Body remote throttle control method, system, device and readable storage medium

Abstract

A method, system, device and readable storage medium for controlling a mounted remote throttle, which relates to the field of commercial vehicle technology, includes determining whether a vehicle fault is an occasional fault based on the loss of instrument speed and mileage data within the current cycle, wherein the occasional fault is any one of a hard line occasional fault, an instrument program fault and an instrument hardware fault; if the vehicle fault is an occasional fault, the remote throttle is controlled to be in a working state. The application solves the problem of failure of a mounted remote throttle due to an occasional fault in the related art.

Description

Technical Field

[0001] The present application relates to the field of commercial vehicle technology, and in particular to a body-mounted remote throttle control method, system, device and readable storage medium. Background Art

[0002] In the commercial vehicle application market, there are endless models with truck cranes, mixers, sewage suction and aerial ladders. In the working environment, these vehicles are equipped with a remote throttle separate from the main driving throttle to control the power of the upper machinery. Similar vehicle function configurations have become the mainstream direction of commercial vehicles. However, in actual work, the vehicle main control logic judgment may have actual or occasional failures, resulting in the failure of the remote throttle of the upper machinery, which in turn may cause the upper machinery in operation to suddenly lose power and stop. If such a situation occurs in the aerial work vehicle and the truck crane, it will also cause huge hidden dangers and safety accidents, thus causing personnel safety problems.

[0003] However, the prior art does not address the problem of occasional faults causing the failure of the upper-mounted remote throttle, so that the vehicle upper-mounted device cannot be used after the occurrence of an occasional fault. Therefore, how to prevent occasional faults from causing the failure of the upper-mounted remote throttle is a problem that urgently needs to be solved. Summary of the invention

[0004] The present application provides a method, system, device and readable storage medium for controlling a body-mounted remote throttle, which can solve the technical problem in the prior art that sporadic faults lead to failure of the body-mounted remote throttle.

[0005] In a first aspect, an embodiment of the present application provides a body mounted remote throttle control method, comprising the following steps:

[0006] In the current cycle, based on the loss of the instrument speed and mileage data, it is determined whether the vehicle fault is an accidental fault, wherein the accidental fault is any one of an accidental hard line fault, an instrument program fault, and an instrument hardware fault;

[0007] If the vehicle failure is an occasional failure, the remote throttle is controlled to be in working state.

[0008] In combination with the first aspect, in one implementation, judging whether the vehicle fault is an occasional fault based on the loss of instrument speed and mileage data in the current cycle includes:

[0009] Determine whether the vehicle fault is a hard-wired occasional fault based on the number of times the instrument speed and mileage data are lost within a preset time, the duration of a single loss, and the ECU reception status;

[0010] If so, the vehicle fault is determined to be a hard-wired occasional fault;

[0011] If not, it is determined whether the vehicle fault is an instrument program fault or an instrument hardware fault based on the ECU's reception of the instrument's vehicle speed and mileage data.

[0012] In combination with the first aspect, in one implementation, the hardwire occasional fault includes an instrument hardwire occasional fault and an ECU hardwire occasional fault, and the determining whether the vehicle fault is an hardwire occasional fault based on the number of times the instrument vehicle speed and mileage data are lost within a preset time period, the duration of a single loss, and the ECU receiving condition includes:

[0013] Determine whether the number of times the vehicle speed and mileage data of the instrument is lost within a preset time period is greater than a preset number of times and whether the duration of a single loss exceeds a preset time period;

[0014] If yes, the vehicle fault is determined to be an occasional fault of the instrument hard wire;

[0015] If not, it is determined whether the ECU has received the instrument speed and mileage data within the preset time;

[0016] If the ECU does not receive the instrument speed and mileage data within the preset time, it is determined that the vehicle fault is an occasional ECU hard wire fault. Otherwise, the step of determining whether the vehicle fault is an instrument program fault or an instrument hardware fault based on the ECU's reception of the instrument speed and mileage data is executed.

[0017] In combination with the first aspect, in one implementation, judging whether the vehicle fault is an instrument program fault or an instrument hardware fault based on the reception of the instrument vehicle speed and mileage data by the ECU includes:

[0018] If the ECU receives the loss of the instrument speed data, the instrument speed becomes the preset speed, and the duration of the instrument speed being the preset speed is greater than or equal to the preset duration threshold, the vehicle fault is determined to be an instrument program fault;

[0019] If the instrument speed and mileage data are not displayed on the vehicle instrument and the ECU does not receive the instrument speed and mileage data, the vehicle fault is determined to be an instrument hardware fault.

[0020] In combination with the first aspect, in one implementation, controlling the remote throttle to be in a working state includes:

[0021] The remote throttle control level corresponding to the occasional control failure takes precedence over the remote throttle control level corresponding to the component failure, so as to control the remote throttle to be in working state.

[0022] In combination with the first aspect, in one implementation, after the step of controlling the remote throttle to be in a working state, the method further includes:

[0023] In the current working cycle, it is judged whether the remote throttle operation is completed based on the outrigger signal, and the working state of the remote throttle is controlled according to the judgment result.

[0024] In combination with the first aspect, in one implementation, judging whether the remote throttle operation is completed based on the outrigger signal in the current working cycle, and controlling the working state of the remote throttle according to the judgment result, includes:

[0025] If the outrigger extension signal is detected, it is determined that the remote throttle operation is not completed, and the remote throttle is controlled to remain in the working state;

[0026] If the outrigger retraction signal is detected, it is determined that the remote throttle operation is completed, and the remote throttle is controlled to be in a non-operating state in the next working cycle.

[0027] In a second aspect, an embodiment of the present application provides a body-mounted remote throttle control system, comprising:

[0028] A judgment module, which is used to judge whether the vehicle fault is an accidental fault based on the loss of the instrument speed and mileage data in the current cycle, wherein the accidental fault is any one of an accidental hard line fault, an instrument program fault and an instrument hardware fault;

[0029] The control module is used to control the remote throttle to be in working state if the vehicle failure is an occasional failure.

[0030] In a third aspect, an embodiment of the present application provides a body-mounted remote throttle control device, comprising a processor, a memory, and a body-mounted remote throttle control program stored in the memory and executable by the processor, wherein when the body-mounted remote throttle control program is executed by the processor, the steps of the body-mounted remote throttle control method as described in any of the preceding items are implemented.

[0031] In a fourth aspect, an embodiment of the present application provides a computer-readable storage medium, on which a mounted remote throttle control program is stored, wherein when the mounted remote throttle control program is executed by a processor, the steps of the mounted remote throttle control method as described in any of the foregoing items are implemented.

[0032] The beneficial effects brought by the technical solution provided in the embodiments of the present application include:

[0033] By judging whether the vehicle fault is an occasional fault according to the vehicle speed and mileage data loss in the current cycle, an occasional fault is any one of a hard line occasional fault, an instrument program fault, and an instrument hardware fault; if the vehicle fault is an occasional fault, the remote throttle is controlled to be in a working state to avoid failure of the upper remote throttle due to an occasional fault, thereby ensuring the normal operation of the upper mechanical remote throttle in the current cycle. This application solves the technical problem in the related art that the upper remote throttle fails due to an occasional fault, thereby causing the vehicle upper to be unusable, and effectively reduces the risk of safety accidents. BRIEF DESCRIPTION OF THE DRAWINGS

[0034] Figure 1 This is a flow chart of an embodiment of a remote throttle control method for the present application;

[0035] Figure 2 This is a schematic diagram of the architecture of an embodiment of a remote throttle control system installed in the present application;

[0036] Figure 3 This is a schematic diagram of the data interaction of each module in the remote throttle control system installed in this application;

[0037] Figure 4 For this application Figure 1 A detailed flow chart of step S10;

[0038] Figure 5 This is a schematic diagram of the hardware structure of the upper-mounted remote throttle control device involved in the embodiment of the present application. DETAILED DESCRIPTION

[0039] In order to enable those skilled in the art to better understand the solution of the present application, the technical solution in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0040] In order to make the objectives, technical solutions and advantages of the present application clearer, the implementation methods of the present application will be further described in detail below with reference to the accompanying drawings.

[0041] In a first aspect, an embodiment of the present application provides a body-mounted remote throttle control method.

[0042] In one embodiment, referring to Figure 1 , Figure 1 This is a flow chart of the first embodiment of the remote throttle control method for the present application. Figure 1 As shown, the upper body remote throttle control method includes:

[0043] S10: In the current cycle, judging whether the vehicle fault is an accidental fault based on the loss of the instrument speed and mileage data, wherein the accidental fault is any one of an accidental hard line fault, an instrument program fault and an instrument hardware fault;

[0044] S20: If the vehicle failure is an occasional failure, the remote throttle is controlled to be in working state.

[0045] Exemplarily, it can be understood that one of the judgment conditions for the vehicle speed rationality fault-vehicle speed is too low is the instrument vehicle speed, specifically: when the vehicle is running, when the vehicle gear is in the gear / resistance state, the vehicle's clutch is not depressed, the vehicle's main driving accelerator / remote accelerator is depressed, and the vehicle speed and indicated torque are both beyond the normal and reasonable gear matching range limit, if the vehicle's driving speed is lower than the preset speed threshold and continues for the preset time threshold at this time, it indicates that a vehicle speed rationality fault-vehicle speed is too low occurs, wherein the preset speed threshold and the preset time threshold can be determined according to actual needs, for example, the preset speed threshold is set to 5km / h, and the preset time threshold is set to 30s; when the ECU receives the vehicle speed signal, it will report a vehicle speed rationality fault-vehicle speed is too low, resulting in failure of the remote throttle.

[0046] However, since the vehicle speed is prone to occasional faults, and the conditions that trigger the occasional faults are similar to the conditions that trigger the vehicle speed rationality fault-the vehicle speed is too low, when an occasional fault occurs, the ECU may misjudge the occasional fault as a vehicle speed rationality fault-the vehicle speed is too low, which in turn causes the remote throttle of the entire vehicle to fail, thereby causing an engineering safety accident and causing losses.

[0047] Therefore, in order to solve the above-mentioned problem of remote throttle failure of the whole vehicle caused by misjudgment, this application will judge the type of vehicle fault based on the instrument speed and instrument mileage data displayed by the whole vehicle gateway, so as to distinguish whether the whole vehicle fault is an occasional fault or a normal fault. A normal fault is a speed rationality fault - the speed is too low. If the whole vehicle fault is determined to be an occasional fault, the remote throttle control does not fail during the current working cycle, that is, the remote throttle control is in a working state, thereby avoiding the failure of the upper remote throttle caused by the ECU reporting an unreasonable speed fault - the speed is too low, reducing the safety hazard of construction personnel; if the whole vehicle fault is determined to be a normal fault, the remote throttle control fails.

[0048] This embodiment can be used as Figure 2The system shown is used to determine the type of vehicle fault. Specifically, the upper remote throttle control system includes vehicle instrument, vehicle ECU, vehicle gateway, vehicle terminal, Internet of Vehicles platform and owner's mobile phone APP; among them, the vehicle instrument's sporadic speed fault is reported by the instrument, and the whole vehicle gateway reports the fault and receives it, and synchronously transmits the fault details to the Internet of Vehicles platform and the owner's mobile phone APP; the details of the sporadic speed fault of the whole vehicle instrument are included in the Internet of Vehicles platform fault library management, and the vehicle terminal TBOX (Telematics Box, remote information box) immediately triggers the Internet of Vehicles platform monitoring record after reporting the vehicle fault, and notifies the service personnel of the current vehicle real-time fault, and analyzes and restores the fault according to the troubleshooting plan. At this time, the Internet of Vehicles platform will generate data records to obtain the real-time message data of the terminal before and after 30 seconds, and mark and monitor the current vehicle after the fault occurs until the fault is repaired.

[0049] It should be noted that if Figure 3 As shown in the figure, the vehicle instrument sends the vehicle instrument speed and instrument mileage data to the vehicle gateway in the message frame 18FE6C17, and it is used as one of the judgment conditions of the vehicle speed rationality fault-vehicle speed too low fault issued by the ECU; the ECU can judge the vehicle speed rationality fault-vehicle speed too low and output data information such as vehicle speed, indicated torque, water temperature, etc. The vehicle gateway mainly transmits message data between the vehicle instrument, ECU, and on-board terminal, judges the specific fault point by the transmission of data, and distinguishes the classification of unreasonable vehicle speed of the vehicle instrument; the on-board terminal TBOX can receive all data items sent by the vehicle instrument and ECU for data analysis and fault location; the faults included in the fault library management of the Internet of Vehicles platform will simultaneously push detailed fault information to the owner's mobile phone APP, alerting the owner of the current real-time status of the vehicle. If the owner is using the remote throttle for installation work, the owner will be reminded that the remote throttle can be used normally during this cycle. After the operation is completed, the vehicle master throttle is restored and the remote throttle is stopped from being enabled again until the fault is eliminated to avoid safety hazards.

[0050] Further, in one embodiment, if Figure 4 As shown, the process of judging whether the vehicle fault is an occasional fault based on the loss of the instrument speed and mileage data in the current cycle includes:

[0051] S101: judging whether the vehicle fault is a hard-wired occasional fault based on the number of times the instrument speed and mileage data are lost within a preset time period, the duration of a single loss, and the ECU receiving status;

[0052] S102: If yes, the vehicle fault is determined to be a hard-wired occasional fault;

[0053] S103: If not, determine whether the vehicle fault is an instrument program fault or an instrument hardware fault based on the ECU's reception of the instrument speed and mileage data.

[0054] For example, in this embodiment, the vehicle fault is judged as a hard-wired occasional fault based on the number of times the instrument speed and instrument mileage data are lost within a preset time, the duration of a single loss, and the reception of the ECU; if the conditions are met, the vehicle fault can be judged as a hard-wired occasional fault; if the conditions are not met, the vehicle fault is judged as an instrument program fault or an instrument hardware fault based on the reception of the instrument speed and mileage data by the ECU. This embodiment can identify the type of vehicle fault, thereby guiding subsequent troubleshooting and repair work.

[0055] Further, in one embodiment, the hardwire occasional fault includes an instrument hardwire occasional fault and an ECU hardwire occasional fault, and the method of judging whether the vehicle fault is an hardwire occasional fault based on the number of times the instrument speed and mileage data are lost within a preset time, the duration of a single loss, and the ECU receiving condition includes:

[0056] Determine whether the number of times the vehicle speed and mileage data of the instrument is lost within a preset time period is greater than a preset number of times and whether the duration of a single loss exceeds a preset time period;

[0057] If yes, the vehicle fault is determined to be an occasional fault of the instrument hard wire;

[0058] If not, determine whether the ECU has received the instrument speed and mileage data within the preset time; if the ECU has not received the instrument speed and mileage data within the preset time, determine that the vehicle fault is an occasional ECU hardwire fault, otherwise execute the step of determining whether the vehicle fault is an instrument program fault or an instrument hardware fault based on the ECU's reception of the instrument speed and mileage data.

[0059] Exemplarily, in this embodiment, the preset duration, the preset number of losses, and the preset duration of a single loss can be determined according to actual needs. For example, the preset duration is set to 30s, the preset number of losses is set to 3 times, and the preset duration of a single loss is set to 500ms. Among them, when the instrument occasionally has no information such as vehicle speed and mileage data, the gateway monitors that the vehicle speed, mileage and other messages sent by the vehicle instrument are lost 3 times within 30s, and the single data loss duration exceeds 500ms. The gateway can directly determine that the vehicle instrument has an occasional hard line failure, that is, an occasional CAN line failure; and when the ECU controller interacts with the gateway, after the ECU makes a request for relevant data information, it cannot receive the gateway information transmission within 30s and then replies that the instrument vehicle speed and mileage are lost. At this time, it can be directly determined that the ECU controller has an occasional CAN line failure. In addition, the gateway will simultaneously report this fault to the vehicle terminal and match the fault into the warehouse, and the service personnel will check and repair the vehicle instrument CAN line. At the same time, the ECU will push the fault to the mobile terminal for warning reminders, wherein the mobile terminal includes but is not limited to the owner's mobile phone APP, which is not limited here.

[0060] Further, in one embodiment, judging whether the vehicle fault is an instrument program fault or an instrument hardware fault based on the reception of the instrument vehicle speed and mileage data by the ECU includes:

[0061] If the ECU receives the loss of the instrument speed data, the instrument speed becomes the preset speed, and the duration of the instrument speed being the preset speed is greater than or equal to the preset duration threshold, the vehicle fault is determined to be an instrument program fault;

[0062] If the instrument speed and mileage data are not displayed on the vehicle instrument and the ECU does not receive the instrument speed and mileage data, the vehicle fault is determined to be an instrument hardware fault.

[0063] Exemplarily, in this embodiment, the preset speed and preset duration thresholds can be determined according to actual needs, such as the preset speed is set to 0km / h, and the preset duration threshold is set to 30s. When the CAN line between the instrument and the engine controller is normal and there is no open circuit / short circuit and message loss between the instrument and the engine controller, when the ECU requests the instrument to input message data such as vehicle speed and mileage through the gateway, if only the mileage information is transmitted back and the instrument vehicle speed is lost, and the vehicle instrument speed becomes 0km / h and lasts for 30s, the ECU will reply to the gateway that the instrument has a speed loss problem; after receiving the ECU reply, the gateway determines that this is an instrument program vulnerability, and returns the instrument program fault to the ECU to shield the vehicle speed failure, thereby ensuring the effective operation of the remote throttle; the ECU synchronously reports this fault to the vehicle terminal and matches the fault into the library, and the service personnel verify and flash the instrument program to restore the normal operation of the vehicle, and the ECU pushes the fault to the mobile terminal for warning reminder.

[0064] Similarly, when the CAN line between the instrument and the engine controller is normal and there is no open circuit / short circuit or message loss between the instrument and the engine controller, if the speed and torque data information sent by the ECU in the gateway interact normally, but the relevant vehicle speed and mileage data sent by the instrument itself are not displayed and the ECU does not respond to the instrument's request through the gateway to input vehicle speed, mileage and other message data, and the speed, torque, water temperature and other data sent by the ECU are not displayed in the instrument, then it can be determined that the vehicle fault is an instrument hardware failure, which may be damaged; the ECU synchronously reports the fault to the on-board terminal and matches the fault into the database, and the service personnel replace the vehicle instrument as a whole. At the same time, the ECU pushes the fault to the mobile terminal for a warning.

[0065] Furthermore, in one embodiment, controlling the remote throttle to be in working state includes:

[0066] The remote throttle control level corresponding to the occasional control failure takes precedence over the remote throttle control level corresponding to the component failure, so as to control the remote throttle to be in working state.

[0067] Exemplarily, in this embodiment, the remote throttle control level corresponding to the occasional control failure takes precedence over the remote throttle control level corresponding to the component failure, that is, the occasional failure level of the vehicle speed of the vehicle instrument is adjusted to be greater than the component failure level, so as to directly shield the vehicle speed rationality failure of the ECU controller - vehicle speed is too low; component failure is a preset failure of the parts manufacturer ECU, while the occasional failure is a failure caused by the vehicle instrument and the vehicle gateway.

[0068] Furthermore, in one embodiment, after the step of controlling the remote throttle to be in working state, the method further includes:

[0069] In the current working cycle, it is judged whether the remote throttle operation is completed based on the outrigger signal, and the working state of the remote throttle is controlled according to the judgment result.

[0070] Exemplarily, in this embodiment, the outrigger generally refers to a retractable device for supporting the vehicle, and the outrigger signal refers to a signal generated by a specific sensor or device, which is used to monitor and detect the outrigger movement or position status of the vehicle; during the current working cycle, the outrigger signal is used to determine whether the remote throttle has completed its work, and the working status of the remote throttle is controlled based on the judgment result, thereby ensuring the normal operation and safety of the entire system.

[0071] Further, in one embodiment, judging whether the remote throttle operation is completed based on the outrigger signal in the current working cycle, and controlling the working state of the remote throttle according to the judgment result, includes:

[0072] If the outrigger extension signal is detected, it is determined that the remote throttle operation is not completed, and the remote throttle is controlled to remain in the working state;

[0073] If the outrigger retraction signal is detected, it is determined that the remote throttle operation is completed, and the remote throttle is controlled to be in a non-operating state in the next working cycle.

[0074] For example, in this embodiment, for the vehicle manufacturer, the outriggers must be extended before the upper body can work, and a switching switch is designed between the main throttle and the remote throttle. When the outrigger extension signal is met, the ECU will receive this electrical signal. At this time, switching the remote throttle indicates that the remote throttle is working; conversely, when the outrigger signal is retracted and the vehicle switches to the main throttle, it is equivalent to the completion of the remote throttle work; and when a fault occurs in the vehicle, the throttle state switching will fail and it cannot operate according to the established strategy. At this time, there is only one PTU (Pan-Tilt-Unit) with fixed torque to control the extension and retraction of the outriggers, resulting in fewer signals received by the ECU, but the additional fault cause received can enable the remote throttle to continue to take effect and switch.

[0075] Specifically, during the current working cycle, when the ECU receives an occasional fault, the remote throttle continues to be effective. If the ECU receives a leg extension signal, indicating that the remote throttle is working, the remote throttle is controlled to remain in a working state; if the ECU receives a leg retraction signal, indicating that the remote throttle work has been completed, the remote throttle is controlled to be in a non-working state, that is, the remote throttle is controlled to fail.

[0076] In the embodiment of the present application, by judging whether the vehicle fault is any one of a hard-wired occasional fault, an instrument program fault, and an instrument hardware fault according to the loss of vehicle speed and mileage data in the current cycle; if so, the remote throttle is controlled to be in a working state to avoid failure of the upper remote throttle due to occasional faults, thereby ensuring the normal operation of the upper mechanical remote throttle in the current cycle. The present application solves the technical problem in the related art that the upper remote throttle fails due to occasional faults, thereby causing the vehicle upper to be unusable, and effectively reduces the risk of safety accidents.

[0077] In a second aspect, an embodiment of the present application also provides a body-mounted remote throttle control system.

[0078] In one embodiment, referring to Figure 2 FIG. 2 is a schematic diagram of the functional modules of an embodiment of the remote throttle control system installed in the present application. Figure 2As shown, the upper-mounted remote throttle control system includes vehicle instruments, vehicle ECU, vehicle gateway, vehicle terminal, Internet of Vehicles platform and owner's mobile phone APP, wherein the vehicle ECU includes a judgment module and a control module, and the judgment module is used to judge whether the vehicle fault is an occasional fault based on the loss of instrument speed and mileage data within the current cycle, and the occasional fault is any one of a hard-line occasional fault, an instrument program fault and an instrument hardware fault; and the control module is used to control the remote throttle to be in a working state if the vehicle fault is an occasional fault.

[0079] Furthermore, in some embodiments, the determination module is specifically used to:

[0080] Determine whether the vehicle fault is a hard-wired occasional fault based on the number of times the instrument speed and mileage data are lost within a preset time, the duration of a single loss, and the ECU reception status;

[0081] If so, the vehicle fault is determined to be a hard-wired occasional fault;

[0082] If not, it is determined whether the vehicle fault is an instrument program fault or an instrument hardware fault based on the ECU's reception of the instrument's vehicle speed and mileage data.

[0083] Furthermore, in some embodiments, the determination module is further configured to:

[0084] Determine whether the number of times the vehicle speed and mileage data of the instrument is lost within a preset time period is greater than a preset number of times and whether the duration of a single loss exceeds a preset time period;

[0085] If yes, the vehicle fault is determined to be an occasional fault of the instrument hard wire;

[0086] If not, determine whether the ECU has received the instrument speed and mileage data within the preset time; if the ECU has not received the instrument speed and mileage data within the preset time, determine that the vehicle fault is an occasional ECU hardwire fault, otherwise execute the step of determining whether the vehicle fault is an instrument program fault or an instrument hardware fault based on the ECU's reception of the instrument speed and mileage data.

[0087] Furthermore, in some embodiments, the determination module is further configured to:

[0088] If the ECU receives the loss of the instrument speed data, the instrument speed becomes the preset speed, and the duration of the instrument speed being the preset speed is greater than or equal to the preset duration threshold, the vehicle fault is determined to be an instrument program fault;

[0089] If the instrument speed and mileage data are not displayed on the vehicle instrument and the ECU does not receive the instrument speed and mileage data, the vehicle fault is determined to be an instrument hardware fault.

[0090] Furthermore, in some embodiments, the control module is specifically used to:

[0091] The remote throttle control level corresponding to the occasional control failure takes precedence over the remote throttle control level corresponding to the component failure, so as to control the remote throttle to be in working state.

[0092] Furthermore, in some embodiments, the control module is further configured to:

[0093] In the current working cycle, it is judged whether the remote throttle operation is completed based on the outrigger signal, and the working state of the remote throttle is controlled according to the judgment result.

[0094] Furthermore, in some embodiments, the control module is further configured to:

[0095] If the outrigger extension signal is detected, it is determined that the remote throttle operation is not completed, and the remote throttle is controlled to remain in the working state;

[0096] If the outrigger retraction signal is detected, it is determined that the remote throttle operation is completed, and the remote throttle is controlled to be in a non-operating state in the next working cycle.

[0097] In the embodiment of the present application, by judging whether the vehicle fault is any one of a hard-wired occasional fault, an instrument program fault, and an instrument hardware fault according to the loss of vehicle speed and mileage data in the current cycle; if so, the remote throttle is controlled to be in a working state to avoid failure of the upper remote throttle due to occasional faults, thereby ensuring the normal operation of the upper mechanical remote throttle in the current cycle. The present application solves the technical problem in the related art that the upper remote throttle fails due to occasional faults, thereby causing the vehicle upper to be unusable, and effectively reduces the risk of safety accidents.

[0098] Among them, the functional implementation of each module in the above-mentioned body remote throttle control system corresponds to the various steps in the above-mentioned body remote throttle control method embodiment, and its functions and implementation processes will not be repeated here one by one.

[0099] In a third aspect, an embodiment of the present application provides a body-mounted remote throttle control device, which may be a personal computer (PC), a laptop computer, a server, or other device with data processing capabilities.

[0100] Reference Figure 5 , Figure 5 Schematic diagram of the hardware structure of the body-mounted remote throttle control device involved in the embodiment of the present application. In the embodiment of the present application, the body-mounted remote throttle control device may include a processor, a memory, a communication interface and a communication bus.

[0101] The communication bus may be of any type and is used to interconnect the processor, the memory, and the communication interface.

[0102] The communication interface includes input / output (I / O) interface, physical interface and logical interface, etc., which are used to realize the interconnection of devices inside the mounted remote throttle control device, and the interface used to realize the interconnection of the mounted remote throttle control device with other devices (such as other computing devices or user devices). The physical interface can be an Ethernet interface, an optical fiber interface, an ATM interface, etc.; the user device can be a display (Display), a keyboard (Keyboard), etc.

[0103] The memory can be various types of storage media, such as random access memory (RAM), read-only memory (ROM), non-volatile RAM (NVRAM), flash memory, optical storage, hard disk, programmable ROM (PROM), erasable PROM (EPROM), electrically erasable PROM (EEPROM), etc.

[0104] The processor may be a general-purpose processor, and the general-purpose processor may call the mounted remote throttle control program stored in the memory and execute the mounted remote throttle control method provided in the embodiment of the present application. For example, the general-purpose processor may be a central processing unit (CPU). The method executed when the mounted remote throttle control program is called may refer to the various embodiments of the mounted remote throttle control method of the present application, and will not be repeated here.

[0105] Those skilled in the art will understand that Figure 5 The hardware structure shown in the figure does not constitute a limitation on the present application, and may include more or less components than shown in the figure, or combine certain components, or arrange the components differently.

[0106] In a fourth aspect, an embodiment of the present application also provides a readable storage medium.

[0107] The readable storage medium of the present application stores a mounted remote throttle control program, wherein when the mounted remote throttle control program is executed by a processor, the steps of the mounted remote throttle control method described above are implemented.

[0108] Among them, the method implemented when the mounted remote throttle control program is executed can refer to the various embodiments of the mounted remote throttle control method of the present application, and will not be repeated here.

[0109] The terms "including" and "having" and any variations thereof in the specification and claims of this application and the above-mentioned drawings are intended to cover non-exclusive inclusions. For example, a process, method, system, product or device that includes a series of steps or units is not limited to the listed steps or units, but optionally includes steps or units that are not listed, or optionally includes other steps or units inherent to these processes, methods, products or devices. The terms "first", "second" and "third" are used to distinguish different objects, etc., and do not represent a sequence, nor do they limit "first", "second" and "third" to different types.

[0110] In the description of the embodiments of the present application, "exemplary", "for example" or "for example" are used to indicate examples, illustrations or descriptions. Any embodiment or design described as "exemplary", "for example" or "for example" in the embodiments of the present application should not be interpreted as being more preferred or more advantageous than other embodiments or designs. Specifically, the use of words such as "exemplary", "for example" or "for example" is intended to present related concepts in a specific way.

[0111] In the description of the embodiments of the present application, unless otherwise specified, “ / ” means or, for example, A / B can mean A or B; the “and / or” in the text is merely a description of the association relationship of associated objects, indicating that three relationships may exist, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, in the description of the embodiments of the present application, “multiple” refers to two or more than two.

[0112] In some processes described in the embodiments of the present application, multiple operations or steps that appear in a specific order are included, but it should be understood that these operations or steps may not be executed in the order in which they appear in the embodiments of the present application or in parallel, and the sequence number of the operation is only used to distinguish the different operations, and the sequence number itself does not represent any execution order. In addition, these processes may include more or fewer operations, and these operations or steps may be executed in sequence or in parallel, and these operations or steps may be combined.

[0113] It should be noted that the serial numbers of the above-mentioned embodiments of the present application are only for description and do not represent the advantages or disadvantages of the embodiments.

[0114] Through the description of the above implementation methods, those skilled in the art can clearly understand that the above-mentioned embodiment methods can be implemented by means of software plus a necessary general hardware platform, and of course by hardware, but in many cases the former is a better implementation method. Based on such an understanding, the technical solution of the present application is essentially or the part that contributes to the prior art can be embodied in the form of a software product, which is stored in a storage medium (such as ROM / RAM, disk, CD) as described above, and includes a number of instructions for a terminal device to execute the methods described in each embodiment of the present application.

[0115] The above are only preferred embodiments of the present application, and are not intended to limit the patent scope of the present application. Any equivalent structure or equivalent process transformation made using the contents of the present application specification and drawings, or directly or indirectly applied in other related technical fields, are also included in the patent protection scope of the present application.

Claims

1. A method for controlling a remote throttle of a vehicle, characterized in that: The upper mounted remote throttle control method comprises: In the current cycle, based on the loss of the instrument speed and mileage data, it is determined whether the vehicle fault is an accidental fault, wherein the accidental fault is any one of an accidental hard line fault, an instrument program fault, and an instrument hardware fault; If the vehicle failure is an occasional failure, the remote throttle is controlled to be in working state.

2. The method for controlling a remote throttle of a vehicle as claimed in claim 1, characterized in that: In the current cycle, judging whether the vehicle fault is an occasional fault based on the loss of the instrument speed and mileage data includes: Determine whether the vehicle fault is a hard-wired occasional fault based on the number of times the instrument speed and mileage data are lost within a preset time, the duration of a single loss, and the ECU reception status; If so, the vehicle fault is determined to be a hard-wired occasional fault; If not, it is determined whether the vehicle fault is an instrument program fault or an instrument hardware fault based on the ECU's reception of the instrument's vehicle speed and mileage data.

3. The method for controlling a remote throttle of a vehicle as claimed in claim 2, characterized in that: The hardwire occasional fault includes the instrument hardwire occasional fault and the ECU hardwire occasional fault. The method of judging whether the vehicle fault is a hardwire occasional fault based on the number of times the instrument speed and mileage data are lost within a preset time, the duration of a single loss, and the ECU receiving condition includes: Determine whether the number of times the vehicle speed and mileage data of the instrument is lost within a preset time period is greater than a preset number of times and whether the duration of a single loss exceeds a preset time period; If yes, the vehicle fault is determined to be an occasional fault of the instrument hard wire; If not, determine whether the ECU has received the instrument speed and mileage data within the preset time; If the ECU does not receive the instrument speed and mileage data within the preset time, it is determined that the vehicle fault is an occasional ECU hard wire fault. Otherwise, the step of determining whether the vehicle fault is an instrument program fault or an instrument hardware fault based on the ECU's reception of the instrument speed and mileage data is executed.

4. The method for controlling a remote throttle of a vehicle as claimed in claim 2, characterized in that: The method of judging whether the vehicle fault is an instrument program fault or an instrument hardware fault based on the reception of the instrument vehicle speed and mileage data by the ECU includes: If the ECU receives the loss of the instrument speed data, the instrument speed becomes the preset speed, and the duration of the instrument speed being the preset speed is greater than or equal to the preset duration threshold, the vehicle fault is determined to be an instrument program fault; If the instrument speed and mileage data are not displayed on the vehicle instrument and the ECU does not receive the instrument speed and mileage data, the vehicle fault is determined to be an instrument hardware fault.

5. The body mounted remote throttle control method according to claim 1, characterized in that: The controlling remote throttle is in working state, including: The remote throttle control level corresponding to the occasional control failure takes precedence over the remote throttle control level corresponding to the component failure, so as to control the remote throttle to be in working state.

6. The body mounted remote throttle control method according to claim 1, characterized in that: After the step of controlling the remote throttle to be in working state, the method further includes: In the current working cycle, it is judged whether the remote throttle operation is completed based on the outrigger signal, and the working state of the remote throttle is controlled according to the judgment result.

7. The body mounted remote throttle control method according to claim 6, characterized in that: The step of judging whether the remote throttle operation is completed based on the outrigger signal in the current working cycle and controlling the working state of the remote throttle according to the judging result includes: If the outrigger extension signal is detected, it is determined that the remote throttle operation is not completed, and the remote throttle is controlled to remain in the working state; If the outrigger retraction signal is detected, it is determined that the remote throttle operation is completed, and the remote throttle is controlled to be in a non-operating state in the next working cycle.

8. A body mounted remote throttle control system, characterized in that: The upper mounted remote throttle control system comprises: A judgment module, which is used to judge whether the vehicle fault is an accidental fault based on the loss of the instrument speed and mileage data in the current cycle, wherein the accidental fault is any one of an accidental hard line fault, an instrument program fault and an instrument hardware fault; The control module is used to control the remote throttle to be in working state if the vehicle failure is an occasional failure.

9. A body mounted remote throttle control device, characterized in that: The mounted remote throttle control device comprises a processor, a memory, and a mounted remote throttle control program stored in the memory and executable by the processor, wherein when the mounted remote throttle control program is executed by the processor, the steps of the mounted remote throttle control method as described in any one of claims 1 to 7 are implemented.

10. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a mounted remote throttle control program, wherein when the mounted remote throttle control program is executed by a processor, the steps of the mounted remote throttle control method according to any one of claims 1 to 7 are implemented.

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