combined.

[0244] Through the above description of the embodiments, those skilled in the art can clearly understand that the methods of the above embodiments can be implemented by means of software plus necessary general-purpose hardware platforms. Of course, they can also be implemented by hardware, but in many cases the former is a better 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 storage medium (such as ROM / RAM, magnetic disk, optical disk) as described above, and includes several instructions to cause a terminal device to execute the methods described in the various embodiments of this application. The above are only preferred embodiments of this application and do not limit the patent scope of this application. Any equivalent structural or procedural transformations made using the content of this application's specification and drawings, or direct or indirect applications in other related technical fields, are similarly included within the patent protection scope of this application.

Claims

1. A vehicle control method, comprising: When the vehicle activates the adaptive cruise control function, it determines whether the vehicle is in driving or braking state in the current control cycle based on the actual torque and actual acceleration of the current control cycle. The actual torque is the actual driving torque or the actual braking torque. If the vehicle is not in an intervention state during the current N-1 control cycles, and the first condition or the second condition is met, then the vehicle is determined to enter the intervention state starting from the current control cycle. The first condition includes that the vehicle has been in a driving state during the most recent N control cycles and the first requested torque is greater than or equal to the actual driving torque. The second condition includes that the vehicle has been in a braking state during the most recent N control cycles and the first requested torque is greater than zero. The first requested torque is the driving torque determined based on the accelerator pedal opening, and N > 1. If the vehicle is in an intervention state during the current M control cycles, and either the third or fourth condition is met, then the vehicle is determined to exit the intervention state starting from the current control cycle. The third condition includes the vehicle being in a driving state during the previous M control cycles and the first requested torque being less than the actual driving torque; the fourth condition includes the vehicle being in a braking state during the previous M control cycles and the first requested torque being zero, where M ≥ 1. If the vehicle is in an intervention state during the current control cycle, the second requested torque for the current control cycle is determined based on the first relevant parameter, and the second requested torque is sent to the longitudinal control execution unit. The first relevant parameter includes the actual torque and the first requested torque for the current control cycle, and the absolute value of the difference between the second requested torque and the actual torque is less than or equal to the absolute value of the difference between the first requested torque and the actual torque.

2. The vehicle control method as described in claim 1, wherein, The intervention state that meets the first condition is defined as the first intervention state; When the vehicle is in the first intervention state during the current control cycle, determining the second requested torque for the current control cycle based on the first relevant parameters includes: The first transition value is determined based on the difference between the first requested torque and the actual driving torque of the current control cycle. The sum of the first transition value and the actual driving torque of the current control cycle is determined as the second requested torque of the current control cycle. The first transition value is positively correlated with the difference between the first requested torque and the actual driving torque.

3. The vehicle control method as described in claim 2, wherein, The intervention state that meets the second condition is defined as the second intervention state; The vehicle control method further includes: If the vehicle enters the second intervention state from the current control cycle, the maximum value of the accelerator pedal opening change rate in the most recent X control cycles is recorded as the urgency value of the current second intervention state, where X > N; When the vehicle is in the second intervention state during the current control cycle, determining the second requested torque for the current control cycle based on the first relevant parameters includes: If the vehicle is braking during the current control cycle, a second transition value is determined based on the difference between the first requested torque and the actual braking torque of the current control cycle, as well as the urgency level value. The sum of the second transition value and the actual braking torque of the current control cycle is determined as the second requested torque of the current control cycle. The second transition value is positively correlated with the difference between the first requested torque and the actual braking torque, as well as the urgency level value. If the vehicle is in driving mode during the current control cycle, the third transition value is determined based on the first requested torque and the urgency value of the current control cycle. The sum of the third transition value and the actual driving torque of the current control cycle is determined as the second requested torque of the current control cycle. The third transition value is positively correlated with the first requested torque and the urgency value.

4. The vehicle control method as described in claim 1, wherein, The vehicle control method further includes: If the vehicle exits the intervention state at the beginning of the current control cycle, and the absolute value of the difference between the third requested torque and the actual torque in the current control cycle is greater than the takeover transition threshold, then the vehicle is determined to enter the takeover transition state at the beginning of the current control cycle. The third requested torque is the torque requested by the adaptive cruise control function. When the vehicle is in the takeover transition state during the current control cycle, if either the fifth or sixth condition is met, the vehicle is determined to exit the takeover transition state at the start of the current control cycle. The fifth condition includes that the absolute value of the difference between the third requested torque and the actual torque in the current control cycle is less than or equal to the takeover transition threshold. The sixth condition includes that the vehicle enters the intervention state at the start of the current control cycle. If the vehicle is in a takeover transition state during the current control cycle, the fourth requested torque for the current control cycle is determined based on the second relevant parameters, and the fourth requested torque is sent to the longitudinal control execution unit. The second relevant parameters include the actual torque and the third requested torque for the current control cycle, and the absolute value of the difference between the fourth requested torque and the actual torque is less than or equal to the absolute value of the difference between the third requested torque and the actual torque.

5. The vehicle control method as described in claim 4, wherein, If the vehicle is in a driving state during the control cycle that begins to enter the takeover transition state, and the third requested torque is the driving torque, then the takeover transition state is defined as the first takeover transition state. When the vehicle is in the first takeover transition state during the current control cycle, determining the fourth requested torque for the current control cycle based on the second relevant parameters includes: The fourth transition value is determined based on the difference between the third requested torque and the actual driving torque of the current control cycle. The sum of the fourth transition value and the actual driving torque of the current control cycle is determined as the fourth requested torque of the current control cycle. The fourth transition value is positively correlated with the difference between the third requested torque and the actual driving torque.

6. The vehicle control method as described in claim 4, wherein, If the vehicle is in a driving state during the control cycle that begins to enter the takeover transition state, and the third requested torque is a braking torque, then the takeover transition state is defined as the second takeover transition state. When the vehicle is in the second takeover transition state during the current control cycle, determining the fourth requested torque for the current control cycle based on the second relevant parameters includes: The fifth transition value is determined based on the third requested torque of the current control cycle. The sum of the fifth transition value and the actual braking torque of the current control cycle is determined as the fourth requested torque of the current control cycle. The fifth transition value is positively correlated with the third requested torque.

7. The vehicle control method as described in claim 4, wherein, The step of determining whether the vehicle is in a driving or braking state in the current control cycle based on the actual torque and actual acceleration of the current control cycle includes: If the actual driving torque of the current control cycle is greater than the first torque threshold and the actual acceleration is greater than the first speed threshold, then the vehicle is determined to be in a driving state in the current control cycle. If the actual braking torque of the current control cycle is less than the second torque threshold and the actual acceleration is less than the second speed threshold, then the vehicle is determined to be in a braking state during the current control cycle.

8. A vehicle control method, comprising: When the vehicle activates the adaptive cruise control function, in each control cycle, the driving state of the vehicle in the control cycle is determined based on the actual torque and actual acceleration of the control cycle. The driving state includes driving state or braking state, and the actual torque is the actual driving torque or the actual braking torque. For any target cycle in each control cycle, based on the vehicle's driving state and control state in each control cycle prior to the target cycle, the control state of the vehicle in the target cycle is determined, wherein the control state includes whether the vehicle is in an intervention state; and If the vehicle is in an intervention state during the target cycle, a second requested torque for the target cycle is determined based on the first relevant parameter, and the second requested torque is sent to the longitudinal control execution unit. The first relevant parameter includes the actual torque and the first requested torque of the target cycle, and the absolute value of the difference between the second requested torque and the actual torque is less than or equal to the absolute value of the difference between the first requested torque and the actual torque.

9. The vehicle control method as described in claim 8, wherein, Determining the control state of the vehicle in the target period based on the vehicle's driving state and control state in each control period prior to the target period includes: If the vehicle is not in an intervention state during the N-1 consecutive control cycles preceding the target cycle, and the first condition or the second condition is met, then the vehicle is determined to enter an intervention state during the target cycle. The first condition includes that the vehicle is in a driving state during the most recent N control cycles, and the first requested torque is greater than or equal to the actual driving torque. The most recent N control cycles include the N-1 consecutive control cycles preceding the target cycle and the target cycle. The second condition includes that the vehicle is in a braking state during the most recent N control cycles, and the first requested torque is greater than zero. The first requested torque is the driving torque determined based on the accelerator pedal opening, and N is a positive integer greater than 1. If the vehicle is in an intervention state during the M consecutive control cycles preceding the target cycle, and the third or fourth condition is met, then the vehicle is determined to exit the intervention state during the target cycle. The third condition includes the vehicle being in a driving state during the M consecutive control cycles preceding the target cycle, and the first requested torque being less than the actual driving torque. The fourth condition includes the vehicle being in a braking state during the M consecutive control cycles preceding the target cycle, and the first requested torque being equal to zero. M is a positive integer greater than or equal to 1.

10. The vehicle control method as described in claim 8, wherein, The intervention state that meets the first condition is defined as the first intervention state; When the vehicle is in the first intervention state during the target cycle, determining the second requested torque for the target cycle based on the first relevant parameters includes: A first difference between the first requested torque and the actual driving torque of the target cycle is determined, a first transition value is determined based on the first difference, and the sum of the first transition value and the actual driving torque of the target cycle is determined as the second requested torque of the target cycle, wherein the first difference and the first transition value are positively correlated.

11. The vehicle control method as described in claim 10, wherein, The intervention state that meets the second condition is defined as the second intervention state; If the vehicle is in a second intervention state during the target period, the method further includes: The maximum value of the accelerator pedal opening change rate in the most recent X control cycles is recorded as the urgency value of the second intervention state of the target cycle, wherein the most recent X control cycles include the consecutive X-1 control cycles before the target cycle and the target cycle, and X is a positive integer greater than N; The step of determining the second requested torque for the target period based on the first relevant parameter includes: If the vehicle is braking during the target cycle, a second transition value is determined based on the first difference and the urgency value. The sum of the second transition value and the actual braking torque of the target cycle is determined as the second requested torque of the target cycle. The second transition value is positively correlated with the first difference and positively correlated with the urgency value. If the vehicle is in a driving state during the target cycle, a third transition value is determined based on the first requested torque of the target cycle and the urgency value. The sum of the third transition value and the actual driving torque of the target cycle is determined as the second requested torque of the target cycle. The third transition value is positively correlated with the first requested torque and positively correlated with the urgency value.

12. The vehicle control method as described in claim 8, wherein, The control state also includes a takeover control state, and the method further includes: If the vehicle exits the intervention state in the target cycle, and the absolute value of the difference between the third requested torque and the actual torque in the target cycle is greater than the takeover transition threshold, then the vehicle is determined to enter the takeover transition state in the target cycle, wherein the third requested torque is the torque requested by the adaptive cruise control function. If, in the preceding control cycle of the target cycle, the vehicle is in a takeover transition state and meets either the fifth or sixth condition, then the vehicle is determined to exit the takeover transition state in the target cycle. The fifth condition includes that the absolute value of the difference between the third requested torque and the actual torque in the target cycle is less than or equal to the takeover transition threshold; the sixth condition includes that the vehicle enters an intervention state in the target cycle. If the vehicle is in a takeover transition state during the target cycle, the fourth requested torque of the target cycle is determined according to the second relevant parameters, and the fourth requested torque is sent to the longitudinal control execution unit. The second relevant parameters include the actual torque and the third requested torque of the target cycle, and the absolute value of the difference between the fourth requested torque and the actual torque is less than or equal to the absolute value of the difference between the third requested torque and the actual torque.

13. The vehicle control method as described in claim 12, wherein, If the vehicle is in drive mode during the control cycle that switches to the takeover transition state, and the third requested torque is the drive torque, then the takeover transition state is defined as the first takeover transition state. When the vehicle is in the first takeover transition state during the target cycle, determining the fourth requested torque for the target cycle based on the second relevant parameters includes: A fourth transition value is determined based on a second difference between the third requested torque and the actual driving torque of the target cycle. The sum of the fourth transition value and the actual driving torque of the target cycle is determined as the fourth requested torque of the current control cycle. The fourth transition value is positively correlated with the second difference.

14. The vehicle control method as described in claim 12, wherein, If the vehicle is in drive mode during the control cycle that switches to the takeover transition state, and the third requested torque is the braking torque, then the takeover transition state is defined as the second takeover transition state. When the vehicle is in the second takeover transition state during the target cycle, determining the fourth requested torque for the target cycle based on the second relevant parameters includes: The fifth transition value is determined based on the third requested torque of the target cycle, and the sum of the fifth transition value and the actual braking torque of the current control cycle is determined as the fourth requested torque of the current control cycle, wherein the fifth transition value is positively correlated with the third requested torque.

15. The vehicle control method as described in claim 12, wherein, Determining the vehicle's driving status during the control cycle includes: If the actual driving torque of the control cycle is greater than a first torque threshold and the actual acceleration is greater than a first speed threshold, then the vehicle is determined to be in a driving state during the control cycle; and If the actual braking torque during the control cycle is less than the second torque threshold and the actual acceleration is less than the second speed threshold, then the vehicle is determined to be in a braking state during the control cycle.

16. A vehicle control device, wherein, The device includes: The first judgment module is used to determine whether the vehicle is in a driving state or a braking state in the current control cycle based on the actual torque and actual acceleration when the vehicle activates the adaptive cruise control function. The actual torque is the actual driving torque or the actual braking torque. The second judgment module is used to determine that the vehicle will enter the intervention state from the current control cycle if the first condition or the second condition is met when the vehicle is not in the intervention state in the current N-1 control cycles. The first condition includes that the vehicle is in the driving state and the first requested torque is greater than or equal to the actual driving torque in the most recent N control cycles. The second condition includes that the vehicle is in the braking state and the first requested torque is greater than zero in the most recent N control cycles. The first requested torque is the driving torque determined according to the accelerator pedal opening, and N>1. The third judgment module is used to determine whether the vehicle exits the intervention state from the current control cycle if either the third or fourth condition is met during the current M control cycles when the vehicle is in an intervention state. The third condition includes the vehicle being in a driving state during the previous M control cycles and the first requested torque being less than the actual driving torque; the fourth condition includes the vehicle being in a braking state during the previous M control cycles and the first requested torque being zero, where M ≥ 1. An intervention control module is used to determine a second requested torque for the current control cycle based on a first relevant parameter if the vehicle is in an intervention state during the current control cycle, and input the second requested torque into the longitudinal control execution unit. The first relevant parameter includes the actual torque and the first requested torque for the current control cycle, and the absolute value of the difference between the second requested torque and the actual torque is less than or equal to the absolute value of the difference between the first requested torque and the actual torque.

17. A vehicle control device, characterized in that, The vehicle control device includes a processor, a memory, and a vehicle control program stored in the memory and executable by the processor, wherein when the vehicle control program is executed by the processor, it implements the steps of the vehicle control method as described in any one of claims 1 to 15.

18. A storage medium, characterized in that, The storage medium stores a vehicle control program, wherein when the vehicle control program is executed by a processor, it implements the steps of the vehicle control method as described in any one of claims 1 to 15.

Images