CN119261895B

CN119261895B - A pure electric vehicle control method, system, device and medium

Info

Publication number: CN119261895B
Application number: CN202411796896.9A
Authority: CN
Inventors: 林晓彬; 陈文�; 姜涛; 温武艺; 郭丕清; 蔡锦湖
Original assignee: Wisdom Fujian Motor Co Ltd
Current assignee: Wisdom Fujian Motor Co Ltd
Priority date: 2024-12-09
Filing date: 2024-12-09
Publication date: 2025-08-05
Anticipated expiration: 2044-12-09
Also published as: CN119261895A

Abstract

The invention discloses a control method, a system, equipment and a medium of a pure electric vehicle, wherein in the control method, by acquiring vehicle posture information, whether a vehicle is in a turning state or a rolling state is judged, and then corresponding execution judgment is made.

Description

Pure electric vehicle control method, system, equipment and medium

Technical Field

The invention relates to the technical field of vehicle control, in particular to a pure electric vehicle control method, a pure electric vehicle control system, pure electric vehicle control equipment and a pure electric vehicle control medium.

Background

An adaptive cruise control system (ACC) is an intelligent automatic control system that has evolved based on conventional cruise control technology. ‌ the system detects a vehicle on a road ahead by a vehicle distance sensor (such as a radar) mounted in front of the vehicle and automatically adjusts the vehicle speed according to the distance from the front vehicle to maintain a safe distance.

Currently, the adaptive cruise control system still has certain drawbacks, such as being only suitable for being used on highways and roads with good road conditions, and on some roads with slightly complex terrains, certain limitations are provided, such as on undulating road sections and multi-curved road sections, the adaptive cruise control system can quickly accelerate to cruise speed due to sudden disappearance of targets of a front vehicle, and suddenly decelerate due to too close following distance when entering a corresponding road section to re-recognize the front vehicle, so that comfort is reduced due to frequent acceleration and deceleration, and bad experience is brought. Meanwhile, when the vehicle actively turns into a curve to cause the loss of a front vehicle target, hidden danger can be caused by sudden acceleration after the vehicle turns into the curve because the vehicle is not manually taken over. For medium and large vehicles, the bad experience is further amplified due to the factors of heavy vehicle weight, high passenger carrying capacity and the like.

Compared with the traditional fuel oil vehicle, the pure electric vehicle has a more stable power supply system, is favorable for stable work of an electric control component and a sensor, has more sensitive response speed of speed regulation and braking, and provides a good technical foundation for optimizing the self-adaptive cruise control system.

Disclosure of Invention

The invention aims to provide a control method of a pure electric vehicle, which aims to relieve the imagination of sudden acceleration and sudden deceleration, which are possibly caused by the loss of a front vehicle target, when a current vehicle is in self-adaptive cruising to a certain extent, and improve the comfort and the safety.

In order to achieve the above purpose, the present invention adopts the following technical scheme:

A method of controlling a pure electric vehicle, comprising:

s1, starting an adaptive cruise, and setting a cruise speed;

s2, judging whether a front vehicle target is lost, if so, executing S3, otherwise, returning to S1;

s3, acquiring gyroscope data, judging whether the direction of the vehicle deviates, if so, executing S4, and if not, executing S6;

s4, judging whether the vehicle turns according to the gyroscope data, if so, executing S5, otherwise, returning to S1;

S5, whether the speed is smaller than the over-bending speed limit or not, if so, executing S7, if not, reducing the speed to the over-bending speed, and returning to S1 after the direction correction;

S6, judging whether the inclination angle of the vehicle is abnormal according to the gyroscope data, if so, executing S7, otherwise, reminding the operator to take over;

S7, acquiring vehicle running data before the front vehicle target is lost, predicting the distance between the front vehicle target and the vehicle, and adjusting the vehicle speed according to a prediction result;

S71, acquiring vehicle running data in a plurality of continuous periods before a front vehicle target is lost, and identifying whether a plurality of braking behaviors exist, if so, executing S72, otherwise, executing S73;

S72, acquiring a brake record, acquiring a brake speed value corresponding to the brake end time, cleaning abnormal data, judging whether available data exist or not, if so, calculating an expected speed value according to the average value of the cleaned brake speed values, predicting the distance between a front vehicle and the vehicle according to the expected speed value, and executing S74;

S73, acquiring the average speed of each period and the speed when the vehicle is lost, if the speed when the vehicle is lost is higher than the average speed, predicting the distance between the front vehicle and the vehicle according to the average speed, and adjusting the speed of the vehicle;

S74, adjusting the speed of the vehicle according to the distance between the front vehicle and the vehicle.

Further, adjusting the speed of the host vehicle includes:

s741, judging whether the acceleration is needed, if yes, executing S742, otherwise, decelerating according to a preset first acceleration, wherein the first acceleration is 0 or negative acceleration;

S742, acquiring vehicle running data in a plurality of continuous periods before the front vehicle target is lost, identifying whether the vehicle data before the front vehicle is found in the safety distance of the vehicle running data, if so, accelerating according to a preset second acceleration, if not, accelerating according to a preset third acceleration, wherein the second acceleration and the third acceleration are positive values, and the second acceleration is smaller than the third acceleration.

Further, the second acceleration is 70-80% of the third acceleration.

Further, the vehicle data before the front vehicle is acquired through a laser radar, and the detection distance of the laser radar is not less than 300 meters.

Further, in S4, a threshold value of the rotational angular velocity is preset, and when the rotational angular velocity of the vehicle is greater than the threshold value of the rotational angular velocity, it is determined that the vehicle turns, and when the rotational angular velocity of the vehicle is less than or equal to the threshold value of the rotational angular velocity, it is determined that the vehicle turns.

Further, the method further comprises the following steps:

and S8, monitoring whether a recovery condition is triggered, if so, returning to the S1, and if not, maintaining the adjusted current vehicle speed, wherein the recovery condition comprises one of re-acquiring front vehicle data, displaying normal running of the vehicle by using gyroscope data, and manually recovering or actively releasing the brake.

The invention further aims to provide a pure electric vehicle control system, which aims to relieve the imagination of sudden acceleration and sudden deceleration, which are possibly caused by the loss of a front vehicle target, of a current vehicle during self-adaptive cruising to a certain extent and improve comfort and safety.

a pure electric vehicle control system, comprising:

the detection module is used for acquiring vehicle running data of a front vehicle target;

the gyroscope is used for acquiring the running posture information of the vehicle, wherein the running posture information comprises direction deviation information and inclination angle change information;

The adjusting module is electrically connected with the detecting module and the gyroscope, acquires monitoring information of the detecting module and the gyroscope and executes the control method of the pure electric vehicle.

Still another object of the present invention is to provide a control device for a pure electric vehicle, which is mounted on the pure electric vehicle, and aims to alleviate to a certain extent the sudden acceleration and sudden deceleration imagination that may be caused by the loss of the target of the front vehicle when the current vehicle is in adaptive cruising, and improve the comfort and safety.

a vehicle control apparatus includes a processor, a memory, and a vehicle control program stored in the memory and executable in the processor, which when executed by the processor, performs the above-described pure electric vehicle control method.

It is still another object of the present invention to provide a computer readable storage medium for controlling a vehicle by reading a vehicle controller, aiming at alleviating the imagination of sudden acceleration and sudden deceleration, which may be caused by the loss of a front vehicle target, during adaptive cruising of the current vehicle to a certain extent, and improving comfort and safety.

a computer-readable storage medium having stored thereon a vehicle control program that, when executed, implements a method of controlling a pure electric vehicle as described above.

After the technical scheme is adopted, compared with the background technology, the invention has the following advantages:

1. the method can effectively judge the state of the vehicle when the front vehicle target is lost, judge whether the vehicle is bent, automatically reduce the bending speed aiming at the bending state, avoid the vehicle from rushing out of a bend caused by the sudden acceleration of the self-adaptive cruise, and improve the safety;

2. When the position of the front vehicle is predicted, the position calculation is not carried out by taking the final speed and the acceleration before the disappearance of the front vehicle as the reference alone, but the driving habit of the front vehicle is predicted according to the vehicle driving data of the front vehicle in a plurality of periods, and the position of the front vehicle with higher confidence is obtained, so that the safety is considered, and the speed regulation rate is considered at the same time;

3. When the speed of the vehicle is regulated, the confidence of the driving habit of the front vehicle is further regulated by acquiring whether the vehicle data before the front vehicle exists or not, so that the safety is further improved.

Drawings

FIG. 1 is a schematic overall flow chart of a method for controlling a pure electric vehicle according to the present invention;

FIG. 2 is a schematic flow chart of predicting the distance between a front vehicle and a host vehicle according to the present invention;

FIG. 3 is a schematic flow chart of the present invention for adjusting the speed of the vehicle;

FIG. 4 is a schematic diagram of the topology of the control system of the present invention;

fig. 5 is a schematic diagram of the topology of the control device for a pure electric vehicle according to the present invention.

Detailed Description

The present invention will be described in further detail with reference to the drawings and examples, in order to make the objects, technical solutions and advantages of the present invention more apparent. It should be understood that the specific embodiments described herein are for purposes of illustration only and are not intended to limit the scope of the invention.

In the description of the present invention, it should be understood that the terms "first," "second," and the like are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or number of technical features indicated. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include one or more such feature. In the description of the present invention, the meaning of "a plurality" is two or more, unless explicitly defined otherwise.

Examples

Referring to fig. 1, the invention discloses a control method of a pure electric vehicle, which comprises the following steps:

s1, starting an adaptive cruise, and setting a cruise speed;

And S7, acquiring vehicle running data before the front vehicle target is lost, predicting the distance between the front vehicle target and the vehicle, and adjusting the vehicle speed according to the prediction result.

The adaptive cruise may be a normal adaptive cruise or a full-speed adaptive cruise, and the present application is not particularly limited.

The loss of the front vehicle target in S2 means that the monitoring data of the front vehicle is suddenly lost in the last period in a plurality of following periods.

In S3, it is determined whether the vehicle deviates (i.e., the vehicle deviates from its body axis at the previous time) by a preset deviation threshold, for example, set to 5-7 °.

Correspondingly, after the vehicle is judged to deviate, in S4, the vehicle is judged to turn through a preset rotating angular velocity threshold value when the rotating angular velocity of the vehicle is larger than the rotating angular velocity threshold value, and the vehicle is judged to change the road when the rotating angular velocity of the vehicle is smaller than or equal to the rotating angular velocity threshold value.

In particular, when a vehicle makes a turn, the gyroscope measures the angular velocity of the vehicle about the Z-axis perpendicular to the ground, which varies in magnitude and direction with the radius and speed of the turn, whereas a lane change of the vehicle generally involves a smooth transition of the vehicle from one lane to another, during which the path of travel of the vehicle varies, but without accompanying significant rotational movement. Therefore, by determining the rotational angular velocity threshold value, it is possible to make a determination as to whether the vehicle is changing lanes or turning. The rotation angular velocity threshold value is set to be related to the length, the minimum turning radius and the movement velocity of a specific vehicle model, the rotation angular velocity is not limited in particular, and the specific calibration and confirmation can be carried out according to turning experiments of the actual vehicle model at different degrees of curvature.

Therefore, after the vehicle deviates, it is determined whether it is turning or normal lane change, and if it is normal lane change, the front vehicle target is lost due to active lane change, and at this time, the adaptive cruise is continuously executed in S1, and acceleration and deceleration are performed according to the default logic of the adaptive cruise.

If the vehicle is judged to be over-bent, whether the current vehicle speed is smaller than the over-bent speed limit is further judged, if the vehicle is in the bent state, the vehicle is in an acceleration behavior due to the loss of a front vehicle target, and at the moment, the front vehicle position is predicted to adjust the current vehicle speed.

If not, the vehicle is reduced to the over-bending speed to ensure safety, and the vehicle returns to S1 after the direction correction, in other words, returns to S1 after the vehicle is over-bent. The over-bending speed limit can be obtained through vehicle navigation, speed limit information marked on road signs can be obtained through a vehicle-mounted traffic sign recognition system, and the over-bending speed limit of a curve can be predicted by combining the current speed and the rotation angle and the calibration information of a specific vehicle type. It is easy to understand that the over-bending speed limit can be obtained in various modes, but the over-bending speed limit such as navigation and road sign identification is not marked, namely, the real value of the vehicle in the over-bending speed limit execution process can be adjusted up and down to a certain extent on the basis of the over-bending speed limit identification or theoretical over-bending speed limit through real vehicle calibration on the premise of meeting the requirements of traffic law regulations and safety according to the vehicle performance and the vehicle type of a specific vehicle.

In S6, when the vehicle is not deviated, judging whether the inclination angle of the vehicle is abnormal according to gyroscope data, wherein whether the inclination angle of the vehicle is abnormal or not is set according to an inclination angle threshold value, and according to the technical standard of highway engineering, the maximum longitudinal slope of each level of highway is not more than 3% -9%, but because the installation positions of the detection radars of the adaptive cruise systems of different vehicle types are high or low, the inclination angle of the front vehicle cannot be monitored in a fluctuating road section, therefore, the inclination angle threshold value is not limited in detail, and calibration determination can be carried out within the gradient range of 3% -9% according to the specific vehicle type.

When the inclination angle of the vehicle is normal, the vehicle is not turned, and is not positioned on a slope section, at the moment, the target of the front vehicle suddenly disappears, and the front vehicle can suddenly turn into the slope, and the vehicle keeps straight running, or the radar device breaks down, or other unpredictable reasons exist, and at the moment, the manual takeover is reminded to confirm whether to continue the self-adaptive cruising.

Referring to fig. 2, in S7, predicting the distance between the front vehicle target and the host vehicle specifically includes:

And S74, adjusting the speed of the vehicle according to the distance between the predicted front vehicle and the vehicle, wherein the vehicle running data in a plurality of continuous periods before the front vehicle target is lost is acquired, and in one feasible example, the acquisition period is 4-8 periods, and each period is 3-5S, namely the front vehicle data of 12-40S in total is acquired.

The braking record can be obtained by identifying the lighting condition of a braking lamp of a front vehicle target through the vehicle-mounted camera or by the ACC self-adaptive cruising when the deceleration behavior of the target vehicle is monitored. In general, a user drives a vehicle with a fixed driving habit, for example, a habit of driving at a certain speed, which is not a specific value but a stable value over a certain period, that is, a psychological expected driving expectation speed which may be higher than a speed limit value or lower than a speed limit value over a certain period, but which is relatively stable for a short period of time.

The confidence level of the abnormal value is simply estimated by an average value in each period, and a space for improving the confidence level is still available, and the abnormal value can be cleaned out through data cleaning when a driver drives, so that the normal acceleration is difficult to identify through data cleaning, and the expected driving speed of the driver is difficult to be more accurately represented.

The braking speed value at the braking end time is more likely to be the speed correction action adopted after the speed increase occurs or after the driver finds that the driving expected speed is exceeded, so that the driving expected speed of the driver can be more accurately represented, and even if the driving braking is caused by other conditions, the driving speed value also indicates that the driving speed value is an objective allowed speed limit value of the road at the moment.

Therefore, when the brake record is available for a plurality of times, the brake record is obtained, the brake speed value corresponding to the brake ending moment is obtained, abnormal data in the brake record is cleaned, such as the brake speed value which is obviously lower than the brake speed values of other brake speeds, the brake speed value which is obviously lower than the lowest speed in the monitoring period, and the like, and whether available data are available or not is judged, namely whether the number of samples is enough or not is judged, generally, at least more than two samples are needed, and misguidance caused by sporadic behaviors is avoided. If so, calculating an expected speed value according to the average value of the brake speed values after cleaning, predicting the distance between the front vehicle and the own vehicle according to the expected speed value, and then executing S74. The distance between the front vehicle and the host vehicle is predicted, the distance value when the front vehicle disappears can be used as a basic value, and the product of the difference value between the expected speed value of the front vehicle and the current speed value of the host vehicle and the disappearance time is used as a deduction value to calculate.

When a plurality of brake records are not available, the distance between the front vehicle and the vehicle is predicted by acquiring the average speed of each period and the speed when the front vehicle is lost. The application also improves here, if the speed at the time of losing is higher than the average speed of each period, at this time, the pre-judging front vehicle enters a curve or a fluctuating road section, and the deterioration of road conditions is accompanied by deceleration behavior in a larger probability in the next period, so that the average speed is taken as the predicted front vehicle speed, and the distance between the front vehicle and the vehicle is predicted. If the speed is lower than the average speed when the vehicle is lost, the driver can reduce the speed in advance according to the road condition to cope with the changed road condition, and the distance between the front vehicle and the vehicle is predicted according to the speed before the vehicle is lost, so that the safety is improved, and the driving efficiency is prevented from being too low.

Referring to fig. 3, in the present application, adjusting the speed of the vehicle specifically includes:

The first acceleration and the third acceleration are not constant values, and are related to the current vehicle speed, the difference between the current vehicle speed and the set cruising speed, the driving mode (comfort, standard, sport) and the like, and the first acceleration and the third acceleration can be set by referring to the preset parameters of the vehicle-enterprise self-adaptive cruising system without specific limitation.

When the speed of the vehicle is required to be increased, the application further improves the confidence of speed adjustment and improves the safety of the vehicle by identifying the vehicle data before the front vehicle from the vehicle running data in a plurality of continuous periods before the front vehicle target is lost.

It is easy to understand that a vehicle in front of a preceding vehicle, i.e., a preceding vehicle traveling in front of a preceding vehicle target, whose identification can be recognized by a lidar, i.e., when following the preceding vehicle, dynamic object monitoring data farther away, i.e., vehicle data in front of the preceding vehicle, is found. When the vehicle runs on the expressway, the distance between the vehicle and the front vehicle of the same lane is kept above 100 meters when the vehicle speed exceeds 100 kilometers per hour, and when the vehicle speed is lower than 100 kilometers per hour, the distance between the vehicle and the front vehicle of the same lane can be properly shortened, but the minimum distance is not less than 50 meters. Namely, when the required safety distance is kept between the vehicle and the front vehicle and between the front vehicle and the vehicle in front of the front vehicle, the distance between the vehicle and the vehicle in front of the front vehicle is predicted to be 200 meters, and the detection distance of a general automobile-level laser radar can reach 400 meters, and part of the detection distance can reach 500 meters, so that the detection distance can be covered. In the application, the detection distance of the laser radar is not less than 300 meters.

When the front vehicle runs, the front safety distance of the front vehicle has the front vehicle, which indicates that the front vehicle possibly accelerates or decelerates due to the driving behavior of the front vehicle, and if the front vehicle does not have the front vehicle within the safety distance, the front vehicle driver is more characterized by the real driving habit, so the application gives different accelerations according to different conditions, and in one possible example, the second acceleration is 70-80% of the third acceleration. In other words, when no vehicle in front of the front vehicle exists within the safe distance of the front vehicle, the higher confidence is given to the predicted distance, the vehicle is allowed to accelerate according to the acceleration preset by the adaptive cruise system, and when the vehicle in front of the front vehicle exists within the safe distance of the front vehicle, the lower confidence is given to the vehicle in front of the front vehicle, the acceleration is carried out by adopting the slightly lower acceleration, and the safety is improved.

Referring to FIG. 1, the application further includes S8 of monitoring whether a recovery condition is triggered, if yes, returning to S1, if not, maintaining the adjusted current vehicle speed, wherein the recovery condition includes one of re-acquiring front vehicle data, displaying normal running of the vehicle by gyroscope data, manually recovering or actively releasing the brake.

Referring to fig. 4, still another object of the present invention is to provide a control system for a pure electric vehicle, which includes:

The adjusting module is electrically connected with the detecting module and the gyroscope, acquires monitoring information of the detecting module and the gyroscope, executes the pure electric vehicle control method and adjusts the self-adaptive cruise control module.

For the device embodiments, reference is made to the description of the method embodiments for the relevant points, since they essentially correspond to the method embodiments. The apparatus embodiments described above are merely illustrative, in which the modules illustrated as separate components may or may not be physically separate, and the components shown as modules may or may not be physical, i.e., may be located in one place, or may be distributed over a plurality of modules. Some or all of the modules may be selected according to actual needs to achieve the objectives of the disclosed solution. Those of ordinary skill in the art will understand and implement the present invention without undue burden.

Specific details of the implementation process of the functions and roles of each module in the device are shown in the implementation process of the corresponding steps in the method, and are not repeated here.

Still another object of the present invention, as shown in fig. 5, is to provide a control apparatus for an electric vehicle, which includes a processor, a memory, and a vehicle control program stored in the memory and operable in the processor, which when executed by the processor, performs the control method for an electric vehicle as described above.

Accordingly, the invention also discloses a computer readable storage medium, wherein the computer readable storage medium stores a vehicle control program, and the pure electric vehicle control method is executed through the reading of a vehicle controller.

It will be appreciated by those skilled in the art that embodiments of the present invention may be provided as a method, system, or computer program product. Accordingly, the present invention may take the form of an entirely hardware embodiment, an entirely software embodiment or an embodiment combining software and hardware aspects. Furthermore, the present invention may take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, and the like) having computer-usable program code embodied therein. Computer-usable storage media include both permanent and non-permanent, removable and non-removable media, and information storage may be implemented by any method or technology. The information may be computer readable instructions, data structures, modules of a program, or other data. Examples of storage media for a computer include, but are not limited to, phase change memory (PRAM), static Random Access Memory (SRAM), dynamic Random Access Memory (DRAM), other types of random access memory (R AM), read Only Memory (ROM), electrically Erasable Programmable Read Only Memory (EEPROM), flash memory or other memory technology, compact disc read only memory (CD-ROM), digital Versatile Disks (DVD) or other optical storage, magnetic cassettes, magnetic tape magnetic disk storage or other magnetic storage devices, or any other non-transmission medium, which can be used to store information that can be accessed by a computing device.

The present invention is described with reference to flowchart illustrations and/or block diagrams of methods, apparatus (systems) and computer program products according to embodiments of the invention. It will be understood that each flow and/or block of the flowchart illustrations and/or block diagrams, and combinations of flows and/or blocks in the flowchart illustrations and/or block diagrams, can be implemented by computer program instructions. These computer program instructions may be provided to a processor of a general purpose computer, special purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create means for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.

These computer program instructions may 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 instruction means which implement the function specified in the flowchart flow or flows and/or block diagram block or blocks.

These computer program instructions may 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 flow or flows and/or block diagram block or blocks.

While embodiments of the present invention have been shown and described above, it will be understood that the above embodiments are illustrative and not to be construed as limiting the invention, and that variations, modifications, alternatives and variations may be made to the above embodiments by one of ordinary skill in the art within the scope of the invention.

Claims

1. A method of controlling a pure electric vehicle, comprising:

s1, starting an adaptive cruise, and setting a cruise speed;

S74, adjusting the speed of the vehicle according to the distance between the predicted front vehicle and the vehicle;

the speed of the vehicle is adjusted by:

S742, acquiring vehicle running data in a plurality of continuous periods before the front vehicle target is lost, and identifying whether the front vehicle data is found in the safe distance of the vehicle running data, if so, accelerating according to a preset second acceleration, if not, accelerating according to a preset third acceleration, wherein the second acceleration and the third acceleration are positive values, and the second acceleration is smaller than the third acceleration.

2. The method for controlling a pure vehicle according to claim 1, wherein the second acceleration is 70-80% of the third acceleration.

3. The method for controlling a pure electric vehicle according to claim 1, wherein the preceding vehicle data is acquired by a laser radar, and a detection distance of the laser radar is not less than 300 m.

4. The method for controlling a pure electric vehicle according to claim 1, wherein S4, a rotational angular velocity threshold is preset, and when the rotational angular velocity of the vehicle is greater than the rotational angular velocity threshold, it is determined that the vehicle is turning, and when the rotational angular velocity of the vehicle is less than or equal to the rotational angular velocity threshold, it is determined that the vehicle is lane-changing.

5. The method for controlling a pure electric vehicle according to claim 1, characterized by further comprising:

6. A pure electric vehicle control system, characterized by comprising:

The adjusting module is electrically connected with the detecting module and the gyroscope, acquires monitoring information of the detecting module and the gyroscope and executes the pure electric vehicle control method according to any one of claims 1-5.

7. A vehicle control apparatus comprising a processor, a memory, and a vehicle control program stored in the memory and operable in the processor, wherein the vehicle control program, when executed by the processor, performs the pure electric vehicle control method according to any one of claims 1 to 5.

8. A computer-readable storage medium, characterized in that the computer-readable storage medium has stored thereon a vehicle control program which, when executed, implements the steps of the pure electric vehicle control method according to any one of claims 1 to 5.