Accelerator pedal fault post-processing method, device and terminal equipment

Abstract

The present invention is applicable to the field of vehicle technology, and discloses a post-processing method, device and terminal device for accelerator pedal failure, the method comprising: when an accelerator pedal failure is detected, activating a brake control limp mode; in the brake control limp mode, obtaining the depth of the brake pedal being stepped on; when the depth of the brake pedal being stepped on is within a first preset range, controlling the vehicle to accelerate; when the depth of the brake pedal being stepped on is within a second preset range, controlling the vehicle to decelerate. The present invention can achieve acceleration when an accelerator pedal failure occurs, so that the vehicle can maintain normal driving, and can improve customer satisfaction.

Description

Technical Field

[0001] The present invention belongs to the field of vehicle technology, and in particular relates to an accelerator pedal fault post-processing method, device and terminal equipment. Background Art

[0002] Software-defined cars have become a new term in the current automotive development. Especially for new energy vehicles, as software functions become stronger and more extensive, multi-function, intelligence and automation have become important elements and features of the future development of automobiles. For new energy vehicles, especially hybrid vehicles, due to the increase in power system components with new energy characteristics, the vehicle control strategy has added a new controller, namely the vehicle controller, through which the vehicle functions can be coordinated and managed.

[0003] When the accelerator pedal fails, even if the driver presses the accelerator pedal, the accelerator pedal signal cannot be transmitted to the vehicle controller, resulting in the vehicle being unable to achieve the driver's acceleration intention. The vehicle may be unable to drive or can only crawl at a low speed. Summary of the invention

[0004] In view of this, an embodiment of the present invention provides an accelerator pedal failure post-processing method, device and terminal device to solve the problem in the prior art that when the accelerator pedal fails, the driver's acceleration intention cannot be realized, and the vehicle may be unable to drive or can only crawl at a low speed.

[0005] A first aspect of an embodiment of the present invention provides an accelerator pedal fault post-processing method, comprising:

[0006] Activates brake control limp mode when accelerator pedal failure is detected;

[0007] In brake control limp mode, obtain the brake pedal depression depth;

[0008] When the brake pedal is depressed to a depth within a first preset range, the vehicle is controlled to accelerate;

[0009] When the brake pedal is depressed to a depth within a second preset range, the vehicle is controlled to decelerate.

[0010] In a possible implementation, the brake pedal depression depth is within a first preset range, including:

[0011] The brake pedal is depressed to a depth greater than 0 and less than a preset depth value;

[0012] Accordingly, the brake pedal depression depth is within the second preset range, including:

[0013] The depth of the brake pedal being depressed is not less than the preset depth value and not greater than the maximum depth that the brake pedal can be depressed;

[0014] When the brake pedal is depressed to a depth within a first preset range, the greater the depth of the brake pedal depression, the smaller the driving force;

[0015] When the brake pedal is depressed to a depth within a second preset range, the greater the depth at which the brake pedal is depressed, the greater the braking force.

[0016] In a possible implementation, the brake pedal depression depth is within a first preset range, including:

[0017] The depth of the brake pedal being depressed is not less than the preset depth value and not greater than the maximum depth that the brake pedal can be depressed;

[0018] Accordingly, the brake pedal depression depth is within the second preset range, including:

[0019] The brake pedal is depressed to a depth greater than 0 and less than a preset depth value;

[0020] When the brake pedal is depressed to a depth within a first preset range, the greater the depth of the brake pedal depression, the greater the driving force;

[0021] When the brake pedal is depressed to a depth within a second preset range, the greater the depth at which the brake pedal is depressed, the smaller the braking force.

[0022] In a possible implementation, when the brake pedal is depressed to a depth within a second preset range, controlling the vehicle to decelerate includes:

[0023] When the depth of the brake pedal being depressed is within a second preset range, determining the required braking force according to the depth of the brake pedal being depressed;

[0024] The electric braking force is determined according to the braking energy recovery capability of the motor or battery, the required braking force and the current vehicle speed;

[0025] Determine the mechanical braking force based on the required braking force and the electric braking force;

[0026] The vehicle is controlled to decelerate according to the electric braking force and the mechanical braking force.

[0027] In one possible implementation, when an accelerator pedal failure is detected, activating a brake control limp home mode includes:

[0028] When an accelerator pedal failure is detected, the vehicle is powered on successfully, the power system is in the Ready state, and the current gear is D or M, the brake control limp home mode is activated.

[0029] In one possible implementation, when an accelerator pedal failure is detected, activating a brake control limp home mode includes:

[0030] When an accelerator pedal failure is detected, the vehicle is powered on successfully, the power system is in Ready state, the current gear is D or M, and the brake pedal is pressed and released within a preset time, the brake control limp home mode is activated.

[0031] In a possible implementation, after activating the brake control limp home mode, the method further includes:

[0032] If it is detected that the vehicle is powered off, or the power system is not in the Ready state, or the current gear is not the D gear or the M gear, or the accelerator pedal fault disappears, the brake control limp home mode is exited.

[0033] In a possible implementation, after activating the brake control limp home mode, the method further includes:

[0034] A brake control limp mode activated signal is sent to the instrument, and the brake control limp mode activated signal is used to instruct the instrument to display a prompt message corresponding to the brake control limp mode.

[0035] A second aspect of an embodiment of the present invention provides an accelerator pedal fault post-processing device, comprising:

[0036] an activation module for activating a brake control limp home mode when an accelerator pedal failure is detected;

[0037] An acquisition module, configured to acquire a depth of depression of a brake pedal in the brake control limp mode;

[0038] An acceleration module, used for controlling the vehicle to accelerate when the brake pedal is depressed to a depth within a first preset range;

[0039] The deceleration module is used to control the vehicle to decelerate when the depth of the brake pedal is within a second preset range.

[0040] A third aspect of an embodiment of the present invention provides a terminal device, including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, the steps of the accelerator pedal fault post-processing method as described in the first aspect or any possible implementation method of the first aspect are implemented.

[0041] A fourth aspect of an embodiment of the present invention provides a computer-readable storage medium, which stores a computer program. When the computer program is executed by one or more processors, it implements the steps of the accelerator pedal fault post-processing method as described in the first aspect or any possible implementation method of the first aspect.

[0042] The beneficial effect of the embodiments of the present invention compared with the prior art is as follows: when an accelerator pedal failure is detected, the embodiments of the present invention activates the brake control limp home mode. In the brake control limp home mode, the acceleration or deceleration of the vehicle is controlled by the depth of the brake pedal depression. This enables acceleration to be achieved when an accelerator pedal failure occurs, allowing the vehicle to maintain normal driving, thereby improving customer satisfaction. BRIEF DESCRIPTION OF THE DRAWINGS

[0043] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative labor.

[0044] Figure 1 It is a schematic diagram of the implementation flow of the accelerator pedal fault post-processing method provided by one embodiment of the present invention;

[0045] Figure 2 is a schematic diagram of the relationship between the depth of the brake pedal depression and the driving force and the braking force in the brake control limp mode provided by an embodiment of the present invention;

[0046] Figure 3 is a schematic block diagram of an accelerator pedal fault post-processing device provided by an embodiment of the present invention;

[0047] Figure 4 It is a schematic block diagram of a terminal device provided by an embodiment of the present invention. DETAILED DESCRIPTION

[0048] In the following description, specific details such as specific system structures, technologies, etc. are provided for the purpose of illustration rather than limitation, so as to provide a thorough understanding of the embodiments of the present application. However, it should be clear to those skilled in the art that the present application may also be implemented in other embodiments without these specific details. In other cases, detailed descriptions of well-known systems, devices, circuits, and methods are omitted to prevent unnecessary details from obstructing the description of the present application.

[0049] In order to illustrate the technical solution of the present invention, a specific embodiment is provided below for illustration.

[0050] Figure 1 The following is a schematic diagram of the implementation flow of the accelerator pedal fault post-processing method provided by an embodiment of the present invention. For the sake of convenience, only the part related to the embodiment of the present invention is shown. The execution subject of the embodiment of the present invention can be a terminal device, wherein the terminal device can be an HCU (Hybrid Control Unit).

[0051] like Figure 1 As shown, the above-mentioned accelerator pedal fault post-processing method may include the following steps:

[0052] S101: Activate brake control limp home mode when accelerator pedal failure is detected.

[0053] In the embodiment of the present invention, the HCU can collect the accelerator pedal signal and monitor in real time whether the accelerator pedal fails and cannot be used according to the existing method. If the accelerator pedal fails and cannot be used, the brake control limp home mode is activated.

[0054] In brake-controlled limp-home mode, the vehicle's driving is no longer controlled based on the opening of the accelerator pedal, but the vehicle's acceleration or deceleration can be controlled by the brake pedal.

[0055] Among them, the accelerator pedal can be a dual-path accelerator pedal.

[0056] S102: In the brake control limp home mode, obtain the depth of the brake pedal being depressed.

[0057] In an embodiment of the present invention, when the brake pedal is not pressed, the depth to which the brake pedal is pressed is 0; when the brake pedal is pressed to the bottom, the depth to which the brake pedal is pressed is the maximum depth to which the brake pedal can be pressed; and when the brake pedal is gradually pressed downward, the depth to which the brake pedal is pressed gradually increases.

[0058] S103: When the brake pedal is depressed to a depth within a first preset range, the vehicle is controlled to accelerate.

[0059] S104: When the brake pedal is depressed to a depth within a second preset range, the vehicle is controlled to decelerate.

[0060] In an embodiment of the present invention, when the depth of the brake pedal being depressed is within a first preset range, the entire vehicle is in a driving force control stage, and the vehicle is controlled to accelerate; when the depth of the brake pedal being depressed is within a second preset range, the entire vehicle is in a braking force control stage, and the vehicle is controlled to decelerate or even stop.

[0061] In the driving force control stage, even if the brake pedal is pressed, there is no mechanical braking and no electric brake energy recovery. Among them, the function of no mechanical braking when the brake pedal is pressed can be achieved through CRBS (Cooperative Regenerative Brake Systems). CRBS is a decoupled brake energy recovery system.

[0062] In a possible implementation, in the driving force control stage, the smaller the depth of the brake pedal, the greater the driving force, and when the brake pedal is released, the vehicle speed can reach up to 60 km / h. Of course, the maximum speed value can be calibrated according to actual needs.

[0063] The depth of the brake pedal depression can correspond to an opening, which can be calibrated and determined.

[0064] The first preset range and the second preset range do not intersect, and the union of the two ranges is from 0 to the maximum depth that the brake pedal can be depressed.

[0065] The specific ranges of the first preset range and the second preset range can be set according to actual needs and are not specifically limited here.

[0066] From the above description, it can be seen that when an accelerator pedal failure is detected in the embodiment of the present invention, the brake control limp home mode is activated. In the brake control limp home mode, the acceleration or deceleration of the vehicle is controlled by the depth of the brake pedal depression. This makes it possible to achieve acceleration when an accelerator pedal failure occurs, so that the vehicle can maintain normal driving, thereby improving customer satisfaction.

[0067] In some embodiments of the present invention, the brake pedal depression depth is within a first preset range, including:

[0068] The brake pedal is depressed to a depth greater than 0 and less than a preset depth value;

[0069] Accordingly, the brake pedal depression depth is within the second preset range, including:

[0070] The depth of the brake pedal being depressed is not less than the preset depth value and not greater than the maximum depth that the brake pedal can be depressed;

[0071] When the brake pedal is depressed to a depth within a first preset range, the greater the depth of the brake pedal depression, the smaller the driving force;

[0072] When the brake pedal is depressed to a depth within a second preset range, the greater the depth at which the brake pedal is depressed, the greater the braking force.

[0073] In the embodiments of the present invention, see Figure 2 , the depth of the brake pedal being depressed is within a first preset range, including: the depth of the brake pedal being depressed is greater than 0 and less than a preset depth value. At this time, the greater the depth of the brake pedal being depressed, the smaller the driving force, that is, the smaller the acceleration.

[0074] The depth of the brake pedal being depressed is within a second preset range, including: the depth of the brake pedal being depressed is not less than a preset depth value and not greater than the maximum depth that the brake pedal can be depressed. At this time, the greater the depth of the brake pedal being depressed, the greater the braking force, that is, the greater the deceleration.

[0075] Figure 2 In the figure, A is a preset depth value, and B is a maximum depth value that the brake pedal can be depressed. The electric feedback braking force may be the electric braking force described later.

[0076] The above method is only a possible implementation method. When the depth of the brake pedal is in different ranges, the magnitude of the driving force and the braking force may also be in other ways. For example, the depth of the brake pedal is within the first preset range, including: the depth of the brake pedal is greater than 0 and less than the preset depth value. At this time, the greater the depth of the brake pedal, the greater the driving force; the depth of the brake pedal is within the second preset range, including: the depth of the brake pedal is not less than the preset depth value and not greater than the maximum depth that the brake pedal can be stepped on. At this time, the greater the depth of the brake pedal, the smaller the braking force, and so on.

[0077] The preset depth value is a certain depth within the range of 0 to the maximum depth that the brake pedal can be stepped on, and can be set according to actual needs. For example, the preset depth value can be half of the maximum depth that the brake pedal can be stepped on.

[0078] Driving force, also known as traction, is the power that drives the vehicle. Braking force can be used to slow down or slow down to a stop.

[0079] In some embodiments of the present invention, the brake pedal depression depth is within a first preset range, including:

[0080] The depth of the brake pedal being depressed is not less than the preset depth value and not greater than the maximum depth that the brake pedal can be depressed;

[0081] Accordingly, the brake pedal depression depth is within the second preset range, including:

[0082] The brake pedal is depressed to a depth greater than 0 and less than a preset depth value;

[0083] When the brake pedal is depressed to a depth within a first preset range, the greater the depth of the brake pedal depression, the greater the driving force;

[0084] When the brake pedal is depressed to a depth within a second preset range, the greater the depth at which the brake pedal is depressed, the smaller the braking force.

[0085] In an embodiment of the present invention, the depth of the brake pedal being depressed is within a first preset range, including: the depth of the brake pedal being depressed is not less than a preset depth value and not greater than the maximum depth that the brake pedal can be depressed. At this time, the greater the depth of the brake pedal being depressed, the greater the driving force, that is, the greater the acceleration; the depth of the brake pedal being depressed is within a second preset range, including: the depth of the brake pedal being depressed is greater than 0 and less than a preset depth value. At this time, the greater the depth of the brake pedal being depressed, the smaller the braking force, that is, the smaller the deceleration.

[0086] The above method is only a possible implementation method. When the depth of the brake pedal is in different ranges, the magnitude of the driving force and the braking force may also be in other ways. For example, the depth of the brake pedal is within the first preset range, including: the depth of the brake pedal is not less than the preset depth value and not greater than the maximum depth that the brake pedal can be stepped on. At this time, the greater the depth of the brake pedal, the smaller the driving force; the depth of the brake pedal is within the second preset range, including: the depth of the brake pedal is greater than 0 and less than the preset depth value. At this time, the greater the depth of the brake pedal, the greater the braking force, and so on.

[0087] In some embodiments of the present invention, the above S104 may include:

[0088] When the depth of the brake pedal being depressed is within a second preset range, determining the required braking force according to the depth of the brake pedal being depressed;

[0089] The electric braking force is determined according to the braking energy recovery capability of the motor or battery, the required braking force and the current vehicle speed;

[0090] Determine the mechanical braking force based on the required braking force and the electric braking force;

[0091] The vehicle is controlled to decelerate according to the electric braking force and the mechanical braking force.

[0092] In an embodiment of the present invention, during the braking force control stage, the ECU can use existing methods to determine the required braking force according to the depth of the brake pedal. Mechanical braking and electric braking are allocated according to the electric braking capacity. The magnitude of the electric braking force can be calculated by the HCU using existing methods based on the braking energy recovery capacity of the battery or motor, the current vehicle speed and the required braking force. The mechanical braking force is obtained by subtracting the electric braking force from the required braking force. Electric braking is performed according to the electric braking force, and mechanical braking is performed according to the mechanical braking force to control the vehicle to decelerate.

[0093] Among them, mechanical braking can be achieved through the ESP (Electronic Stability Program) controller.

[0094] The braking energy recovery capability of a motor or battery may represent the maximum value of braking energy that can be recovered by the motor or battery.

[0095] In some embodiments of the present invention, the above S101 may include:

[0096] When an accelerator pedal failure is detected, the vehicle is powered on successfully, the power system is in the Ready state, and the current gear is D or M, the brake control limp home mode is activated.

[0097] In an embodiment of the present invention, in order to avoid unexpected situations, when an accelerator pedal failure is detected, the brake control limp home mode is activated only if the vehicle is powered on successfully, the power system is in the Ready state, and the current gear is D or M.

[0098] Among them, the power system is in Ready state, which means that the power system has made all preparations and can be used at any time.

[0099] D gear is the forward gear of an automatic transmission vehicle, and M gear is the manual mode of the automatic transmission, that is, the manual gear shifting mode.

[0100] In some embodiments of the present invention, the above S101 may include:

[0101] When an accelerator pedal failure is detected, the vehicle is powered on successfully, the power system is in Ready state, the current gear is D or M, and the brake pedal is pressed and released within a preset time, the brake control limp home mode is activated.

[0102] In the embodiment of the present invention, in order to further ensure safety, when an accelerator pedal failure is detected, the vehicle is powered on successfully, the power system is in the Ready state, and the current gear is D gear or M gear, a signal is required to enter the brake control limp mode, and the signal can be pressing the brake pedal for a short period of time and then releasing the brake pedal. The preset time is a relatively short duration, for example, 1 second or 2 seconds.

[0103] In some embodiments of the present invention, after the above S101, the above accelerator pedal fault post-processing method further includes:

[0104] If it is detected that the vehicle is powered off, or the power system is not in the Ready state, or the current gear is not the D gear or the M gear, or the accelerator pedal fault disappears, the brake control limp home mode is exited.

[0105] In an embodiment of the present invention, after the brake control limp home mode is activated, if it is detected that the entire vehicle is powered off, or it is detected that the power system is in a non-Ready state, or it is detected that the current gear is neither D nor M, or it is detected that the accelerator pedal fault disappears, the brake control limp home mode is exited.

[0106] Among them, if it is detected that the vehicle is powered off, or the power system is not in a Ready state, or the vehicle is in a Ready state and the current gear is not D gear or M gear, or the accelerator pedal fault disappears, then exiting the brake control limp home mode may include:

[0107] If it is detected that the vehicle is powered off, or the power system is not in the Ready state, or the vehicle is in the Ready state and the current gear is not D or M, or the accelerator pedal fault disappears after the vehicle is powered on again, the brake control limp home mode is exited.

[0108] In the embodiment of the present invention, detecting that the current gear is neither D nor M may be detecting that the vehicle is in a Ready state and the current gear is neither D nor M. Detecting that the accelerator pedal fault disappears may be detecting that the accelerator pedal fault disappears after the vehicle is powered on again.

[0109] Among them, the vehicle is in Ready status, which means that the vehicle has made all preparations, has been started successfully, and can set off at any time.

[0110] In some embodiments of the present invention, after the above S101, the above accelerator pedal fault post-processing method further includes:

[0111] A brake control limp mode activated signal is sent to the instrument, and the brake control limp mode activated signal is used to instruct the instrument to display a prompt message corresponding to the brake control limp mode.

[0112] In the embodiment of the present invention, after activating the brake control limp mode, the HCU may send a brake control limp mode activated signal to the instrument, so that the instrument displays a prompt message corresponding to the brake control limp mode. The prompt message may be similar to the following, for example, "The brake control limp mode has been activated, please go to the 4S shop for repair as soon as possible; in this mode, the brake pedal can be used to control the vehicle's driving, please drive slowly and safely!", etc.

[0113] From the above description, it can be seen that the main hardware used to realize the function of brake control limp mode includes accelerator pedal, brake pedal, HCU, ESP controller, CRBS brake energy recovery actuator and instrument. HCU mainly realizes accelerator pedal signal acquisition and analysis, fault detection and diagnosis, vehicle control strategy processing after accelerator pedal failure, brake energy recovery control and current vehicle status identification. ESP controller mainly realizes special delayed processing of mechanical brake (CRBS mechanical brake processing) intervention in brake control limp mode. Instrument mainly realizes fault display and safety reminder.

[0114] The accelerator pedal fault post-processing method provided in the embodiment of the present invention can be applied to new energy vehicles with CRBS braking energy recovery, and can be applied to PHEV (Plug-in Hybrid Electric Vehicle) / HEV (Hybrid Electric Vehicle) / BEV (Battery Electric Vehicle) vehicles.

[0115] The embodiments of the present invention can solve the problem that after an accelerator pedal failure, the vehicle cannot drive or can only crawl at a low speed even if all components of the power system are normal. It can not only solve the problem of functional failure, but also make effective use of the capabilities of the entire vehicle, improve the driving experience, and realize the true meaning of software-defined cars.

[0116] In the brake-controlled limp-away mode of the embodiment of the present invention, the driver can control the vehicle's driving speed by means of the brake pedal, and can ensure that the vehicle can still drive quickly after an accelerator pedal failure. The capacity of the entire vehicle can be intelligently released, so that after a accelerator pedal failure, the vehicle can still meet driving needs within a certain speed limit, thereby improving customers' perception of vehicle performance and improving customer satisfaction.

[0117] It should be understood that the order of execution of the steps in the above embodiment does not necessarily mean the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiment of the present invention.

[0118] Corresponding to the above-mentioned accelerator pedal fault post-processing method, an embodiment of the present invention further provides an accelerator pedal fault post-processing device, which has the same beneficial effects as the above-mentioned accelerator pedal fault post-processing method. Figure 3 Detailed description is a schematic block diagram of an accelerator pedal fault post-processing device provided in one embodiment of the present invention. For ease of explanation, only the parts related to the embodiment of the present invention are shown.

[0119] In the embodiment of the present invention, the accelerator pedal fault post-processing device 30 may include an activation module 301 , an acquisition module 302 , an acceleration module 303 and a deceleration module 304 .

[0120] The activation module 301 is used to activate the brake control limp home mode when an accelerator pedal failure is detected;

[0121] An acquisition module 302 is used to acquire a brake pedal depression depth in a brake control limp mode;

[0122] The acceleration module 303 is used to control the vehicle to accelerate when the depth of the brake pedal is within a first preset range;

[0123] The deceleration module 304 is used to control the vehicle to decelerate when the depth of the brake pedal is within a second preset range.

[0124] In a possible implementation, the brake pedal depression depth is within a first preset range, including:

[0125] The brake pedal is depressed to a depth greater than 0 and less than a preset depth value;

[0126] Accordingly, the brake pedal depression depth is within the second preset range, including:

[0127] The depth of the brake pedal being depressed is not less than the preset depth value and not greater than the maximum depth that the brake pedal can be depressed;

[0128] When the brake pedal is depressed to a depth within a first preset range, the greater the depth of the brake pedal depression, the smaller the driving force;

[0129] When the brake pedal is depressed to a depth within a second preset range, the greater the depth at which the brake pedal is depressed, the greater the braking force.

[0130] In a possible implementation, the brake pedal depression depth is within a first preset range, including:

[0131] The depth of the brake pedal being depressed is not less than the preset depth value and not greater than the maximum depth that the brake pedal can be depressed;

[0132] Accordingly, the brake pedal depression depth is within the second preset range, including:

[0133] The brake pedal is depressed to a depth greater than 0 and less than a preset depth value;

[0134] When the brake pedal is depressed to a depth within a first preset range, the greater the depth of the brake pedal depression, the greater the driving force;

[0135] When the brake pedal is depressed to a depth within a second preset range, the greater the depth at which the brake pedal is depressed, the smaller the braking force.

[0136] In a possible implementation, the deceleration module 304 is further configured to:

[0137] When the depth of the brake pedal being depressed is within a second preset range, determining the required braking force according to the depth of the brake pedal being depressed;

[0138] The electric braking force is determined according to the braking energy recovery capability of the motor or battery, the required braking force and the current vehicle speed;

[0139] Determine the mechanical braking force based on the required braking force and the electric braking force;

[0140] The vehicle is controlled to decelerate according to the electric braking force and the mechanical braking force.

[0141] In a possible implementation, the activation module 301 is further configured to:

[0142] When an accelerator pedal failure is detected, the vehicle is powered on successfully, the power system is in the Ready state, and the current gear is D or M, the brake control limp home mode is activated.

[0143] In one possible implementation, the activation module 301 is also used to: activate the brake control limp home mode when an accelerator pedal failure is detected, and the vehicle is powered on successfully, and the power system is in the Ready state, and the current gear is D or M, and the brake pedal is pressed and released within a preset time.

[0144] In a possible implementation, the accelerator pedal failure post-processing device 30 may further include an exit module.

[0145] The exit module is used to exit the brake control limp home mode if it is detected that the vehicle is powered off, or the power system is not in a Ready state, or the current gear is not D or M, or the accelerator pedal fault disappears.

[0146] In a possible implementation, the accelerator pedal failure post-processing device 30 may further include a reminder module.

[0147] The reminder module is used to send a brake control limp mode activated signal to the instrument, and the brake control limp mode activated signal is used to instruct the instrument to display a prompt message corresponding to the brake control limp mode.

[0148] Those skilled in the art can clearly understand that for the convenience and simplicity of description, only the division of the above-mentioned functional units and modules is used as an example for illustration. In actual applications, the above-mentioned function allocation can be completed by different functional units and modules as needed, that is, the internal structure of the accelerator pedal fault post-processing device can be divided into different functional units or modules to complete all or part of the functions described above. The functional units and modules in the embodiment can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The above-mentioned integrated unit can be implemented in the form of hardware or in the form of software functional units. In addition, the specific names of the functional units and modules are only for the convenience of distinguishing each other, and are not used to limit the scope of protection of this application. The specific working process of the units and modules in the above-mentioned device can refer to the corresponding process in the aforementioned method embodiment, and will not be repeated here.

[0149] Figure 4 is a schematic block diagram of a terminal device provided by an embodiment of the present invention. Figure 4 As shown, the terminal device 40 of this embodiment includes: one or more processors 401, a memory 402, and a computer program 403 stored in the memory 402 and executable on the processor 401. When the processor 401 executes the computer program 403, the steps in the above-mentioned accelerator pedal fault post-processing method embodiments are implemented, such as Figure 1 Alternatively, when the processor 401 executes the computer program 403, the functions of each module / unit in the above-mentioned accelerator pedal fault post-processing device embodiment are realized, for example Figure 3 Functions of modules 301 to 304 are shown.

[0150] Exemplarily, the computer program 403 may be divided into one or more modules / units, which are stored in the memory 402 and executed by the processor 401 to complete the present application. The one or more modules / units may be a series of computer program instruction segments capable of completing specific functions, which are used to describe the execution process of the computer program 403 in the terminal device 40. For example, the computer program 403 may be divided into an activation module, an acquisition module, an acceleration module, and a deceleration module, and the specific functions of each module are as follows:

[0151] an activation module for activating a brake control limp home mode when an accelerator pedal failure is detected;

[0152] An acquisition module, used for acquiring a depth of a brake pedal being depressed in a brake control limp mode;

[0153] An acceleration module, used for controlling the vehicle to accelerate when the brake pedal is depressed to a depth within a first preset range;

[0154] The deceleration module is used to control the vehicle to decelerate when the depth of the brake pedal is within a second preset range.

[0155] Other modules or units can refer to Figure 3 The description in the illustrated embodiment will not be repeated here.

[0156] The terminal device 40 may be a HCU, or a computing device such as a desktop computer, a notebook, a PDA, or a cloud server. The terminal device 40 includes but is not limited to a processor 401 and a memory 402. Those skilled in the art will appreciate that Figure 4 It is only an example of the terminal device 40 and does not constitute a limitation of the terminal device 40. It may include more or fewer components than shown in the figure, or a combination of certain components, or different components. For example, the terminal device 40 may also include an input device, an output device, a network access device, a bus, etc.

[0157] The processor 401 may be a central processing unit (CPU), or other general-purpose processors, digital signal processors (DSP), application-specific integrated circuits (ASIC), field-programmable gate arrays (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. A general-purpose processor may be a microprocessor or any conventional processor, etc.

[0158] The memory 402 may be an internal storage unit of the terminal device 40, such as a hard disk or memory of the terminal device 40. The memory 402 may also be an external storage device of the terminal device 40, such as a plug-in hard disk, a smart media card (SMC), a secure digital (SD) card, a flash card, etc. equipped on the terminal device 40. Further, the memory 402 may also include both an internal storage unit of the terminal device 40 and an external storage device. The memory 402 is used to store the computer program 403 and other programs and data required by the terminal device 40. The memory 402 may also be used to temporarily store data that has been output or is to be output.

[0159] In the above embodiments, the description of each embodiment has its own emphasis. For parts that are not described or recorded in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0160] Those of ordinary skill in the art will appreciate that the units and algorithm steps of each example described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professional and technical personnel can use different methods to implement the described functions for each specific application, but such implementation should not be considered to be beyond the scope of this application.

[0161] In the embodiments provided in the present application, it should be understood that the disclosed accelerator pedal fault post-processing device and method can be implemented in other ways. For example, the accelerator pedal fault post-processing device embodiment described above is only schematic. For example, the division of the modules or units is only a logical function division. There may be other division methods in actual implementation, such as multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be an indirect coupling or communication connection through some interfaces, devices or units, which can be electrical, mechanical or other forms.

[0162] The units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed on multiple network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0163] In addition, each functional unit in each embodiment of the present application may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit. The above-mentioned integrated unit may be implemented in the form of hardware or in the form of software functional units.

[0164] If the integrated module / unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the present application implements all or part of the processes in the above-mentioned embodiment method, and can also be completed by instructing the relevant hardware through a computer program. The computer program can be stored in a computer-readable storage medium, and the computer program can implement the steps of the above-mentioned various method embodiments when executed by the processor. Among them, the computer program includes computer program code, and the computer program code can be in source code form, object code form, executable file or some intermediate form. The computer-readable medium may include: any entity or device capable of carrying the computer program code, recording medium, U disk, mobile hard disk, disk, optical disk, computer memory, read-only memory (ROM), random access memory (RAM), electric carrier signal, telecommunication signal and software distribution medium. It should be noted that the content contained in the computer-readable medium can be appropriately increased or decreased according to the requirements of legislation and patent practice in the jurisdiction. For example, in some jurisdictions, according to legislation and patent practice, computer-readable media do not include electric carrier signals and telecommunication signals.

[0165] The embodiments described above are only used to illustrate the technical solutions of the present application, rather than to limit them. Although the present application has been described in detail with reference to the aforementioned embodiments, a person skilled in the art should understand that the technical solutions described in the aforementioned embodiments may still be modified, or some of the technical features may be replaced by equivalents. Such modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present application, and should all be included in the protection scope of the present application.

Claims

1. A post-processing method for an accelerator pedal fault, characterized in that: include: Activates brake control limp mode when accelerator pedal failure is detected; In the brake control limp mode, obtaining a brake pedal depression depth; When the brake pedal is depressed to a depth within a first preset range, the vehicle is controlled to accelerate; When the brake pedal is depressed to a depth within a second preset range, the vehicle is controlled to decelerate.

2. The accelerator pedal fault post-processing method according to claim 1, characterized in that: The brake pedal depression depth is within a first preset range, including: The depth of the brake pedal being depressed is greater than 0 and less than a preset depth value; Correspondingly, the brake pedal depression depth is within a second preset range, including: The depth to which the brake pedal is depressed is not less than the preset depth value and not greater than the maximum depth to which the brake pedal can be depressed; Wherein, when the brake pedal is depressed to a depth within a first preset range, the greater the depth of the brake pedal depression, the smaller the driving force; When the brake pedal is depressed to a depth within a second preset range, the greater the depth of the brake pedal depression, the greater the braking force.

3. The accelerator pedal fault post-processing method according to claim 1, characterized in that: The brake pedal depression depth is within a first preset range, including: The depth to which the brake pedal is depressed is not less than a preset depth value and not greater than the maximum depth to which the brake pedal can be depressed; Correspondingly, the brake pedal depression depth is within a second preset range, including: The depth of the brake pedal being depressed is greater than 0 and less than the preset depth value; Wherein, when the brake pedal is depressed to a depth within a first preset range, the greater the depth of the brake pedal depression, the greater the driving force; When the brake pedal is depressed to a depth within a second preset range, the greater the depth of the brake pedal depression, the smaller the braking force.

4. The accelerator pedal fault post-processing method according to claim 1, characterized in that: When the brake pedal is depressed to a depth within a second preset range, controlling the vehicle to decelerate comprises: When the depth of the brake pedal being depressed is within a second preset range, determining the required braking force according to the depth of the brake pedal being depressed; determining the electric braking force according to the braking energy recovery capability of the motor or the battery, the required braking force and the current vehicle speed; determining a mechanical braking force according to the required braking force and the electric braking force; The vehicle is controlled to decelerate according to the electric braking force and the mechanical braking force.

5. The accelerator pedal fault post-processing method according to any one of claims 1 to 4, characterized in that: When an accelerator pedal failure is detected, activating the brake control limp home mode includes: When an accelerator pedal failure is detected, the vehicle is powered on successfully, the power system is in the Ready state, and the current gear is D or M, the brake control limp home mode is activated.

6. The accelerator pedal fault post-processing method according to any one of claims 1 to 4, characterized in that: When an accelerator pedal failure is detected, activating the brake control limp home mode includes: When an accelerator pedal failure is detected, the vehicle is powered on successfully, the power system is in Ready state, the current gear is D or M, and the brake pedal is pressed and released within a preset time, the brake control limp home mode is activated.

7. The accelerator pedal fault post-processing method according to any one of claims 1 to 4, characterized in that: After activating brake control limp home mode, also includes: If it is detected that the vehicle is powered off, or the power system is not in the Ready state, or the current gear is not the D gear or the M gear, or the accelerator pedal fault disappears, the brake control limp home mode is exited.

8. The accelerator pedal fault post-processing method according to any one of claims 1 to 4, characterized in that: After activating brake control limp home mode, also includes: A brake control limp mode activated signal is sent to the instrument, where the brake control limp mode activated signal is used to instruct the instrument to display prompt information corresponding to the brake control limp mode.

9. An accelerator pedal fault post-processing device, characterized in that: include: an activation module for activating a brake control limp home mode when an accelerator pedal failure is detected; An acquisition module, configured to acquire a depth of depression of a brake pedal in the brake control limp mode; An acceleration module, used for controlling the vehicle to accelerate when the brake pedal is depressed to a depth within a first preset range; The deceleration module is used to control the vehicle to decelerate when the depth of the brake pedal is within a second preset range.

10. A terminal device, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that: When the processor executes the computer program, the steps of the accelerator pedal fault post-processing method according to any one of claims 1 to 8 are implemented.

11. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a computer program, and when the computer program is executed by one or more processors, the steps of the accelerator pedal fault post-processing method according to any one of claims 1 to 8 are implemented.

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