Vehicle control method and apparatus

Abstract

A vehicle control method and apparatus. The method comprises: a vehicle control apparatus adjusting a vehicle to a target mode, wherein a motion-sickness prevention function of the vehicle in the target mode is in an enabled state, the motion-sickness prevention function presets whole-body vibration evaluation metrics to be within corresponding preset ranges, the whole-body vibration evaluation metrics being associated with at least one of the following: a frequency-weighted acceleration value, a frequency-weighted acceleration root mean square value, a maximum transient vibration value (MTVV), a motion sickness dose value (MSDV) or a vibration dose value (VDV); and adjusting the torque of the vehicle, such that the whole-body vibration evaluation metrics are within the corresponding preset ranges. Thus, while responding to the real driving intentions of a driver, an output torque is adjusted to alleviate the motion sickness sensation in passengers, thereby achieving the aim of both responding to the real driving intentions of the driver and ensuring the dynamic performance of a vehicle.

Description

Vehicle control method and device

[0001] Cross-reference to related applications

[0002] This application claims priority to the Chinese Patent Application No. 202411069381.9, filed on August 5, 2024, and entitled "A vehicle control method and device", the content of which is incorporated herein by reference in its entirety. TECHNICAL FIELD

[0003] The present application relates to the technical field of vehicles, and in particular, to a vehicle control method and device. BACKGROUND

[0004] New energy vehicles refer to vehicles that use unconventional vehicle fuels (such as fuels other than gasoline and diesel) as power sources, including pure electric vehicles, hybrid electric vehicles, fuel cell electric vehicles, etc. Compared with traditional internal combustion engines, new energy vehicles can provide greater torque output and faster torque response based on electric motors, which can easily cause passengers to feel car sickness, affecting the riding experience. Electric vehicles generally have energy recovery functions, which can cause changes in vehicle acceleration to be more frequent and intense, and car sickness is more obvious.

[0005] With the development of automatic driving technology, in the related automatic driving motion planning technology, anti-car sickness is taken as an optimization target to control the vehicle. For example, adjusting the seat, window, air conditioning system, etc. to relieve the driver after identifying car sickness. Or for example, limiting the torque output and energy recovery according to the driver's active mode switching, or limiting the torque change gradient according to the change in vehicle acceleration. These anti-car sickness measures either cannot solve the problem from the root cause of vehicle motion causing car sickness, or will bring driving problems, such as excessive loss of vehicle power, or for example, due to the limited output torque in an emergency, the driver will experience a result that the accelerator pedal response is inconsistent with the expectation, and cannot respond to the driver's real driving intention in time.

[0006] Therefore, how to control the output torque to alleviate the passenger's car sickness experience on the premise of normally responding to the driver's real driving intention is still an important problem to be solved. SUMMARY

[0007] The present application provides a vehicle control method and device for reducing the motion stimulation of vehicle motion to passengers to alleviate car sickness problems, while taking into account the driver's real driving intention and the power of the vehicle.

[0008] In a first aspect, embodiments of the present application provide a vehicle control method, which can be performed by a vehicle control device. The vehicle control device can be deployed on a vehicle, for example, a vehicle control unit (VCU) or a vehicle domain controller (VDC), and the like. Embodiments of the present application do not limit the product form of the vehicle control device.

[0009] In the method, the vehicle control device adjusts the vehicle to a target mode, in which an anti-motion sickness function of the vehicle is enabled. The anti-motion sickness function predefines a whole-body vibration metric evaluation index within a corresponding preset range. The whole-body vibration metric evaluation index is associated with at least one of the following: a frequency-weighted acceleration value, a frequency-weighted acceleration root mean square value, a maximum transient vibration value (MTVV), a motion sickness dose value (MSDV), or a vibration dose value (VDV). The torque of the vehicle is adjusted so that the whole-body vibration metric evaluation index is within the corresponding preset range.

[0010] With the above method, the whole-body vibration metric evaluation index can be adjusted within the corresponding preset range from the perspective of the whole-body vibration frequency, so as to regulate the output torque on the premise of responding to the real driving intention of the driver, thereby relieving the motion sickness of the passengers. Meanwhile, the method can optimize the output torque only for the human sensitive frequency, without excessive loss of the power of the vehicle, so as to achieve the purpose of taking into account the real driving intention of the driver and the power of the vehicle.

[0011] In a possible implementation, the adjusting the torque of the vehicle so that the whole-body vibration metric evaluation index is within the corresponding preset range includes: adjusting the torque of the vehicle so that the whole-body vibration metric evaluation index is reduced.

[0012] With the above method, the whole-body vibration metric evaluation index is positively correlated with the acceleration. The whole-body vibration metric evaluation index is reduced as the design target. The torque of the vehicle is adjusted based on the whole-body vibration sensitive frequency, so as to generate low-amplitude acceleration within the whole-body vibration sensitive frequency range, thereby reducing the motion stimulation to the passengers and relieving the motion sickness.

[0013] In a possible implementation, the anti-motion sickness function presetting the body whole-body vibration metric evaluation index in the corresponding preset range includes: a curve model of a body whole-body vibration frequency and amplitude and / or phase of the anti-motion sickness function, the curve model limiting the body whole-body vibration metric evaluation index in the corresponding preset range; the adjusting the torque of the vehicle includes: shaping and calculating the torque of the vehicle through a transfer function associated with the curve model to obtain a target torque; and adjusting the torque of the vehicle to the target torque. In an example, the curve model can be a frequency response curve model of a filter, parameters of the filter being associated with a body whole-body vibration sensitive frequency range, for example, the parameters of the filter being associated with a body whole-body vibration amplitude-frequency characteristic curve and / or a phase-frequency characteristic curve. In different scenarios, the parameters of the filter can be different.

[0014] In a possible implementation, different ranges of the body whole-body vibration frequency are associated with different curve models, and different curve models are associated with different motion sickness levels. Before the shaping and calculating the torque of the vehicle through the curve model, the method further includes: determining the curve model according to a motion sickness level in which the vehicle is located.

[0015] In a possible implementation, the method further includes: obtaining a gain coefficient; and adjusting the torque of the vehicle so that the body whole-body vibration metric evaluation index is in the corresponding preset range, including: adjusting the torque of the vehicle through the gain coefficient so that the body whole-body vibration metric evaluation index is in the corresponding preset range.

[0016] In a possible implementation, the obtaining the gain coefficient includes: determining the gain coefficient according to a motion sickness level in which the vehicle is located.

[0017] In a possible implementation, the method further includes: determining a motion sickness level in which the vehicle is located according to sensing information of at least one sensor of the vehicle; or, determining the motion sickness level in which the vehicle is located according to receiving a first input instruction from outside the vehicle, the first input instruction including a selection instruction from a virtual button or a physical button or a selection instruction through voice.

[0018] In a possible implementation, the adjusting the vehicle to the target mode includes: receiving a second input instruction from outside the vehicle to adjust the vehicle to the target mode, the second input instruction including a selection instruction from a virtual button or a physical button or a selection instruction through voice; or, identifying that an occupant in the vehicle is in a motion sickness state or identifying that the vehicle is in a target driving state according to sensing information of at least one sensor of the vehicle, and adjusting the vehicle to the target mode.

[0019] Through the method, flexible starting modes of the target mode can be realized.

[0020] In a possible implementation, the torque of the vehicle is a driving torque total value of the vehicle; or, the torque of the vehicle is an anti-motion sickness increment torque of the vehicle, the anti-motion sickness increment torque being a difference between the driving torque total value of the vehicle and a necessary torque, the necessary torque being a minimum torque required for driving the vehicle to travel on a road surface; or, the torque of the vehicle is a coasting energy recovery torque of the vehicle.

[0021] Through the method, flexible calculation of different types of torque can be realized, and adjustment of the torque from multiple dimensions can be realized to relieve the motion sickness experience of passengers.

[0022] In a second aspect, the present application provides a vehicle control device, the device comprising: a control unit configured to adjust the vehicle to a target mode, the anti-motion sickness function of the vehicle being in an enabled state in the target mode; the anti-motion sickness function pre-setting a whole-body vibration metric evaluation index of a human body within a corresponding preset range, the whole-body vibration metric evaluation index being associated with at least one of the following: a frequency-weighted acceleration value, a frequency-weighted acceleration root mean square value, a maximum transient vibration value MTVV, a motion sickness dose value MSDV, or a vibration dose value VDV; and a processing unit configured to adjust the torque of the vehicle so that the whole-body vibration metric evaluation index of the human body is within the corresponding preset range.

[0023] In a possible implementation, the processing unit is specifically configured to reduce the whole-body vibration metric evaluation index of the human body by adjusting the torque of the vehicle.

[0024] In a possible implementation, the anti-motion sickness function pre-setting the whole-body vibration metric evaluation index of the human body within the corresponding preset range comprises: the anti-motion sickness function pre-setting a curve model of a whole-body vibration frequency and amplitude and / or phase of the human body, the curve model limiting the whole-body vibration metric evaluation index of the human body within the corresponding preset range; and the processing unit is specifically configured to: perform shaping calculation on the torque of the vehicle through a transfer function associated with the curve model to obtain a target torque; and adjust the torque of the vehicle to the target torque.

[0025] In a possible implementation, the curve model is a frequency response curve model of a filter, and a parameter of the filter is associated with a whole-body vibration sensitive frequency interval.

[0026] In a possible implementation, different ranges of the human whole-body vibration frequency are associated with different curve models, and different curve models are associated with different levels of car sickness, and before the shaping calculation of the torque of the vehicle by the curve model, the processing unit is further configured to determine the curve model according to the level of car sickness in which the vehicle is located.

[0027] In a possible implementation, the processing unit is further configured to obtain a gain coefficient, and the adjustment of the torque of the vehicle so that the human whole-body vibration metric evaluation index is within the corresponding preset range includes: adjustment of the torque of the vehicle by the gain coefficient so that the human whole-body vibration metric evaluation index is within the corresponding preset range.

[0028] In a possible implementation, the processing unit is specifically configured to determine the gain coefficient according to the level of car sickness in which the vehicle is located.

[0029] In a possible implementation, the processing unit is further configured to determine the level of car sickness in which the vehicle is located according to the sensing information of at least one sensor of the vehicle, or determine the level of car sickness in which the vehicle is located according to the first input instruction from outside the vehicle, and the first input instruction includes a selection instruction from a virtual button or a physical button or a selection instruction by voice.

[0030] In a possible implementation, the control unit is specifically configured to adjust the vehicle to the target mode according to the second input instruction from outside the vehicle, and the second input instruction includes a selection instruction from a virtual button or a physical button or a selection instruction by voice, or identify that an occupant in the vehicle is in a car sickness state or identify that the vehicle is in a target driving state according to the sensing information of at least one sensor of the vehicle, and adjust the vehicle to the target mode.

[0031] In a possible implementation, the torque of the vehicle is a total value of the driving torque of the vehicle; or,

[0032] The torque of the vehicle is an anti-car sickness incremental torque of the vehicle, the anti-car sickness incremental torque is a difference between the total value of the driving torque of the vehicle and a necessary torque, and the necessary torque is a minimum torque required for driving the vehicle to travel on a road surface; or,

[0033] The torque of the vehicle is a coasting energy recovery torque of the vehicle.

[0034] In a third aspect, the embodiments of the present application further provide a communication apparatus, comprising at least one processor and an interface circuit, the interface circuit being configured to provide data or code instructions for the at least one processor, and the at least one processor being configured to implement the method according to the first aspect and any possible implementation of the first aspect by means of logic circuit or executing the code instructions.

[0035] In a fourth aspect, the embodiments of the present application provide a computer readable storage medium, which stores program codes, and when the program codes are run on a computer, the computer is caused to execute the method according to the first aspect and any possible implementation of the first aspect.

[0036] In a fifth aspect, the embodiments of the present application provide a computer program product, and when the computer program product is run on a computer, the computer is caused to execute the method according to the first aspect and any possible implementation of the first aspect.

[0037] In a sixth aspect, the embodiments of the present application provide a vehicle, comprising units for implementing the method according to the first aspect and any possible implementation of the first aspect.

[0038] In a seventh aspect, the embodiments of the present application provide a terminal device, comprising units for implementing the method according to the first aspect and any possible implementation of the first aspect. Exemplarily, the terminal device includes, but is not limited to, intelligent transportation devices (such as cars, ships, drones, trains, trucks, etc.), intelligent manufacturing devices (such as robots, industrial devices, intelligent logistics, intelligent factories, etc.), intelligent terminals (mobile phones, computers, tablets, palmtop computers, desktop computers, earphones, sound systems, wearable devices, vehicle-mounted devices, etc.).

[0039] On the basis of the implementation provided in the above aspects, the embodiments of the present application can be further combined to provide more implementations.

[0040] The technical effects that can be achieved by any possible implementation of any one of the above second aspect to seventh aspect can be described with reference to the technical effects that can be achieved by any possible implementation of any one of the above first aspect to second aspect, and the repeated parts will not be discussed. BRIEF DESCRIPTION OF DRAWINGS

[0041] FIG. 1 shows a schematic diagram of an application scenario to which the embodiments of the present application are applicable;

[0042] FIG. 2 shows a schematic diagram of a vehicle control method according to an embodiment of the present application;

[0043] FIG. 3 shows a flowchart of a vehicle control method according to an embodiment of the present application;

[0044] FIG. 4 shows a schematic diagram of a human motion direction according to an embodiment of the present application;

[0045] FIG. 5 shows a schematic diagram of a frequency response curve of a frequency weighting filter;

[0046] FIG. 6 shows a schematic diagram of a curve model of a torque shaping module according to an embodiment of the present application;

[0047] FIG. 7 shows schematic diagrams of multiple curve models of a torque shaping module according to an embodiment of the present application;

[0048] FIG. 8-9 show schematic diagrams of a curve model of a torque shaping module according to an embodiment of the present application;

[0049] FIG. 10 shows a flowchart of an example of a vehicle control method according to an embodiment of the present application;

[0050] FIG. 11 shows a flowchart of another example of a vehicle control method according to an embodiment of the present application;

[0051] FIG. 12 shows a schematic diagram of a principle of adjusting a curve model or a gain coefficient based on a car sickness level according to an embodiment of the present application;

[0052] FIG. 13 shows a schematic diagram of a structure of a communication device according to an embodiment of the present application;

[0053] FIG. 14 shows a schematic diagram of another structure of a communication device according to an embodiment of the present application. DETAILED DESCRIPTION

[0054] The embodiments of the present application provide a vehicle control method and device, which are used to control output torque on the premise of responding to a real driving intention of a driver, so as to relieve car sickness of passengers, and achieve the purpose of taking into account the real driving intention of the driver and the power performance of the vehicle. The method and the device are based on the same technical concept, and the implementation of the device and the method can be referred to each other because the principles of solving problems are similar, and the repeated parts will not be described herein. In addition, in each embodiment of the present application, the terms and / or descriptions of each embodiment are consistent and can be referred to each other if there is no special description and logical conflict, and the technical features in different embodiments can be combined to form a new embodiment according to the inherent logical relationship.

[0055] It should be noted that the vehicle control scheme in the embodiments of the present application can be applied to the Internet of Vehicles, such as vehicle to everything (V2X), long term evolution-vehicle (LTE-V), vehicle to vehicle (V2V), etc. For example, it can be applied to a vehicle with a driving mobile function, or other devices with a driving mobile function in the vehicle. The other devices include, but are not limited to, a vehicle terminal, a vehicle controller, a vehicle module, a vehicle module, a vehicle component, a vehicle chip, a vehicle unit, a vehicle radar, or a vehicle camera and other sensors. The vehicle can implement the vehicle control method provided by the embodiments of the present application through the vehicle terminal, the vehicle controller, the vehicle module, the vehicle module, the vehicle component, the vehicle chip, the vehicle unit, the vehicle radar, or the vehicle camera. Of course, the control scheme in the embodiments of the present application can also be used for other intelligent terminals with a mobile control function other than vehicles, or set in other intelligent terminals with a mobile control function other than vehicles, or set in the components of the intelligent terminal. The intelligent terminal can be an intelligent transportation device, an intelligent home device, a robot, etc. For example, it includes, but is not limited to, a controller, a chip, a radar, or a camera and other sensors in the intelligent terminal, and other components, etc.

[0056] It should be noted that "at least one" in the embodiments of the present application means one or more, and "multiple" means two or more. The "and / or" describes the association relationship between the associated objects, which means that there can be three kinds of relationships, for example, A and / or B, which can represent the following cases: A exists alone, A and B exist together, B exists alone, where A and B can be singular or plural. The character " / " generally represents an "or" relationship between the front and rear associated objects. "At least one of the following" or similar expressions means any combination of these items, including single item or any combination of multiple items. For example, at least one of a, b, or c, can represent: a, b, c, a and b, a and c, b and c, or a and b and c, where a, b, and c can be single or multiple.

[0057] In addition, unless otherwise specified, the ordinal numbers mentioned in the embodiments of the present application are used to distinguish a plurality of objects, and are not used to limit the priority or importance of the plurality of objects. For example, the first torque and the second torque are only used to distinguish the different driving torques of the vehicle, and do not represent the difference in priority or importance of the two driving torques.

[0058] For ease of understanding, the embodiments of the present application are introduced below with reference to the drawings.

[0059] FIG. 1 shows a schematic diagram of an application scenario to which embodiments of the present application can be applied. In the application scenario, a vehicle 100 can be included. In a possible implementation, a cloud server 200 can also be included in the application scenario, and the vehicle 100 and the cloud server 200 can communicate through a network. In an embodiment, the cloud server 200 can also be implemented through a virtual machine.

[0060] Part or all functions of the vehicle 100 are controlled by a computing platform 150 (or computer system) of the vehicle 100. The computing platform 150 can include at least one processor 151, which can execute instructions 153 stored in a non-transitory computer readable medium such as a memory 152. In some embodiments, the computing platform 150 can also be a plurality of computing devices that control individual components or subsystems of the vehicle 100 in a distributed manner. The processor 151 can be any conventional processor, such as a central processing unit (CPU). Alternatively, the processor 151 can also include a graphic process unit (GPU), a field programmable gate array (FPGA), a system on chip (SoC), an application specific integrated circuit (ASIC), or a combination thereof.

[0061] Optionally, the vehicle 100 described above can be a car, a truck, a motorcycle, a bus, a ship, an airplane, a helicopter, a lawnmower, an amusement vehicle, a fairground vehicle, a construction equipment, a trolley, a golf cart, a train, or the like, and the present application is not particularly limited thereto. In a possible implementation, the vehicle 100 can be a new energy vehicle, including a pure electric vehicle, a hybrid electric vehicle, a fuel cell electric vehicle, or the like. For an electric vehicle, it can be a two-wheel drive electric vehicle or a four-wheel drive electric vehicle, and the present application is not limited thereto.

[0062] The structure of the vehicle in FIG. 1 should not be understood as a limitation on the embodiments of the present application.

[0063] The vehicle control method of the embodiments of the present application can be implemented by a vehicle control device, which can be a standalone device, a chip or component in the vehicle 100 shown in FIG. 1, or a software module. The software module can be deployed on a related vehicle-mounted device of the vehicle 100, such as an intelligent driving domain control unit (for example, a mobile data center (MDC)) of the computing platform 150 in the vehicle 100, or a vehicle control unit (VCU), a vehicle domain controller (VDC), a motor control unit (MCU), an advanced driver assistance system (ADAS) domain controller, or a control unit of another component of the vehicle. The product form and deployment manner of the vehicle control device are not limited in the embodiments of the present application.

[0064] The implementation principle of the vehicle control scheme of the embodiments of the present application is introduced below.

[0065] FIG. 2 shows a schematic diagram of the principle of the vehicle control method of the embodiments of the present application.

[0066] Referring to FIG. 2, taking the example of the vehicle control device (equivalent to the vehicle control decision in FIG. 2) integrated in the MDC of the vehicle, the MDC can interact with a cloud server or other modules in the vehicle to implement the vehicle control scheme of the embodiments of the present application.

[0067] For example, the MDC can obtain at least one driving parameter of the vehicle through sensing information of at least one sensor in a sensing system of the vehicle, and keep monitoring and collecting running data of the vehicle at all times. The at least one sensor in the sensing system can include, but is not limited to, a speed sensor, an acceleration sensor, an angular velocity sensor, a roll angle sensor, a steering wheel sensor, a steering angle sensor, an accelerator pedal position sensor, a brake pedal position sensor, etc. The at least one driving parameter obtained through the sensing information provided by the sensing system of the vehicle can include, but is not limited to, at least one of the following of the vehicle: wheel speed, wheel acceleration, motor speed, acceleration, steering wheel rotation angle, yaw rate, accelerator pedal opening degree information, or brake pedal opening degree information. Optionally, the at least one driving parameter can further include, but is not limited to, the following information of the vehicle: roll angle, heading angle, gear position, driving mode, road mode, state of charge (SOC) of the battery, etc. These driving parameters can be used to identify the driving state of the vehicle, for example, including the driving / creeping / recycling working conditions of the vehicle, or including the driving mode of the vehicle, or including the effective signals of part of components of the vehicle, which are not limited in the embodiments of the present application.

[0068] Optionally, the MDC can also identify the environment or scenario in which the vehicle is located through sensing information of at least one sensor in a sensing system of the vehicle, to assist the vehicle in driving. For example, the sensing system of the vehicle can further include at least one of the following sensor devices: a camera, a laser radar, a millimeter wave radar, etc. The number of these sensors can be one or more, and the deployment position can be inside the vehicle or outside the vehicle, which can be used to perceive the environment or scenario in which the vehicle is located to assist the vehicle in driving. As an example, the camera can be deployed inside the vehicle, for example, on the rearview mirror in the vehicle, and can be used to perceive the state of the occupant in the vehicle, for example, whether the occupant is in a car sickness state, after obtaining authorization of the user. Or for example, the camera can be deployed outside the vehicle, for example, around the vehicle, to perceive the road condition of the road where the vehicle is currently located, for example, whether it is in a congested road section. Or for example, the laser radar or the millimeter wave radar can be deployed outside the vehicle, for example, in front of or behind the vehicle, to perceive the distance between the ego vehicle and the other vehicle.

[0069] The MDC can comprehensively obtain various driving parameters through the sensing system, acquire information of the vehicle itself and the surrounding environment, and make vehicle control decisions based on the information, so as to provide dynamic control functions for the vehicle in a timely manner when the vehicle has potential risks (for example, vehicle movement causes the driver to feel car sickness), so as to ensure the driving smoothness and driving experience of the vehicle. For example, the MDC can calculate the driving torque required by the vehicle at the current moment according to the at least one driving parameter, and the driving torque is used to drive the vehicle to travel at the current moment. In different driving scenarios, the driving torque required by the vehicle is different, and the MDC can also adjust the torque of the vehicle and output the adjusted torque to the corresponding vehicle components, so as to ensure the driving smoothness and driving experience of the vehicle. In different driving scenarios, the adjusted torque of the vehicle can be the total driving torque of the vehicle, or the energy recovery torque of the vehicle in sliding mode, or the anti-sickness incremental torque of the vehicle, which is the difference between the total driving torque of the vehicle and the necessary torque, and the necessary torque is the minimum torque required to drive the vehicle to travel on the road. The MDC can adaptively determine the torque adjustment strategy in combination with the driving state of the vehicle or the state of the driver in the vehicle, and adjust the torque of the vehicle based on the determined torque adjustment strategy, so as to achieve the purpose of giving consideration to the real driving intention of the driver and the power of the vehicle. The MDC can also receive input instructions from the outside of the vehicle through interaction with the driver in the vehicle, determine the torque adjustment strategy based on the input instructions, and adjust the torque of the vehicle based on the determined torque adjustment strategy.

[0070] In one example, the vehicle can provide an anti-motion sickness function, for example, the MDC can provide the anti-motion sickness function as the vehicle control device of the embodiments of the present application. The anti-motion sickness function can preset the whole body vibration metric evaluation index within the corresponding preset range. During driving, the MDC can enable / activate the anti-motion sickness function of the vehicle. When the anti-motion sickness function of the vehicle is in the enabled state (or the activated state), the MDC can adjust the torque of the vehicle by comprehensively obtaining various sensing information through the sensing system, so that the whole body vibration metric evaluation index is within the corresponding preset range, to alleviate the motion sickness of the passengers, while achieving the purpose of taking into account the real driving intention of the driver and the power performance of the vehicle. The MDC can issue a control instruction to the first motor, the second motor (optional) or the electronic stability control system (ESC) chassis controller and the like of the vehicle through the in-vehicle communication network (or gateway), and the control instruction can be associated with the adjusted torque, so that the first motor, the second motor (optional) or the ESC chassis controller can assist in controlling the vehicle according to the control instruction from the MDC. Thus, the MDC can adjust the output torque on the premise of responding to the real driving intention of the driver, to alleviate the motion sickness of the passengers, to ensure the ride comfort and driving experience of the vehicle, and to achieve the purpose of taking into account the real driving intention of the driver and the power performance of the vehicle.

[0071] In one possible implementation, the MDC can also output reminder information to the touch screen, speaker and the like through the gateway during the implementation of the dynamic control function of the vehicle, to indicate the vehicle control decision result to the driver, so as to facilitate the driver to know the dynamic change of the vehicle. The MDC can also receive control information from the in-vehicle occupant (including the driver or non-driver input) through the touch screen, microphone and the like (or through the gateway), and the control information can be associated with the aforementioned reminder information, or be used to assist the MDC to make vehicle control decisions and generate corresponding reminder information. Optionally, the peripheral device can also be a smart terminal device of the in-vehicle occupant, and the in-vehicle occupant can communicate with the MDC through the smart terminal device to input control information to the MDC, or receive reminder information from the MDC. If the current in-vehicle occupant does not include the vehicle owner (the owner or the possessor of the vehicle), the vehicle owner can also remotely control the vehicle through the smart terminal device, which will not be described herein.

[0072] It should be noted that in FIG. 2, the bidirectional arrows between different modules are only used to represent that the modules can communicate with each other, and do not limit any communication mode and information format, etc. In the above description of the vehicle control principle in conjunction with FIG. 2, only the MDC is taken as an example to introduce the controller, and is not any limitation. In specific implementation, the VCU / VDC / MCU / ADAS domain controller, etc. can also replace the MDC to implement the vehicle control decision function of the embodiments of the present application, and the information transmission details can be different, which will not be described here. The other modules in the vehicle shown in FIG. 2 are only examples, and the dashed box only represents that the corresponding module is an optional module. The vehicle can not contain part of the modules shown in FIG. 2, can include other modules in addition to part of the modules shown in FIG. 2, or replace part of the modules in FIG. 2 with other modules not shown, which will not be described here. In some designs, the sensing system of the vehicle can also be integrated in the MDC / VCU / VDC / MCU / ADAS domain controller, etc., and the embodiments of the present application do not limit this.

[0073] In implementation, referring to FIG. 3, the vehicle control method can include the following steps:

[0074] S310: The vehicle control device adjusts the vehicle to a target mode.

[0075] S320: The vehicle control device adjusts the torque of the vehicle so that the whole-body vibration metric evaluation index of the human body is within a corresponding preset range.

[0076] In the embodiments of the present application, the target mode can be associated with the anti-motion sickness function of the vehicle. For example, the anti-motion sickness function of the vehicle is in an enabled state in the target mode, and the anti-motion sickness function of the vehicle is in a disabled state or a dormant state in the non-target mode, that is, the vehicle does not need to exert the anti-motion sickness function. In specific implementation, the vehicle control device can comprehensively obtain various sensing information obtained by the sensing system of the vehicle, and monitor the electronic control unit (ECU) of the vehicle and the surrounding environment of the vehicle at all times to determine whether the current driving scene will bring a motion sickness experience to the passenger and whether the anti-motion sickness function of the vehicle needs to be enabled / activated to alleviate the motion sickness experience of the passenger. If so, the vehicle control device can implement S310 to enable the anti-motion sickness function. If not, the vehicle control device does not need to perform S310.

[0077] The starting mode of the target mode can be various, which can be actively triggered by the passenger (including the vehicle driver or non-driver, which can also be described as a user, and the embodiments of the present application do not limit this) or can be triggered according to the analysis result of the sensing information of at least one sensor of the vehicle after obtaining the authorization of the user. In implementation, at least one activation condition can be preset in the vehicle control device. During the driving of the vehicle, the vehicle control device can determine whether to start the target mode by judging whether the corresponding activation condition is met by comprehensively collecting various information.

[0078] For example, the active trigger starting mode can be triggered by a human-machine interaction (HMI) interface (such as a vehicle touch screen) or a physical button or a voice input device (such as a microphone) associated with the vehicle. For example, the user can select the virtual button of the HMI interface to trigger the selection instruction, or can select the physical button of the vehicle to trigger the selection instruction, or can input the voice to the microphone of the vehicle to trigger the selection instruction. These input selection instructions can be represented as a second input instruction. Correspondingly, the vehicle control device can receive the second input instruction from the outside of the vehicle, and implement S310 to adjust the vehicle to the target mode when the second input instruction is received.

[0079] For example, the vehicle control device can implement S310 to adjust the vehicle to the target mode when it is identified that the passenger in the vehicle is in a car sickness state or that the vehicle is in a target driving state according to the sensing information of at least one sensor of the vehicle. After obtaining the authorization of the user, the vehicle control device can monitor the state of the passenger in the vehicle through the in-vehicle sensor, and if it is monitored through the in-vehicle sensor that the passenger is in a car sickness state, the vehicle control device can implement S310 to adjust the vehicle to the target mode. The driving state can refer to the driving / crawling / recovery condition of the vehicle, or can refer to the manual driving mode or intelligent driving mode of the vehicle, or can refer to the valid signal of part of the components of the vehicle, such as gear, pedal opening degree information, motor information, etc. The target driving state refers to the driving state associated with the target mode, which can include the driving / crawling / recovery condition of the vehicle, or can include the manual driving mode or semi-automatic driving mode of the vehicle, or can refer to the valid signal of part of the components of the vehicle within a predetermined interval range, and the embodiments of the present application do not limit this. If it is identified that the vehicle is in the target driving state, the vehicle control device can implement S310 to adjust the vehicle to the target mode.

[0080] It should be understood that the above is only an example of the starting mode of the target mode of the embodiments of the present application, and is not any limitation. In the case where the vehicle is adjusted to the target mode, the vehicle control device can implement S320 to adjust the output torque on the premise of responding to the real driving intention of the driver, so that the whole body vibration metric evaluation index is within the corresponding preset range, to alleviate the car sickness experience of the passenger, while achieving the purpose of taking into account the real driving intention of the driver and the power of the vehicle.

[0081] In implementation, the anti-car sickness function provided by the vehicle control device can preset the whole body vibration metric evaluation index within the corresponding preset range, in order to achieve the effect of anti-car sickness. The whole body vibration metric evaluation index can be associated with at least one of the following: frequency-weighted acceleration value, frequency-weighted acceleration root mean square value, maximum transient vibration value (MTVV), motion sickness dose value (MSDV), vibration dose value (VDV), etc. The frequency-weighted acceleration can be calculated based on the time-domain acceleration during vehicle driving, and the frequency-weighted acceleration root mean square value, MTVV, MSDV, and VDV can be calculated based on the frequency-weighted acceleration.

[0082] For example, according to the content recorded in the international standard ISO2631-1-1997 (2631 for short) formulated by the International Organization for Standardization (ISO), taking the index calculation in the horizontal direction (corresponding to the motion of the x-axis and y-axis of the human body, the definitions of the x-axis and y-axis are shown in FIG. 4, and the x-axis points to the front of the human body) as an example:

[0083] Let a(t) represent the time-domain acceleration of the vehicle, and input a(t) as an input signal into a frequency-weighted filter. The output of the frequency-weighted filter is the frequency-weighted acceleration, or the frequency-weighted acceleration time history a w (t). The amplitude-frequency characteristic curve and the phase-frequency characteristic curve of the frequency-weighted filter are shown in FIG. 5, where the horizontal axis represents the frequency in hertz (Hz). The vertical axis represents the magnitude and the phase, respectively. The unit of magnitude can be decibels (dB), and the unit of phase is degrees (deg).

[0084] The frequency-weighted acceleration root mean square value a w (τ) is calculated for the time t1 to t2, τ = t2-t1, and satisfies the following expression (1):

[0085] The calculation of MTVV can satisfy the following expression (2): MTVV = max[a w (τ)] (2);

[0086] The calculation of MSDV can satisfy the following expression (3):

[0087] The calculation of VDV can satisfy the following expression (4):

[0088] It can be found out by FIG. 5 and the above expressions (1)-(4) that the greater the component of the vehicle acceleration in the human whole-body vibration sensitive frequency interval, the easier the motion in this period of time causes the human car sickness. Therefore, if the component of the acceleration in the human whole-body vibration sensitive frequency interval is reduced as much as possible, the purpose of alleviating the car sickness experience of the passenger can be achieved.

[0089] In an embodiment, since the output torque of the automobile is proportional to the acceleration of the vehicle, the greater the torque, the faster the acceleration. Therefore, in the vehicle control scheme of the embodiments of the present application, the component of the acceleration in the human whole-body vibration sensitive frequency interval can be reduced by adjusting the torque of the vehicle in S320, so that the human whole-body vibration metric evaluation index is reduced, and the anti-car sickness effect is achieved. It should be understood that in other embodiments, the component of the acceleration in the human whole-body vibration sensitive frequency interval can also be reduced by adjusting other parameters of the vehicle, so that the human whole-body vibration metric evaluation index is reduced, and the embodiments of the present application do not limit this.

[0090] To achieve the above purpose, an embodiment is that the anti-car sickness function can preset a curve model of the human whole-body vibration frequency and amplitude and / or phase, which can limit the human whole-body vibration metric evaluation index in the corresponding preset range. Taking the regulation of the torque of the vehicle as an example, when S320 is implemented, the vehicle control device can perform shaping calculation on the torque of the vehicle through the transfer function associated with the curve model to obtain a target torque, and then adjust the torque of the vehicle to the target torque. The vehicle control device can issue a control instruction to the corresponding vehicle components according to the target torque adjusted to, so as to assist in controlling the vehicle driving, thereby guaranteeing the driving smoothness and driving experience of the vehicle.

[0091] As an example, the above curve model can be a frequency response curve model of a filter, and the parameters of the filter are associated with the human whole-body vibration sensitive frequency interval. The design principle of the filter is introduced below in combination with different examples.

[0092] Taking the human body longitudinal motion (the direction of the human body longitudinal motion is consistent with the front and back direction of the vehicle driving) sensitive frequency as an example, when the attenuation is greater than -3db, the frequency range is about 0.4-2.8Hz, indicating that the horizontal motion of the frequency component is easy to cause the human body to be car sick.

[0093] When the filter is constructed, the ideal amplitude-frequency characteristic and / or phase-frequency characteristic of the filter can be designed first. For example, the parameters such as the stopband frequency and the attenuation of the filter are designed with reference to the human body longitudinal motion sensitive frequency interval / range. For example, the attenuation rate is greater than -3dB in the frequency range of 0.4-2.8Hz. The horizontal motion of the frequency component is easy to make the human body car sick, and when the amplitude-frequency characteristic and / or phase-frequency characteristic of the filter is constructed, the stopband frequency can be set with reference to the range to construct the band-stop filter with the stopband frequency of [f start ,f stop ]. f start represents the start frequency of the human body longitudinal motion sensitive frequency interval, and f stop represents the end frequency of the human body longitudinal motion sensitive frequency interval.

[0094] Then, the filter design can be performed according to the input of the required amplitude-frequency characteristic and / or phase-frequency characteristic by means of a filter design tool (for example, Matlab-filterDesigner). For example, the transfer function of the filter and the corresponding difference equation are designed, so that the input vehicle torque value can be output after the shaping calculation of the filter, and the output torque value can meet the expected amplitude-frequency characteristic and / or phase-frequency characteristic.

[0095] Similarly, when the filter is constructed, other parameters of the filter can also be designed based on the human body whole body vibration frequency, including but not limited to the phase-frequency characteristic, the filter type, the sampling frequency, etc., so that the constructed filter can output the torque value meeting the expected amplitude-frequency characteristic and / or phase-frequency characteristic.

[0096] As an example, in the embodiment of the present application, the filter designed based on the human body whole body vibration frequency, which can also be called a torque shaping module, can be integrated in the vehicle control device. The amplitude-frequency characteristic curve and / or phase-frequency characteristic curve of the filter can be as shown in FIG. 6. The amplitude adopts the absolute value (absolute value, abs). The transfer function of the filter is represented as H(z), which is discretized and can be converted into a difference equation. One specific implementation form of the difference equation is expressed as follows:

[0097] The sampling period of the torque signal received / transmitted by the vehicle control device can be 10 ms. The original torque (input torque) at the current time t is denoted as U(t) before the shaping calculation is performed by the torque shaping module, and the original torque at the previous n time t-n is denoted as U(t-n). The shaped torque at the current time t is denoted as Y(t), which is the output result of the torque shaping module at the time t, and the shaped torque at the previous n time t-n is denoted as Y(t-n). n represents the number of sampling periods, and n is an integer greater than 1.

[0098] Y(t) obtained from the above design idea is shown in the following expression (5):

[0099] In the expression (5), the parameters a1-a5 and b1-b5 are constants, and the corresponding values can be shown in Table 1 as follows:

[0100] Table 1

[0101] Therefore, the torque of the vehicle input at the time t can be shaped and calculated by the frequency response curve model shown in FIG. 6, the corresponding transfer function, and the difference equation, to obtain the shaped torque Y(t) at the time t, that is, the target torque. When controlling the vehicle to travel, the vehicle control device can adjust the torque of the vehicle to the target torque Y(t). The acceleration and the whole-body vibration metric evaluation index obtained based on the target torque can weaken the components of the acceleration in the whole-body vibration sensitive frequency range (for example, 0.4-2.8 Hz), alleviate the dizziness effect of the vehicle motion on the human body, and achieve the purpose of alleviating the car sickness of the passenger.

[0102] It should be understood that in the embodiments of the present application, at least one of the following parameters of the filter is different: filter type, amplitude-frequency characteristic, phase-frequency characteristic, and sampling frequency, which can affect the shaping calculation result of the torque, thereby affecting the alleviation degree of the car sickness effect or the power performance of the vehicle. In the embodiments of the present application, a plurality of curve models can also be designed according to the requirements, for example, a plurality of frequency response curve models of filters, and in a specific driving scene, a specific driving parameter or user indication information is combined to select one curve model from the plurality of curve models as the curve model used by the torque shaping module at the current time.

[0103] Still taking the filter as an example, in an implementation, different ranges of the whole-body vibration frequency are associated with different curve models, and a plurality of filters can be designed based on the same filter type. For example, a 4th order Butterworth type IIR filter. Three filter level frequency response curve models can be preset in the torque shaping module, which are denoted as: strong level, mid level, and weak level, and the transfer functions associated with the curve models of the respective levels are denoted as HS (z), H M (z), H w (z). The operation period of the torque shaping module can still be 0.01s, i.e. the original torque input is read once every 0.01s and shaping calculation is performed. The stopband frequency range corresponding to each level filter can be shown in Table 2, and the amplitude-frequency characteristic curve and / or the phase-frequency characteristic curve is shown in Figure 7.

[0104] Table 2

[0105] The transfer function associated with each frequency response curve model in Figure 7 is discretized and converted into a difference equation. The specific implementation form of the difference equation corresponding to each level filter is shown as follows:

[0106] 1) Weak level:

[0107] The original torque before shaping at the current t time is represented as U(t), and U(t-n) represents the original torque at the previous n time. The torque after shaping by the weak level filter at the current t time is represented as Y weak (t), and Y weak (t-n) represents the torque after shaping by the weak level filter at the previous n time, and n represents the number of sampling periods, n being an integer greater than 1.

[0108] Y weak (t) obtained from the above design idea is shown in expression (6) as follows:

[0109] In expression (6), parameters a1-a5 and b1-b5 are constants, and the corresponding values can be shown in Table 3 as follows:

[0110] Table 3

[0111] 2) Mid level:

[0112] The original torque before shaping at the current t time is represented as wieldU(t), and U(t-n) represents the original torque at the previous n time. The torque after shaping by the mid level filter at the current t time is Y mid (t), and Y mid (t-n) represents the torque after shaping by the mid level filter at the previous n time, and n represents the number of sampling periods, n being an integer greater than 1.

[0113] Y mid (t) obtained from the above design idea is shown in expression (7) as follows:

[0114] In expression (7), parameters a1-a5 and b1-b5 are constants, and the corresponding values can be shown in Table 4 as follows:

[0115] Table 4

[0116] 3) strong level:

[0117] The original torque before shaping at the current time t is U(t), and U(t-n) represents the original torque at the previous n time; the torque after shaping by the strong level filter at the current time t is Y strong (t), and Y strong (t-n) represents the torque after shaping by the strong level filter at the previous n time, and n represents the number of sampling periods, and n is an integer greater than 1.

[0118] Y strong (t) is shown in the following expression (8):

[0119] In the expression (8), parameters a1-a5 and b1-b5 are constants, and the corresponding values can be shown in Table 5 as follows:

[0120] Table 5

[0121] Therefore, the frequency response curve model of each level filter can perform different degrees of shaping calculation on the torque of the vehicle input at time t through the corresponding transfer function and the difference equation of the frequency response curve model shown in FIG. 7, to obtain the torque Y(t) after shaping at time t, that is, the target torque. When controlling the vehicle to travel, the vehicle control device can adjust the torque of the vehicle to the target torque Y(t). Based on the acceleration and the whole-body vibration metric evaluation index obtained based on the target torque, the components of the acceleration in different whole-body vibration sensitive intervals can be reduced, the dizziness effect of the vehicle motion on the human body can be relieved, and the purpose of relieving the dizziness experience of the passenger is achieved.

[0122] In the implementation of the vehicle control method of the present application, the vehicle control device can select one filter from the above-mentioned three intensity level filters as the target filter used by the torque shaping module at the current time to perform shaping calculation on the input vehicle torque, so as to reduce the amplitude in the dizziness frequency interval, thereby achieving the purpose of relieving the dizziness experience of the passenger. For example, the vehicle control device can determine the curve model according to the dizziness level of the vehicle. The following will be introduced in combination with different examples, which will not be described here.

[0123] In another optional design, the above-mentioned mid level filter can also be a 6th order Butterworth type IIR filter, and the amplitude-frequency characteristic curve and / or the phase-frequency characteristic curve can be as shown in FIG. 8, and the stopband frequency range is as follows: f start = 0.4 Hz, fstop = 0.4 Hz, f start = 2.8 Hz.

[0124] wherein U(t) represents the original torque before shaping at the current time t, U(t-n) represents the original torque at the previous n time, Y(t) represents the torque after shaping by the filter at the current time t, Y(t-n) represents the torque after shaping by the mid-level filter at the previous n time, and n represents the number of sampling periods, and n is an integer greater than 1.

[0125] Y(t) obtained from the above design idea is shown in the following expression (9):

[0126] wherein a1-a5 and b1-b5 in expression (9) are constants, and the corresponding values can be shown in Table 6 as follows:

[0127] Table 6

[0128] In another optional design, the above-mentioned mid-level filter can also be a 4th order Chebyshev type I IIR filter, and the amplitude-frequency characteristic curve and / or the phase-frequency characteristic curve is shown in FIG. 9, and the stopband frequency range is shown as follows: f start = 0.4 Hz, f stop = 2.8 Hz.

[0129] wherein U(t) represents the original torque before shaping at the current time t, U(t-n) represents the original torque at the previous n time, Y(t) represents the torque after shaping by the filter at the current time t, Y(t-n) represents the torque after shaping by the mid-level filter at the previous n time, and n represents the number of sampling periods, and n is an integer greater than 1.

[0130] Y(t) obtained from the above design idea is shown in the following expression (10):

[0131] wherein a1-a5 and b1-b5 in expression (10) are constants, and the corresponding values can be shown in Table 7 as follows:

[0132] Table 7

[0133] It should be understood that the above design of the frequency response curve model of one or more filters is only an example of the implementation of the plurality of curve models, but not any limitation. In other embodiments, the curve model can also be designed in combination with the human body transverse or vertical motion sensitive frequency interval to recalculate the original torque required by the vehicle, and the composition of the transfer function or the difference equation associated with the curve model can have other modifications, and the values of the related parameters can be adjusted according to the design requirements, and the embodiments of the present application do not limit this.

[0134] Based on the designed one or more curve models, the vehicle control method of the embodiments of the present application can include the following steps when implemented, as shown in FIG. 10:

[0135] S1010: The vehicle control device determines whether to adjust the vehicle to the target mode. If yes, go to S1020. If no, return to S1010 and continue to monitor the vehicle.

[0136] For example, the vehicle control device adjusts the vehicle to the target mode in the case that the vehicle meets at least one of the following activation conditions. 1) receiving a second input instruction from outside the vehicle, which includes a selection instruction from a virtual button or a physical button, or a selection instruction through voice; or 2) identifying that an occupant in the vehicle is in a car sickness state or identifying that the vehicle is in a target driving state according to the sensing information of at least one sensor of the vehicle. The triggering mode of the target mode can refer to the related description in the foregoing in combination with FIG. 3, which will not be repeated here.

[0137] S1020: The vehicle control device obtains the torque of the vehicle.

[0138] The torque of the vehicle here refers to the original torque to be input into the torque shaping module, which can be provided by other calculation modules or calculated by the vehicle control device itself according to at least one driving parameter of the vehicle, which is not limited by the embodiments of the present application. The torque shaping module of the embodiments of the present application can shape and calculate any type of input torque of the vehicle. For example, the torque of the vehicle can be the total driving torque. Alternatively, the torque of the vehicle can be the anti-car sickness incremental torque of the vehicle, which is the difference between the total driving torque of the vehicle and the necessary torque, and the necessary torque is the minimum torque required for the vehicle to drive on the road surface. Alternatively, the torque of the vehicle can be the coasting energy recovery torque. The input torque of the torque shaping module is not specifically limited by the embodiments of the present application. In different driving scenarios or different driving states of the vehicle, the vehicle control device can obtain the vehicle torque to be adjusted as needed.

[0139] The calculation method of the total driving torque or the coasting energy recovery torque can refer to the related standard documents, which will not be repeated here. For the anti-car sickness incremental torque of the vehicle, it can be calculated according to the current working condition or driving state of the vehicle and the current required total driving torque. The necessary torque can be associated with the information such as the crawling torque, the coasting flag, the anti-coasting torque and the driver demand torque.

[0140] Taking the slope scene as an example, in the slope scene, the crawling torque required by the vehicle at the current time t is represented as Crp t , the original total driving torque is represented as Drv t , and the necessary torque is represented as Nt , the anti-queasiness incremental torque is expressed as MSR t . The necessary torque at time t-1 is expressed as N t-1 .

[0141] In the case of driving the vehicle forward in the forward gear (D), the calculation logic of the necessary torque and the anti-queasiness incremental torque can be as follows:

[0142] (a-1) In the target mode, when the driver steps on the accelerator pedal, the vehicle does not occur to roll back, and before the accelerator pedal is released, the calculation of the necessary torque and the anti-queasiness incremental torque satisfies the following expression: N t = min[max(Crp t , N t-1 ), max(Drv t , Crp t )]; MSR t = max[Drv t - max(Crp t , N t-1 ), 0];

[0143] (a-2) In the target mode, when the driver steps on the accelerator pedal, the anti-queasiness incremental torque cannot meet the climbing demand and the vehicle occurs to roll back (the total value of the original driving torque meets the climbing demand, and the anti-queasiness incremental torque obtained after processing cannot meet the climbing demand), the calculation logic of the necessary torque and the anti-queasiness incremental torque is as follows: N t = Drv t ; MSR t = 0;

[0144] In the case of driving the vehicle backward in the reverse gear (R), the calculation logic of the necessary torque and the anti-queasiness incremental torque can be as follows:

[0145] (b-1) In the target mode, the driver steps on the accelerator pedal, the vehicle does not occur to roll back, and before the accelerator pedal is released, the calculation of the necessary torque and the anti-queasiness incremental torque satisfies the following expression: N t = max[min(Crp t , N t-1 ), min(Drv t , Crp t )]; MSR t = min[Drv t - min(Crp t , N t-1 ), 0];

[0146] (b-2) In the target mode, when the anti-motion sickness increment torque cannot meet the climbing demand when the driver steps on the accelerator pedal (the original driving torque total value meets the climbing demand, and the anti-motion sickness increment torque obtained after processing cannot meet the climbing demand), the calculation logic of the necessary torque and the anti-motion sickness increment torque is as follows: N t = Drv t ; MSR t = 0.

[0147] It can be understood that the above is only an example of the slope road condition to illustrate the calculation logic of the necessary torque and the anti-motion sickness increment torque of the embodiments of the present application, but is not any limitation. In other embodiments, the necessary torque can also be related to the road condition, the road type, etc., which will not be repeated here. In a more complex scenario, the driving torque total value can also be divided in a more fine-grained manner, which is not limited by the embodiments of the present application.

[0148] Therefore, by dividing the original driving torque total value into the necessary torque and the anti-motion sickness increment torque, and shaping the anti-motion sickness increment torque, the control method of the low human sensitive frequency acceleration curve output can also be obtained in different slope conditions, which not only guarantees the performance of the vehicle climbing, but also outputs the low human sensitive frequency acceleration curve on the slope, the vehicle runs smoothly and the motion sickness stimulation to the human body is less.

[0149] S1030: The vehicle control device determines the curve model according to the motion sickness level of the vehicle.

[0150] The motion sickness level here can be divided according to the different degrees of motion sickness feeling brought to the human body by the vehicle motion. Different curve models preset in the torque shaping module can be associated with different motion sickness levels.

[0151] For example, it can be divided into a strong motion sickness level, a medium motion sickness level, and a weak motion sickness level. Accordingly, when S1030 is implemented, the curve model required to be used at the current time can be determined from the multiple curve models preset in the torque shaping module according to the motion sickness level of the vehicle. For example, based on the different examples shown in FIGS. 7-9, the frequency response curve model of the filter of the strong level can be selected when the vehicle is in the strong motion sickness level, the frequency response curve model of the filter of the medium level can be selected when the vehicle is in the medium motion sickness level, and the frequency response curve model of the filter of the weak level can be selected when the vehicle is in the weak motion sickness level. The division method of the motion sickness level and the association method of different motion sickness levels and curve models are not limited by the embodiments of the present application.

[0152] The vehicle level of motion sickness can be determined by the vehicle control device based on the sensing information of at least one sensor of the vehicle. For example, if the vehicle control device identifies that the occupant is in a motion sickness state and estimates that the current level of motion sickness of the occupant is relatively strong, it can be considered that the occupant is in a strong level of motion sickness. If the vehicle control device identifies that the occupant is in a motion sickness state and estimates that the current level of motion sickness of the occupant is relatively weak, it can be considered that the occupant is in a weak level of motion sickness. Alternatively, for example, if the vehicle control device identifies that the vehicle is in a relatively bumpy road condition based on the sensing information of at least one sensor of the vehicle, it can be considered that the occupant is in a strong level of motion sickness. If the vehicle control device identifies that the vehicle is in a relatively smooth road condition based on the sensing information of at least one sensor of the vehicle, it can be considered that the occupant is in a weak level of motion sickness.

[0153] Alternatively, the vehicle level of motion sickness can also be received by the vehicle control device from outside the vehicle. For example, the vehicle control device can communicate with the HMI interface or physical buttons or voice input device of the vehicle. The occupant in the vehicle can input an instruction to the vehicle control device by selecting the virtual buttons on the HMI interface, or by selecting the physical buttons, or by voice selection, indicating the first input instruction to indicate the vehicle level of motion sickness. Accordingly, the vehicle control device can receive the first input instruction from outside the vehicle to determine the vehicle level of motion sickness, and determine the vehicle level of motion sickness according to the first input instruction.

[0154] It should be understood that here only the vehicle level of motion sickness is taken as an example to exemplarily introduce the selection method of the curve model, and does not constitute any limitation. In other embodiments, the curve model can also be selected according to other parameters or indicators, which will not be described here.

[0155] S1040: The vehicle control device performs shaping calculation on the torque of the vehicle through the transfer function associated with the curve model to obtain a target torque. The vehicle control device can adjust the torque of the vehicle to the target torque.

[0156] S1050: The vehicle control device issues a control instruction to the corresponding vehicle components based on the target torque, so as to drive the vehicle to travel while relieving the motion sickness of the occupant. The vehicle components may, for example, include a motor, an ESC chassis controller, etc.

[0157] If the torque of the vehicle obtained in S1020 is the total value of the driving torque of the vehicle, when S1040 is implemented, the total value of the driving torque of the vehicle is shaped and calculated through the transfer function associated with the curve model determined in S1030 to obtain the shaped total value of the driving torque. When S1040 is implemented, a control instruction can be issued to the corresponding vehicle components based on the shaped total value of the driving torque, so as to drive the vehicle to travel while relieving the motion sickness of the occupant.

[0158] If the torque of the vehicle obtained in S1020 is the coasting energy recovery torque of the vehicle, when S1040 is implemented, the coasting energy recovery torque of the vehicle is calculated by the transfer function associated with the curve model determined in S1030 to obtain the shaped coasting energy recovery torque. When S1040 is implemented, control instructions can be issued to the corresponding vehicle components according to the shaped coasting energy recovery torque, so as to drive the vehicle to recover energy while alleviating the car sickness experience of the passengers.

[0159] If the torque of the vehicle obtained in S1020 is the anti-car-sickness incremental torque of the vehicle, when S1040 is implemented, the anti-car-sickness incremental torque of the vehicle is calculated by the transfer function associated with the curve model determined in S1030 to obtain the shaped anti-car-sickness incremental torque. When S1040 is implemented, the total value of the driving torque can be recalculated according to the sum of the shaped anti-car-sickness incremental torque and the necessary torque, and control instructions can be issued to the corresponding vehicle components based on the new total value of the driving torque, so as to drive the vehicle to travel while alleviating the car sickness experience of the passengers.

[0160] Thus, by the above vehicle control method, considering the difference in the demand torque of the vehicle at the sensitive frequency of the human body vibration, the torque of the vehicle is adjusted by the transfer function associated with the preset curve model, the component of the acceleration in the sensitive frequency range of the human body vibration is reduced, the motion stimulation of the vehicle motion to the passengers is reduced, and the purpose of alleviating the car sickness experience of the passengers is achieved. At the same time, this method only optimizes the influence of the torque on the component of the acceleration in the sensitive frequency range of the human body vibration, and does not excessively lose the power of the vehicle.

[0161] In an optional embodiment, in the vehicle control method shown in FIG. 10, the torque gradient limit can also be controlled on the basis of the shaping calculation of the torque of the vehicle, so as to realize the smooth output of the torque. The torque gradient limit refers to limiting the gradient of the increase / decrease of the torque in the power system, especially in the automobile or other mechanical system, to avoid sudden acceleration feeling (jerking), so as to optimize the driving performance and reduce unnecessary energy waste. This limitation is usually realized through specific calibration conditions to ensure that the increase / decrease of the torque is not linear under specific working conditions, but is smoothly controlled to avoid excessive burden on the vehicle control system or adverse effects on the performance of the vehicle.

[0162] In the embodiments of the present application, the vehicle control device can limit the torque gradient according to at least one driving parameter. As shown in FIG. 11, the method can include the following steps:

[0163] S1110: The vehicle control device determines whether to adjust the vehicle to the target mode. If yes, go to S1120. If no, return to S1110 and continue to monitor the vehicle. For details, refer to the description of S1010, which will not be repeated here.

[0164] S1120: The vehicle control device obtains the torque of the vehicle. For details, refer to the description of S1020, which will not be repeated here.

[0165] S1130: The vehicle control device determines the curve model according to the car sickness level of the vehicle. For details, refer to the description of S1030, which will not be repeated here.

[0166] S1140: The vehicle control device performs shaping calculation on the torque of the vehicle through the transfer function associated with the curve model to obtain the shaped torque. For details, refer to the description of S1040, which will not be repeated here.

[0167] S1150: The vehicle control device limits the gradient of the shaped torque according to at least one driving parameter of the vehicle to obtain the target torque. The vehicle control device can adjust the torque of the vehicle to the target torque.

[0168] S1160: The vehicle control device issues control instructions to the corresponding vehicle components based on the target torque to drive the vehicle and relieve the car sickness of the passengers. The vehicle components may, for example, include the motor, the ESC chassis controller, etc.

[0169] As an example, the at least one driving parameter used here may, for example, include the speed of the vehicle at the current time, the accelerator pedal opening degree information, the brake pedal opening degree information, the motor speed, etc. Limiting the gradient of the shaped torque may specifically be adjusting the shaped torque according to at least one driving parameter of the vehicle to limit the gradient of the increase / decrease of the torque to obtain the target torque.

[0170] In one example, when implementing S1150, the vehicle control device can also obtain a gain coefficient, for example, according to at least one driving parameter of the vehicle. The gain coefficient can be used to adjust the torque of the vehicle, for example, by limiting the gradient of the shaped torque through the gain coefficient to obtain the target torque, so that the whole body vibration metric evaluation index is within the corresponding preset range. When implemented, the vehicle control device can also directly or indirectly determine the car sickness level of the vehicle, determine the gain coefficient according to the car sickness level of the vehicle, and limit the gradient of the shaped torque through the gain coefficient to obtain the target torque.

[0171] As an example, as shown in FIG. 12, the vehicle control device can determine the motion sickness level of the vehicle according to a first input instruction inputted from outside of the vehicle. Specifically, for example, the HMI interface can provide a user with a selection portal of multiple motion sickness levels, and the user can select a desired motion sickness level at the current time by clicking a virtual button on the HMI interface. Accordingly, the HMI interface can receive a selection instruction of the virtual button inputted by the user, which can indicate the motion sickness level of the vehicle. Alternatively, the virtual button can be replaced by a physical button. Thus, the vehicle control device can know the motion sickness level of the vehicle according to the selection instruction of the virtual button or the physical button by the user. Alternatively, the vehicle control device can also receive voice information inputted by the user through a voice input device (e.g., a microphone) of the vehicle, which can indicate the motion sickness level of the vehicle. The vehicle control device can also know the motion sickness level of the vehicle according to the selection instruction of the voice.

[0172] Alternatively, for example, the vehicle control device can obtain at least one driving parameter of the vehicle according to sensing information of at least one sensor of the vehicle, and determine the driving intention of the driver according to the at least one driving parameter of the vehicle, and determine the motion sickness level of the vehicle according to the driving intention. Specifically, for example, the at least one driving parameter can include the accelerator pedal opening degree information and the accelerator pedal opening degree change rate, and the vehicle control device can determine the driving intention of the driver according to the accelerator pedal opening degree information and the accelerator pedal opening degree change rate. Alternatively, for example, the at least one driving parameter can include the brake pedal opening degree information and the brake pedal opening degree change rate, and the vehicle control device can determine the driving intention of the driver according to the brake pedal opening degree information and the brake pedal opening degree change rate.

[0173] As an example, the accelerator pedal opening degree information can be collected by an accelerator pedal position sensor and normalized to a continuous value of 0-100%, and the vehicle control device can obtain the accelerator pedal opening degree at the current time t as P(t) according to a sampling operation period of At = 0.01 s, and the accelerator pedal opening degree change rate is represented as η(t), and the calculation of η(t) satisfies the following expression:

[0174] Wherein, the filter selection logic of the torque shaping module can be as shown in Table 8:

[0175] Table 8

[0176] Wherein, the gain coefficient is represented as k1(t), and the selection logic can be as shown in Table 9:

[0177] Table 9

[0178] It is understood that Tables 8 and 9 are merely examples of how, in this embodiment of the application, the driving intention of the vehicle is determined based on accelerator pedal opening information and the rate of change of accelerator pedal opening, in order to determine the level of motion sickness of the vehicle, and how the curve model and gain coefficient are determined based on the level of motion sickness. In other embodiments, an algorithm for calculating the level of motion sickness of the vehicle based on at least one driving parameter of the vehicle can also be preset in the vehicle control device, and this embodiment of the application does not limit this.

[0179] Alternatively, for example, the vehicle control unit can identify a collision risk based on perception information from at least one of the vehicle's sensors, and determine the level of motion sickness the vehicle experiences based on the probability of that collision risk. For example, the at least one sensor may include a vehicle-associated camera, radar, etc. The vehicle control unit can acquire perception information from at least one sensor and comprehensively analyze various perception information to identify whether a collision risk exists, and determine the level of motion sickness the vehicle experiences based on the probability of the collision risk, in order to select an appropriate filter as the target filter and an appropriate torque correction coefficient.

[0180] It is understood that in the embodiments of this application, whether there is a collision risk to the vehicle and the probability of the collision risk to the vehicle can be estimated values, which can be estimated based on the perception information of at least one sensor of the vehicle or at least one driving parameter. The embodiments of this application do not limit this.

[0181] In a simpler approach, at least one occurrence condition associated with collision risk, along with the corresponding gain coefficient, can be pre-set in the vehicle control unit. The vehicle control unit can then determine the appropriate gain coefficient by looking up a table.

[0182] As an example, the gain coefficient related to collision risk at time t can be expressed as k2(t), and the value of k2(t) can be determined as shown in Table 10 below:

[0183] Table 10

[0184] As can be seen from Table 10, when there is a risk of collision, the vehicle control device will adjust the filter used by the torque shaping module to a weak level filter and amplify the gain coefficient.

[0185] For example, the HMI interface can provide users with three filter levels: weak, medium, and strong. After the user selects a filter, the vehicle control unit can additionally calculate the gain coefficient k3(t), as shown in Table 11 below:

[0186] Table 11

[0187] In implementation, the vehicle control device can determine the car sickness level of the vehicle according to one or more of the three manners introduced in FIG. 12. Accordingly, k1(t), or k2(t), or k3(t) can be used as the gain coefficient to regulate the torque gradient limit. In some alternative embodiments, the car sickness level of the vehicle can be determined by considering the three manners simultaneously, and accordingly, the final gain coefficient can satisfy the following expression: k final (t)=k1(t)×k2(t)×k3(t).

[0188] Thus, by the above method, the vehicle control device can dynamically adjust the car sickness level by combining various sensing information to analyze the driver's intention, collision risk, etc., and under the corresponding car sickness level, flexibly select and calculate the filter frequency response curve model or gain coefficient used, and dynamically adjust the car sickness relief degree, provide the user with emergency escape ability, and as far as possible reduce the potential safety problems caused by providing the anti-car sickness function, improper output torque, etc.

[0189] Based on the same concept, the embodiments of the present application also provide a communication device for executing the method performed by the vehicle control device in the above method embodiments, and the related features can be referred to the above method embodiments, which will not be described here.

[0190] As shown in FIG. 13, the communication device 1300 can include: a control unit 1301 configured to adjust the vehicle to a target mode, in which the anti-car sickness function of the vehicle is in an enabled state; the anti-car sickness function is preset to have a human whole-body vibration metric evaluation index within a corresponding preset range, and the human whole-body vibration metric evaluation index is associated with at least one of the following: a frequency-weighted acceleration value, a frequency-weighted acceleration root mean square value, a maximum transient vibration value MTVV, a motion sickness dose value MSDV, or a vibration dose value VDV; and a processing unit 1302 configured to adjust the torque of the vehicle so that the human whole-body vibration metric evaluation index is within the corresponding preset range. For specific implementation, please refer to the method steps implemented by the vehicle control device in the above method embodiments, which will not be described here.

[0191] It should be understood that the division of units in the above apparatus is only a logical function division, and all or part of them can be integrated into a physical entity or physically separated when actually implemented. In addition, the units in the apparatus can be implemented in the form of processor calling software; for example, the apparatus includes a processor, the processor is connected with a memory, the memory stores instructions, and the processor calls the instructions stored in the memory to implement any of the above methods or realize the functions of the units of the apparatus, wherein the processor is, for example, a general processor such as a central processing unit (CPU) or a microprocessor, and the memory is a memory in the apparatus or a memory outside the apparatus. Alternatively, the units in the apparatus can be implemented in the form of hardware circuit, and the functions of part or all of the units can be realized by the design of the hardware circuit, which can be understood as one or more processors; for example, in one implementation, the hardware circuit is an application-specific integrated circuit (ASIC), and the functions of part or all of the units are realized by the design of the logical relationship of elements in the circuit; for example, in another implementation, the hardware circuit is realized by a programmable logic device (PLD), and taking a field programmable gate array (FPGA) as an example, it can include a large number of logic gate circuits, and the connection relationship between the logic gate circuits is configured by a configuration file, so as to realize the functions of part or all of the units. All units of the above apparatus can be implemented in the form of processor calling software, or all units can be implemented in the form of hardware circuit, or part of the units can be implemented in the form of processor calling software, and the remaining part can be implemented in the form of hardware circuit.

[0192] In embodiments of the present application, the processor is a circuit with signal processing capability. In one implementation, the processor can be a circuit with instruction reading and running capability, such as a CPU, a microprocessor, a graphics processing unit (GPU) (which can be understood as a microprocessor), a digital signal processor (DSP), etc. In another implementation, the processor can implement certain functions through a logical relationship of hardware circuit, which is fixed or reconfigurable, such as an ASIC or a PLD implemented hardware circuit, such as an FPGA. In a reconfigurable hardware circuit, the processor loads a configuration document to implement hardware circuit configuration, which can be understood as the process of the processor loading instructions to implement the functions of some or all of the units described above. In addition, it can also be a hardware circuit designed for artificial intelligence, which can be understood as an ASIC, such as a neural network processing unit (NPU), a tensor processing unit (TPU), a deep learning processing unit (DPU), etc.

[0193] As can be seen, each unit in the above apparatus can be one or more processors (or processing circuits) configured to implement the above methods, such as a CPU, a GPU, an NPU, a TPU, a DPU, a microprocessor, a DSP, an ASIC, an FPGA, or a combination of at least two of these processor forms.

[0194] In addition, each unit in the above apparatus can be integrated together in whole or in part, or can be independently implemented. In one implementation, these units are integrated together to form a system-on-a-chip (SOC). The SOC can include at least one processor for implementing any of the above methods or functions of the units of the apparatus, and the at least one processor can be of different types, such as a CPU and an FPGA, a CPU and an artificial intelligence processor, a CPU and a GPU, etc.

[0195] In a simple embodiment, those skilled in the art can conceive that the communication apparatus in the above embodiments can all adopt the form shown in FIG. 14.

[0196] As shown in FIG. 14, the apparatus 1400 includes at least one processor 1410 and a communication interface 1430. In an optional design, it can also include a memory 1420.

[0197] The embodiments of the present application do not limit the specific connection medium between the processor 1410 and the memory 1420.

[0198] In the apparatus as shown in FIG. 14, the processor 1410 can perform data transmission through the communication interface 1430 when communicating with other devices.

[0199] When the communication apparatus adopts the form shown in FIG. 14, the processor 1410 in FIG. 14 can invoke the computer-executable instructions stored in the memory 1420, so that the apparatus 1400 can perform any of the above method embodiments.

[0200] The embodiments of the present application also relate to a chip system, which includes a processor for invoking computer programs or computer instructions stored in a memory, so that the processor performs the method of any of the above embodiments.

[0201] In a possible implementation, the processor can be coupled with the memory through an interface.

[0202] In a possible implementation, the chip system can also directly include the memory, which stores the computer programs or computer instructions.

[0203] By way of example, the memory can be a volatile memory or a non-volatile memory, or can include both volatile and non-volatile memories. The non-volatile memory can be a read-only memory (ROM), a programmable ROM (PROM), an erasable PROM (EPROM), an electrically EPROM (EEPROM), or a flash memory. The volatile memory can be a random access memory (RAM) used as an external cache. By way of example and not limitation, many forms of RAM can be used, such as static RAM (SRAM), dynamic RAM (DRAM), synchronous dynamic RAM (SDRAM), double data rate SDRAM (DDR SDRAM), enhanced SDRAM (ESDRAM), synchlink DRAM (SLDRAM), and direct rambus RAM (DR RAM).

[0204] The embodiments of the present application also relate to a processor configured to invoke a computer program or computer instructions stored in a memory to cause the processor to perform the method of any of the above embodiments.

[0205] For example, in the embodiments of the present application, the processor is an integrated circuit chip with processing capability of signals. For example, the processor can be an FPGA, a general purpose processor, a DSP, an ASIC or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, a system on chip (SoC), a CPU, a network processor (NP), a micro controller unit (MCU), a PLD or other integrated circuits, which can realize or execute the methods, steps and logical block diagrams disclosed in the embodiments of the present application. The general purpose processor can be a microprocessor or the processor can also be any conventional processor. The steps of the methods disclosed in conjunction with the embodiments of the present application can be directly embodied in hardware code of the processor, or a combination of hardware and software modules in the processor. The software modules can reside in the random memory, the flash memory, the read-only memory, the programmable read-only memory, the electrically programmable read-only memory, the register, or other forms of the storage medium in the art. The storage medium is located in the storage memory, and the processor reads information in the storage memory and combines the hardware to execute the steps of the above methods.

[0206] It should be understood that the embodiments of the present application can be provided as a method, a system, or a computer program product.

[0207] In one possible implementation, the embodiments of the present application provide a computer readable storage medium, which stores program codes, when the program codes are run on the computer, the computer executes the above method embodiments.

[0208] In one possible implementation, the embodiments of the present application provide a computer program product, when the computer program product is run on the computer, the computer executes the above method embodiments.

[0209] Therefore, the present application can take the form of an entirely hardware embodiment, an entirely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, the present application can take the form of a computer program product on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROMs, optical storage devices, etc.) embodying computer usable program code.

[0210] These computer program instructions can also be stored in a computer readable memory that can direct a computer or other programmable data processing apparatus to function in a particular manner, such that the instructions stored in the computer readable memory produce an article of manufacture including instructions which implement the function specified in the flowchart or flowsheets and / or block or blocks of the block diagrams.

[0211] These computer program instructions can also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer implemented process such that the instructions which execute on the computer or other programmable apparatus provide steps for implementing the functions specified in the flowchart or flowsheets and / or block or blocks of the block diagrams.

[0212] Obviously, persons having ordinary skill in the art can make various modifications and variations to the embodiments of the present application without departing from the scope of the present application. Thus, it is intended that the present application cover modifications and variations of this application provided they come within the scope of the appended claims and their equivalents. In each of the embodiments of the present application, the terms and / or descriptions of various embodiments are consistent and can be referenced with each other if not specifically stated, and the technical features in different embodiments can be combined to form new embodiments according to their inherent logical relationship.

Claims

1. A vehicle control method characterized by, The method comprises: adjusting the vehicle to a target mode, in which the anti-motion sickness function of the vehicle is enabled; the anti-motion sickness function pre-sets a body whole-body vibration metric evaluation index within a corresponding preset range, and the body whole-body vibration metric evaluation index is associated with at least one of the following: a frequency-weighted acceleration value, a frequency-weighted acceleration root mean square value, a maximum transient vibration value MTVV, a motion sickness dose value MSDV, or a vibration dose value VDV; adjusting the torque of the vehicle so that the body whole-body vibration metric evaluation index is within the corresponding preset range.

2. The method of claim 1, wherein, The adjusting of the torque of the vehicle so that the body whole-body vibration metric evaluation index is within the corresponding preset range comprises: adjusting the torque of the vehicle so that the body whole-body vibration metric evaluation index is reduced.

3. The method according to claim 1 or 2, characterized in that, The anti-motion sickness function pre-sets the body whole-body vibration metric evaluation index within the corresponding preset range, which comprises a curve model of the body whole-body vibration frequency and amplitude and / or phase, and the curve model limits the body whole-body vibration metric evaluation index within the corresponding preset range. The adjusting of the torque of the vehicle comprises: performing a shaping calculation on the torque of the vehicle through a transfer function associated with the curve model to obtain a target torque; adjusting the torque of the vehicle to the target torque.

4. The method of claim 3, wherein, The curve model is a frequency response curve model of a filter, and the parameters of the filter are associated with a body whole-body vibration sensitive frequency interval.

5. The method according to claim 3 or 4, characterized in that, Different ranges of the body whole-body vibration frequency are associated with different curve models, and different curve models are associated with different motion sickness levels, and before the shaping calculation on the torque of the vehicle through the curve model, the method further comprises: determining the curve model according to the motion sickness level in which the vehicle is located.

6. The method according to any one of claims 1-5, characterized in that, The method further comprises obtaining a gain coefficient. The adjusting of the torque of the vehicle so that the body whole-body vibration metric evaluation index is within the corresponding preset range comprises: adjusting the torque of the vehicle through the gain coefficient so that the body whole-body vibration metric evaluation index is within the corresponding preset range.

7. The method of claim 6, wherein, The obtaining of the gain coefficient comprises: determining the gain coefficient according to the motion sickness level in which the vehicle is located.

8. The method according to claim 5 or 7, characterized in that, The method further comprises: determining the motion sickness level in which the vehicle is located according to the sensing information of at least one sensor of the vehicle; or, receiving a first input instruction from outside the vehicle to determine the motion sickness level in which the vehicle is located, and the first input instruction comprises a selection instruction from a virtual button or a physical button or a selection instruction through voice.

9. The method according to any one of claims 1-8, characterized in that, The adjusting of the vehicle to the target mode comprises: receiving a second input instruction from outside the vehicle to adjust the vehicle to the target mode, and the second input instruction comprises a selection instruction from a virtual button or a physical button or a selection instruction through voice; or, identifying that an occupant in the vehicle is in a motion sickness state or identifying that the vehicle is in a target driving state according to the sensing information of at least one sensor of the vehicle, and adjusting the vehicle to the target mode.

10. The method of any one of claims 1-9, wherein the torque of the vehicle is a total drive torque of the vehicle; or, the torque of the vehicle is an anti-motion sickness incremental torque of the vehicle, the anti-motion sickness incremental torque being a difference between the total drive torque of the vehicle and a necessary torque, the necessary torque being a minimum torque required to drive the vehicle to travel on a road surface; or, the torque of the vehicle is a coasting energy recovery torque of the vehicle. The apparatus comprises: a control unit configured to adjust the vehicle to a target mode, in which an anti-motion sickness function of the vehicle is enabled, and in which a human whole-body vibration metric evaluation index of the anti-motion sickness function is preset to be within a corresponding preset range, the human whole-body vibration metric evaluation index being associated with at least one of a frequency-weighted acceleration value, a frequency-weighted acceleration root mean square value, a maximum transient vibration value (MTVV), a motion sickness dose value (MSDV), or a vibration dose value (VDV); a processing unit configured to adjust the torque of the vehicle so that the human whole-body vibration metric evaluation index is within the corresponding preset range. The processing unit is specifically configured to:

11. A vehicle control device characterized by comprising: adjust the torque of the vehicle so that the human whole-body vibration metric evaluation index is reduced. The anti-motion sickness function preset human whole-body vibration metric evaluation index within the corresponding preset range includes a curve model of a human whole-body vibration frequency and amplitude and / or phase of the anti-motion sickness function, the curve model limiting the human whole-body vibration metric evaluation index within the corresponding preset range. The processing unit is specifically configured to:

12. The apparatus of claim 11, wherein, obtain a target torque by performing a shaping calculation on the torque of the vehicle through a transfer function associated with the curve model; and adjust the torque of the vehicle to the target torque.

13. The apparatus of claim 11 or 12, wherein, The curve model is a frequency response curve model of a filter, and a parameter of the filter is associated with a human whole-body vibration sensitive frequency interval. Different ranges of the human whole-body vibration frequency are associated with different curve models, and different curve models are associated with different motion sickness levels, and before the shaping calculation on the torque of the vehicle through the curve model, the processing unit is further configured to: determine the curve model according to a motion sickness level in which the vehicle is located. The processing unit is further configured to obtain a gain coefficient.

14. The apparatus of claim 13, wherein, The adjustment of the torque of the vehicle so that the human whole-body vibration metric evaluation index is within the corresponding preset range includes:

15. The apparatus of claim 13 or 14, wherein, adjusting the torque of the vehicle through the gain coefficient so that the human whole-body vibration metric evaluation index is within the corresponding preset range. The processing unit is specifically configured to:

16. The apparatus of any one of claims 11-15, wherein, determine the gain coefficient according to a motion sickness level in which the vehicle is located. The processing unit is further configured to: determine the motion sickness level in which the vehicle is located according to sensing information of at least one sensor of the vehicle; or, 17. The apparatus of claim 16, wherein, determine the motion sickness level in which the vehicle is located according to a first input instruction received from outside the vehicle, the first input instruction including a selection instruction from a virtual button or a physical button, or a selection instruction through voice. The control unit is specifically configured to:

18. The apparatus of claim 15 or 17, wherein, ​ ​ ​ 19. The apparatus of any of claims 11-18, wherein, ​ receiving a second input instruction from outside the vehicle to adjust the vehicle to a target mode, the second input instruction including a selection instruction from a virtual button or a physical button, or a selection instruction through voice; or identifying, according to sensing information of at least one sensor of the vehicle, that an occupant in the vehicle is in a car sickness state or that the vehicle is in a target driving state, adjusting the vehicle to a target mode.

20. The apparatus of any one of claims 11-19, wherein the torque of the vehicle is a total driving torque value of the vehicle; or the torque of the vehicle is an anti-car sickness incremental torque of the vehicle, the anti-car sickness incremental torque being a difference between the total driving torque value of the vehicle and a necessary torque, the necessary torque being a minimum torque required to drive the vehicle to travel on a road surface; or the torque of the vehicle is a coasting energy recovery torque of the vehicle.

21. A communications device, characterized by comprising at least one processor and interface circuitry for providing data or code instructions for the at least one processor, the at least one processor being configured to implement the method of any one of claims 1-10 by logic circuitry or executing the code instructions.

22. A computer-readable storage medium, characterized in that, The computer readable medium stores program code which, when executed on a computer, causes the computer to perform the method of any one of claims 1-10.

23. A computer program product, characterised in that, The computer program product, when executed on a computer, causes the computer to perform the method of any one of claims 1-10.

24. A vehicle characterized by comprising: comprising units for implementing the method of any one of claims 1-10.

Images