Vehicle pedal opening calculation method, device, computer program product and vehicle

Abstract

The present invention discloses a method, device, computer program product, and vehicle for calculating vehicle pedal opening. The method comprises: obtaining the initial pedal opening and fault type of a target vehicle; determining a pedal opening attenuation coefficient value based on the fault type, wherein the pedal opening attenuation coefficient value is used to characterize the degree of attenuation of the target vehicle's pedal opening under the fault type; and calculating the initial pedal opening and the pedal opening attenuation coefficient value to obtain a target pedal opening. The present invention addresses the technical problem of prior art methods that utilize a single amplitude to constrain vehicle pedal opening, which can lead to poor driving safety due to the driver experiencing a "feeling of empty pedaling" when the constrained amplitude is reached.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle fault processing, and in particular to a method and device for calculating vehicle pedal opening, a computer program product, and a vehicle. Background Art

[0002] The vehicle controller (VCU) can analyze the driver's current torque demand by acquiring the accelerator pedal (also known as the gas pedal, hereinafter referred to as the pedal) position and gear position, thereby controlling the powertrain to output a predetermined torque. However, if the pedal fails, the torque demand obtained from the analysis may not truly reflect the driver's driving needs. To address this issue, existing technologies typically reduce the vehicle's maximum driving capability to prevent distortion of the pedal position signal. Specifically, based on the amplitude constraint of the pedal position, no intervention is performed when the pedal position is below a target value (e.g., 50%). When the pedal position reaches or exceeds the target value, the pedal position is output according to the target value.

[0003] It is understandable that although the above method adopted by the prior art is simple, when the driver steps on the pedal opening to below the target value, the driver's driving feel remains normal. When the driver steps on the pedal opening to the target value or above, the power does not increase with the depth of the pedal. The driver will feel like "stepping on air" when he has no psychological preparation for the fault. When this situation occurs in certain driving behaviors (for example, overtaking in other lanes), it is very dangerous. That is, although the pedal fault handling method provided by the prior art reduces the power, it results in poor drivability and safety of the vehicle.

[0004] From the above analysis, it can be seen that the above-mentioned existing technology uses a single amplitude to constrain the vehicle pedal opening, which is prone to the problem of poor driving safety due to the driver experiencing a "feeling of stepping on air" when the constrained amplitude is reached. No effective solution has been proposed so far. Summary of the Invention

[0005] Embodiments of the present invention provide a method, device, computer program product, and vehicle for calculating the vehicle pedal opening, so as to at least solve the technical problem in the prior art of using a single amplitude to constrain the vehicle pedal opening, which is prone to poor driving safety due to the driver experiencing a "feeling of stepping on air" when the constrained amplitude is reached.

[0006] According to one aspect of an embodiment of the present invention, a method for calculating a vehicle pedal opening is provided, comprising:

[0007] The initial pedal opening and fault type of the target vehicle are obtained; a pedal opening attenuation coefficient value is determined according to the fault type, wherein the pedal opening attenuation coefficient value is used to characterize the attenuation degree of the pedal opening of the target vehicle under the fault type; the initial pedal opening and the pedal opening attenuation coefficient value are calculated to obtain the target pedal opening.

[0008] Optionally, the fault types include: a first fault type, a second fault type and a third fault type, wherein the first fault type is that both pedals of the target vehicle fail, the second fault type is that any one pedal of the target vehicle fails, and the third fault type is that the openings of the two pedals of the target vehicle are inconsistent.

[0009] Optionally, determining the pedal opening attenuation coefficient value according to the fault type includes: in response to the fault type being the first fault type, determining the pedal opening attenuation coefficient value as a first value; in response to the fault type being the second fault type or the third fault type, determining the pedal opening attenuation coefficient value according to the objective function and the current road surface slope.

[0010] Optionally, the above-mentioned vehicle pedal opening calculation method also includes: obtaining multiple motion curves of the target vehicle under the target power mode, wherein different motion curves are used to characterize the correlation between different operating parameters of the target vehicle; and determining the target function based on at least multiple motion curves.

[0011] Optionally, the multiple motion curves include a first curve, a second curve and a third curve, the first curve is used to characterize the correlation between the wheel-end output torque, vehicle speed and pedal opening of the target vehicle, the second curve is used to characterize the correlation between the rolling resistance and vehicle speed of the target vehicle, the third curve is used to characterize the correlation between the air resistance and vehicle speed of the target vehicle, and the objective function is used to characterize the correlation between the pedal opening, road slope and acceleration of the target vehicle.

[0012] Optionally, determining the objective function at least according to the plurality of motion curves includes: obtaining the objective function by summarizing the plurality of motion curves, a road slope, a curb weight and a transmission ratio of the target vehicle.

[0013] Optionally, in response to the fault type being the second fault type or the third fault type, determining the pedal opening attenuation coefficient value based on the objective function and the current road surface slope includes: in response to the fault type being the second fault type or the third fault type, determining the target acceleration of the target vehicle as the second numerical value; based on the objective function, calculating the current road surface slope and the second numerical value to obtain the pedal opening attenuation coefficient value.

[0014] Optionally, calculating the initial pedal opening and the pedal opening attenuation coefficient value to obtain the target pedal opening includes: performing a multiplication operation on the initial pedal opening and the pedal opening attenuation coefficient value to obtain the target pedal opening.

[0015] According to another aspect of an embodiment of the present invention, a vehicle pedal opening calculation device is provided, comprising:

[0016] An acquisition module is used to obtain the initial pedal opening and fault type of the target vehicle; a first determination module is used to determine the pedal opening attenuation coefficient value according to the fault type, wherein the pedal opening attenuation coefficient value is used to characterize the attenuation degree of the pedal opening of the target vehicle under the fault type; a calculation module is used to calculate the initial pedal opening and the pedal opening attenuation coefficient value to obtain the target pedal opening.

[0017] Optionally, the fault types include: a first fault type, a second fault type and a third fault type, wherein the first fault type is that both pedals of the target vehicle fail, the second fault type is that any one pedal of the target vehicle fails, and the third fault type is that the openings of the two pedals of the target vehicle are inconsistent.

[0018] Optionally, the first determination module is used to: in response to the fault type being the first fault type, determine the pedal opening attenuation coefficient value as a first value; in response to the fault type being the second fault type or the third fault type, determine the pedal opening attenuation coefficient value according to the objective function and the current road slope.

[0019] Optionally, the vehicle pedal opening calculation device also includes: a second determination module, used to obtain multiple motion curves of the target vehicle under the target power mode, wherein different motion curves are used to characterize the correlation between different operating parameters of the target vehicle; and determine the target function based on at least multiple motion curves.

[0020] Optionally, the multiple motion curves include a first curve, a second curve and a third curve, the first curve is used to characterize the correlation between the wheel-end output torque, vehicle speed and pedal opening of the target vehicle, the second curve is used to characterize the correlation between the rolling resistance and vehicle speed of the target vehicle, the third curve is used to characterize the correlation between the air resistance and vehicle speed of the target vehicle, and the objective function is used to characterize the correlation between the pedal opening, road slope and acceleration of the target vehicle.

[0021] Optionally, the second determination module is used to: summarize the objective function according to multiple motion curves, road slope, curb weight and transmission ratio of the target vehicle.

[0022] Optionally, the first determination module is used to: in response to the fault type being the second fault type or the third fault type, determine the target acceleration of the target vehicle as a second value; based on the objective function, calculate the current road slope and the second value to obtain the pedal opening attenuation coefficient value.

[0023] Optionally, the calculation module is configured to perform a multiplication operation on the initial pedal opening and the pedal opening attenuation coefficient value to obtain a target pedal opening.

[0024] According to another aspect of an embodiment of the present invention, a computer program product is provided, including a computer program. When the computer program is executed by a processor, the computer program implements any one of the aforementioned methods for calculating the vehicle pedal opening.

[0025] According to another aspect of an embodiment of the present invention, a vehicle is provided, comprising an on-board memory and an on-board processor, wherein a computer program is stored in the on-board memory, and the on-board processor is configured to run the computer program to execute any one of the aforementioned vehicle pedal opening calculation methods.

[0026] In an embodiment of the present invention, the initial pedal opening and fault type of the target vehicle are first obtained. Then, a pedal opening attenuation coefficient value is determined based on the fault type, wherein the pedal opening attenuation coefficient value is used to characterize the degree of attenuation of the target vehicle's pedal opening under the fault type. Finally, the initial pedal opening and the pedal opening attenuation coefficient value are calculated to obtain a target pedal opening. By calculating the pedal opening attenuation coefficient value based on the real-time detected vehicle fault type, the purpose of dynamically constraining the pedal opening based on the vehicle fault type is achieved, thereby achieving the technical effect of improving the flexibility of vehicle pedal opening control and thus improving vehicle driving safety. This further solves the technical problem of the prior art of using a single amplitude to constrain the vehicle pedal opening, which is prone to poor driving safety due to the driver experiencing a "feeling of empty pedaling" when the constrained amplitude is reached. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] The drawings described herein are used to provide a further understanding of the present invention and constitute a part of the present invention. The exemplary embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation of the present invention. In the drawings:

[0028] Figure 1 This is a hardware structure block diagram of a vehicle terminal for a vehicle pedal opening calculation method according to an embodiment of the present invention;

[0029] Figure 2 is a flow chart of a method for calculating a vehicle pedal opening according to an embodiment of the present invention;

[0030] Figure 3 is a flow chart of a vehicle pedal opening calculation process according to an embodiment of the present invention;

[0031] Figure 4 4 is a structural block diagram of a vehicle pedal opening calculation device according to an embodiment of the present invention. DETAILED DESCRIPTION

[0032] In order to enable those skilled in the art to better understand the solutions of the present invention, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the embodiments described are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts should fall within the scope of protection of the present invention.

[0033] It should be noted that the terms "first", "second", etc. in the description and claims of the present invention and the above-mentioned drawings are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that the numbers used in this way can be interchanged where appropriate, so that the embodiments of the present invention described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having" and any variations thereof 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 necessarily limited to those steps or units clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0034] According to an embodiment of the present invention, a method embodiment of a method for calculating a vehicle pedal opening is provided. It should be noted that the steps shown in the flowchart of the accompanying drawings can be executed in a computer system such as a set of computer executable instructions, and although a logical order is shown in the flowchart, in some cases, the steps shown or described can be executed in an order different from that shown here.

[0035] Figure 1 is a hardware structure block diagram of a vehicle terminal for a vehicle pedal opening calculation method according to an embodiment of the present invention, such as Figure 1 As shown, the vehicle terminal 10 (or a mobile device 10 that is communicatively associated with the vehicle) may include one or more processors 102 (the processor 102 may include but is not limited to a processing device such as a microcontroller unit (MCU) or a programmable logic device (Field Programmable Gate Array, FPGA)), a memory 104 for storing data, and a transmission device 106 for communication functions. In addition, it may also include: a display device 110, an input / output device 108 (i.e., an I / O device), a universal serial bus (USB) port (which may be included as one of the ports of a computer bus, not shown in the figure), a network interface (not shown in the figure), a power supply (not shown in the figure), and / or a camera (not shown in the figure). It will be understood by those skilled in the art that Figure 1 The structure shown is only for illustration and does not limit the structure of the vehicle terminal 10. For example, the vehicle terminal 10 may also include Figure 1 More or fewer components than shown, or with Figure 1 Different configurations shown.

[0036] It should be noted that the one or more processors 102 and / or other data processing circuits may be embodied in whole or in part as software, hardware, firmware, or any other combination thereof. Furthermore, the data processing circuit may be a single independent processing module, or may be fully or partially integrated into any of the other components in the vehicle terminal 10 (or mobile device).

[0037] The memory 104 can be used to store software programs and modules of application software, such as the program instructions / data storage device corresponding to the vehicle pedal opening calculation method in the embodiment of the present invention. The processor 102 executes various functional applications and data processing by running the software programs and modules stored in the memory 104, that is, implementing the above-mentioned vehicle pedal opening calculation method. The memory 104 may include a high-speed random access memory and may also include a non-volatile memory, such as one or more magnetic storage devices, flash memory, or other non-volatile solid-state memory. In some examples, the memory 104 may further include a memory remotely located relative to the processor 102, and these remote memories may be connected to the vehicle terminal 10 via a network. Examples of the above-mentioned network include, but are not limited to, the Internet, an intranet, a local area network, a mobile communication network, and combinations thereof.

[0038] The transmission device 106 is used to receive or transmit data via a network. A specific example of the aforementioned network may include a wireless network provided by the communications provider of the vehicle terminal 10. In one embodiment, the transmission device 106 includes a network interface controller (NIC), which can be connected to other network devices via a base station to enable communication with the Internet. In another embodiment, the transmission device 106 may be a radio frequency (RF) module, which is used to communicate with the Internet wirelessly.

[0039] Under the above operating environment, the embodiment of the present invention provides the following Figure 2 The calculation method of vehicle pedal opening is shown in the figure. Figure 2 FIG. 1 is a flow chart of a method for calculating a vehicle pedal opening according to an embodiment of the present invention. Figure 2 As shown, the method includes the following implementation steps:

[0040] Step S201, obtaining the initial pedal opening and fault type of the target vehicle;

[0041] Step S202: determining a pedal opening attenuation coefficient value according to the fault type, wherein the pedal opening attenuation coefficient value is used to represent the attenuation degree of the pedal opening of the target vehicle under the fault type;

[0042] Step S203 : Calculate the initial pedal opening and the pedal opening attenuation coefficient value to obtain the target pedal opening.

[0043] The initial pedal opening can be used to represent the pedal depth stepped on by the driver of the target vehicle at the last moment. The fault type can be used to indicate a pedal-related fault of the target vehicle, which can be determined by a pedal sensor of the target vehicle.

[0044] As an optional embodiment, the pedal failure includes: a first fault type, a second fault type and a third fault type, wherein the first fault type can be used to indicate that both pedals of the target vehicle are faulty, and the basis for determining the first fault type may be that both the first pedal sensor and the second pedal sensor of the target vehicle are faulty; the second fault type can be used to indicate that any pedal of the target vehicle is faulty, and the basis for determining the second fault type may be that one of the first pedal sensor or the second pedal sensor of the target vehicle is faulty; the third fault type can be used to indicate a pedal difference failure, and the basis for determining the third fault type may be that the pedal openings collected and analyzed by the first pedal sensor and the second pedal sensor are inconsistent.

[0045] It should be noted that a vehicle pedal sensor failure may be caused by any of the following: broken or damaged pedal sensor wiring, damaged or aged internal components, incorrect pedal sensor installation or interference from external devices, communication failure between the pedal sensor and the vehicle's electronic controller, a fault in the pedal sensor's power supply circuit, or obstruction of the pedal sensor by foreign matter. The above are merely examples and are not intended to limit the scope of the present invention.

[0046] The above steps S201 to S203 of the present invention determine the dynamically changing pedal opening attenuation coefficient value according to the vehicle pedal fault type during vehicle driving, and then dynamically adjust the output pedal opening of the vehicle pedal (i.e., the above target pedal opening) according to the pedal opening attenuation coefficient value.

[0047] In an embodiment of the present invention, the initial pedal opening and fault type of the target vehicle are first obtained. Then, a pedal opening attenuation coefficient value is determined based on the fault type, wherein the pedal opening attenuation coefficient value is used to characterize the degree of attenuation of the target vehicle's pedal opening under the fault type. Finally, the initial pedal opening and the pedal opening attenuation coefficient value are calculated to obtain a target pedal opening. By calculating the pedal opening attenuation coefficient value based on the real-time detected vehicle fault type, the purpose of dynamically constraining the pedal opening based on the vehicle fault type is achieved, thereby achieving the technical effect of improving the flexibility of vehicle pedal opening control and thus improving vehicle driving safety. This further solves the technical problem of the prior art of using a single amplitude to constrain the vehicle pedal opening, which is prone to poor driving safety due to the driver experiencing a "feeling of empty pedaling" when the constrained amplitude is reached.

[0048] The above method of the embodiment of the present invention is further introduced below.

[0049] In an optional embodiment, in step S202, determining the pedal opening attenuation coefficient value according to the fault type includes:

[0050] Step S221, in response to the fault type being the first fault type, determining the pedal opening attenuation coefficient value to be a first value;

[0051] Step S222 : In response to the fault type being the second fault type or the third fault type, a pedal opening attenuation coefficient value is determined according to the objective function and the current road slope.

[0052] As an optional implementation, when the fault type of the vehicle pedal is the above-mentioned first fault type, the pedal opening attenuation coefficient value can be determined to be 0 (i.e., the first value); when the fault type of the vehicle pedal is the above-mentioned second fault type or the above-mentioned third fault type, the pedal opening attenuation coefficient value can be determined based on the objective function and the current road slope of the vehicle.

[0053] It should be noted that the above-mentioned objective function can be used to characterize the relationship between the vehicle's pedal opening, acceleration, and road slope; the above-mentioned current road slope can be obtained by measuring the vehicle's inclination angle using on-board sensors or GPS equipment, or by using an on-board camera to photograph the road surface and then using image processing technology to analyze the slope of the road surface in the image, or by directly obtaining the slope information of the vehicle's current position from the on-board navigation system.

[0054] In an optional embodiment, the above-mentioned vehicle pedal opening calculation method further includes:

[0055] Step S204, obtaining multiple motion curves of the target vehicle in the target power mode, wherein different motion curves are used to represent the correlation between different operating parameters of the target vehicle;

[0056] Step S205: determining an objective function based on at least a plurality of motion curves.

[0057] The above-mentioned target power mode can be the strongest power mode of the target vehicle. As an optional implementation method, the target vehicle is a hybrid vehicle, and the hybrid vehicle can have the following driving modes: normal mode, pure electric mode, high-speed mode, economic mode, and sports mode. For the hybrid vehicle, its strongest power mode is usually the sports mode.

[0058] As an optional embodiment, the multiple motion curves include a first curve, a second curve and a third curve. The first curve can be used to characterize the correlation between the wheel-end output torque, vehicle speed and pedal opening of the target vehicle. The second curve can be used to characterize the correlation between the rolling resistance and vehicle speed of the target vehicle. The third curve can be used to characterize the correlation between the air resistance and vehicle speed of the target vehicle. The objective function can be used to characterize the correlation between the pedal opening, road slope and acceleration of the target vehicle.

[0059] It should be noted that the first, second, and third curves described above may be obtained through bench simulation tests and actual vehicle road coasting tests. For the same pedal opening, the corresponding torque varies in different driving modes. For example, the torque in the economy mode of a hybrid vehicle at the same pedal opening is significantly lower than that in the sport mode. By constraining the maximum pedal opening, if the acceleration in the target vehicle's most powerful mode falls below a safe value, it will also fall below a safe value in all other driving modes. Therefore, selecting multiple motion curves in the most powerful mode ensures coverage of all driving modes of the target vehicle.

[0060] In an optional embodiment, in step S205, determining the objective function based on at least a plurality of motion curves includes:

[0061] Step S251 , obtaining an objective function based on multiple motion curves, road slope, curb weight and transmission ratio of the target vehicle.

[0062] In the technical solution provided by the present invention, a fourth curve can be calculated by combining the first curve, the second curve, and the third curve with the road slope, the vehicle curb weight, and the transmission ratio of the target vehicle. The fourth curve can be used to characterize the correlation between the pedal opening, the road slope, and the acceleration of the target vehicle. Based on the fourth curve, a functional relationship expression (i.e., the target function) among the pedal opening, the road slope, and the target vehicle can be obtained, as shown in the following formula (1):

[0063] α=f(θ,a) Formula (1)

[0064] In the above formula (1), α represents the pedal opening, which is expressed in percentage; θ and a are independent variables, where θ represents the road slope on which the target vehicle is located, in degrees, and a represents the acceleration of the target vehicle, in meters per second squared.

[0065] It should be noted that the value of the pedal opening attenuation coefficient may be the absolute value of the pedal opening α.

[0066] In an optional embodiment, in step S222, in response to the fault type being the second fault type or the third fault type, determining the pedal opening attenuation coefficient value according to the objective function and the current road slope includes:

[0067] Step S2221, in response to the fault type being the second fault type or the third fault type, determining the target acceleration of the target vehicle to be a second value;

[0068] Step S2222: Based on the objective function, the current road slope and the second value are calculated to obtain the pedal opening attenuation coefficient value.

[0069] As an optional implementation, when the target vehicle pedal has the above-mentioned second fault type or the above-mentioned third fault type, assuming that the acceleration a of the target vehicle is 2 meters per second squared, based on the current road slope θ collected in real time, the real-time dynamic value of the pedal opening attenuation coefficient can be determined by the above formula (1).

[0070] In an optional embodiment, in step S203, the initial pedal opening and the pedal opening attenuation coefficient are calculated to obtain the target pedal opening, which includes:

[0071] Step S231 : Multiply the initial pedal opening and the pedal opening attenuation coefficient value to obtain the target pedal opening.

[0072] In the technical solution provided by the present invention, the pedal openings at two adjacent moments are recorded as α1 and α2, wherein α1 represents the pedal opening at the previous moment (i.e., the initial pedal opening), and α2 represents the pedal opening at the next moment (the current moment) (i.e., the target pedal opening). The target pedal opening is obtained by multiplying the initial pedal opening and the pedal opening attenuation coefficient value (recorded as k) as shown in the following formula (2):

[0073] α2=k×α1 Formula (2)

[0074] The following combination Figure 3 The above method is further explained.

[0075] Figure 3 FIG. 1 is a flow chart of a vehicle pedal opening calculation process according to an embodiment of the present invention. Figure 3 As shown, the vehicle pedal opening calculation method provided by the present invention determines the functional constraint relationship among the current road slope of the target vehicle, the current acceleration of the target vehicle and the pedal opening according to the first curve, the second curve and the third curve under the strongest power mode of the target vehicle, and then determines the pedal opening attenuation coefficient value according to the current fault type of the target vehicle obtained in combination, so as to calculate the real-time dynamically changing pedal opening attenuation coefficient value, and use the pedal opening attenuation coefficient value to dynamically constrain the maximum pedal opening of the target vehicle, so that the driver of the target vehicle can perceive the decline in vehicle power when the pedal failure begins to occur, so as to help the driver avoid the driving risks caused by the reduction in vehicle power in time, and ensure that the driver will not have the feeling of "stepping on air" during driving, thereby improving vehicle driving safety and improving the driver's driving experience.

[0076] In this embodiment, a vehicle pedal opening calculation device is also provided, which is used to implement the above-mentioned embodiments and preferred embodiments. Details already described are not repeated here. As used below, a "module" refers to a combination of software and / or hardware that can implement a predetermined function. Although the devices described in the following embodiments are preferably implemented in software, implementation using hardware, or a combination of software and hardware, is also possible and contemplated.

[0077] Figure 4 is a structural block diagram of a vehicle pedal opening calculation device according to an embodiment of the present invention. Figure 4 As shown, the device includes:

[0078] An acquisition module 401 is used to acquire an initial pedal opening and a fault type of a target vehicle;

[0079] A first determining module 402 is configured to determine a pedal opening attenuation coefficient value according to the fault type, wherein the pedal opening attenuation coefficient value is used to represent the attenuation degree of the pedal opening of the target vehicle under the fault type;

[0080] The calculation module 403 is used to calculate the initial pedal opening and the pedal opening attenuation coefficient value to obtain the target pedal opening.

[0081] Optionally, the above-mentioned acquisition module 401 includes: the fault type includes: a first fault type, a second fault type and a third fault type, wherein the first fault type is that both pedals of the target vehicle fail, the second fault type is that any one pedal of the target vehicle fails, and the third fault type is that the opening of the two pedals of the target vehicle is inconsistent.

[0082] Optionally, the first determination module 402 is used to: in response to the fault type being the first fault type, determine the pedal opening attenuation coefficient value as a first value; in response to the fault type being the second fault type or the third fault type, determine the pedal opening attenuation coefficient value according to the objective function and the current road slope.

[0083] Optionally, the vehicle pedal opening calculation device also includes: a second determination module 404 (not shown in the figure), which is used to obtain multiple motion curves of the target vehicle under the target power mode, wherein different motion curves are used to characterize the correlation between different operating parameters of the target vehicle; and determine the target function at least based on multiple motion curves.

[0084] Optionally, the above-mentioned second determination module 404 (not shown in the figure) includes: multiple motion curves including a first curve, a second curve and a third curve, the first curve is used to characterize the correlation between the wheel-end output torque, vehicle speed and pedal opening of the target vehicle, the second curve is used to characterize the correlation between the rolling resistance and vehicle speed of the target vehicle, the third curve is used to characterize the correlation between the air resistance and vehicle speed of the target vehicle, and the objective function is used to characterize the correlation between the pedal opening, road slope and acceleration of the target vehicle.

[0085] Optionally, the second determination module 404 (not shown in the figure) is used to: summarize and obtain the target function according to multiple motion curves, road slope, curb weight and transmission ratio of the target vehicle.

[0086] Optionally, the first determination module 402 is used to: in response to the fault type being the second fault type or the third fault type, determine the target acceleration of the target vehicle as a second value; based on the objective function, calculate the current road slope and the second value to obtain the pedal opening attenuation coefficient value.

[0087] Optionally, the calculation module 403 is configured to perform a multiplication operation on the initial pedal opening and the pedal opening attenuation coefficient value to obtain a target pedal opening.

[0088] It should be noted that the above modules can be implemented through software or hardware. For the latter, it can be implemented in the following ways, but not limited to: the above modules are all located in the same processor; or the above modules are located in different processors in any combination.

[0089] According to another aspect of an embodiment of the present invention, a computer program product is provided, including a computer program. When the computer program is executed by a processor, the computer program implements any one of the aforementioned methods for calculating the vehicle pedal opening.

[0090] According to another aspect of an embodiment of the present invention, a vehicle is provided, comprising an on-board memory and an on-board processor, wherein a computer program is stored in the on-board memory, and the on-board processor is configured to run the computer program to execute any one of the aforementioned vehicle pedal opening calculation methods.

[0091] Optionally, in this embodiment, the vehicle-mounted processor may be configured to execute the following steps via a computer program:

[0092] Step S1, obtaining the initial pedal opening and fault type of the target vehicle;

[0093] Step S2, determining a pedal opening attenuation coefficient value according to the fault type, wherein the pedal opening attenuation coefficient value is used to represent the attenuation degree of the pedal opening of the target vehicle under the fault type;

[0094] Step S3: Calculate the initial pedal opening and the pedal opening attenuation coefficient to obtain the target pedal opening.

[0095] Optionally, specific examples in this embodiment may refer to the examples described in the above embodiment and its optional implementation manners, and this embodiment will not be described in detail here.

[0096] The serial numbers of the above embodiments of the present invention are for description only and do not represent the advantages or disadvantages of the embodiments.

[0097] In the above embodiments of the present invention, the description of each embodiment has its own focus. For parts that are not described in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0098] In the several embodiments provided by the present invention, it should be understood that the disclosed technical content can be implemented in other ways. Among them, the device embodiments described above are merely illustrative. For example, the division of the units can be a logical function division. In actual implementation, there may be other division methods, such as multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. In addition, the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of units or modules, and can be electrical or other forms.

[0099] The units described as separate components may or may not be physically separate, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed across multiple units. Some or all of the units may be selected according to actual needs to achieve the purpose of the present embodiment.

[0100] In addition, the functional units in the various embodiments of the present invention may be integrated into a single processing unit, each unit may exist physically separately, or two or more units may be integrated into a single unit. The aforementioned integrated units may be implemented in the form of hardware or software functional units.

[0101] If the integrated 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 technical solution of the present invention, or the part that contributes to the prior art, or all or part of the technical solution can be embodied in the form of a software product. The computer software product is stored in a storage medium and includes several instructions for enabling a computer device (which can be a personal computer, server or network device, etc.) to perform all or part of the steps of the method described in each embodiment of the present invention. The aforementioned storage medium includes: U disk, read-only memory (ROM), random access memory (RAM), mobile hard disk, magnetic disk or optical disk, etc., various media that can store program code.

[0102] The above is only a preferred embodiment of the present invention. It should be pointed out that for ordinary technicians in this technical field, several improvements and modifications can be made without departing from the principles of the present invention. These improvements and modifications should also be regarded as within the scope of protection of the present invention.

Claims

1. A method for calculating a vehicle pedal opening, characterized in that: include: Obtaining an initial pedal opening and a fault type of the target vehicle, wherein the fault type includes: a first fault type, a second fault type, and a third fault type; the first fault type is that both pedals of the target vehicle are faulty; the second fault type is that any one pedal of the target vehicle is faulty; and the third fault type is that the openings of the two pedals of the target vehicle are inconsistent; In response to the fault type being the first fault type, determining a pedal opening attenuation coefficient value as a first value, wherein the pedal opening attenuation coefficient value is used to represent an attenuation degree of the pedal opening of the target vehicle under the fault type; In response to the fault type being the second fault type or the third fault type, determining the pedal opening attenuation coefficient value according to an objective function and a current road slope; The initial pedal opening and the pedal opening attenuation coefficient value are calculated to obtain a target pedal opening.

2. The vehicle pedal opening calculation method according to claim 1, characterized in that: The vehicle pedal opening calculation method further includes: Acquiring a plurality of motion curves of the target vehicle under a target power mode, wherein different motion curves are used to characterize correlations between different operating parameters of the target vehicle; The objective function is determined based on at least the plurality of motion curves.

3. The method for calculating the vehicle pedal opening according to claim 2, characterized in that: The multiple motion curves include a first curve, a second curve and a third curve. The first curve is used to characterize the correlation between the wheel-end output torque, vehicle speed and pedal opening of the target vehicle. The second curve is used to characterize the correlation between the rolling resistance of the target vehicle and the vehicle speed. The third curve is used to characterize the correlation between the air resistance of the target vehicle and the vehicle speed. The objective function is used to characterize the correlation between the pedal opening, road slope and acceleration of the target vehicle.

4. The method for calculating the vehicle pedal opening according to claim 3, characterized in that: Determining the objective function based on at least the plurality of motion curves comprises: The objective function is derived based on the multiple motion curves, the road slope, the curb weight and the transmission ratio of the target vehicle.

5. The method for calculating the vehicle pedal opening according to claim 4, characterized in that: In response to the fault type being the second fault type or the third fault type, determining the pedal opening attenuation coefficient value according to the objective function and the current road surface slope includes: In response to the fault type being the second fault type or the third fault type, determining a target acceleration of the target vehicle to be a second value; Based on the objective function, the current road surface slope and the second value are calculated to obtain the pedal opening attenuation coefficient value.

6. The method for calculating the vehicle pedal opening according to claim 5, characterized in that: Calculating the initial pedal opening and the pedal opening attenuation coefficient value to obtain the target pedal opening includes: The target pedal opening is obtained by multiplying the initial pedal opening and the pedal opening attenuation coefficient value.

7. A vehicle pedal opening calculation device, characterized in that: include: an acquisition module, configured to acquire an initial pedal opening and a fault type of a target vehicle, wherein the fault type includes: a first fault type, a second fault type, and a third fault type; the first fault type is a fault in both pedals of the target vehicle; the second fault type is a fault in any one pedal of the target vehicle; and the third fault type is an inconsistent opening of the two pedals of the target vehicle; a first determining module, configured to, in response to the fault type being the first fault type, determine a pedal opening attenuation coefficient value as a first value, wherein the pedal opening attenuation coefficient value is used to represent a degree of attenuation of the pedal opening of the target vehicle under the fault type; The first determining module is further configured to determine the pedal opening attenuation coefficient value according to an objective function and a current road slope in response to the fault type being the second fault type or the third fault type; The calculation module is used to calculate the initial pedal opening and the pedal opening attenuation coefficient value to obtain a target pedal opening.

8. The vehicle pedal opening calculation device according to claim 7, characterized in that: The vehicle pedal opening calculation device also includes: a second determination module, used to obtain multiple motion curves of the target vehicle under the target power mode, wherein different motion curves are used to characterize the correlation between different operating parameters of the target vehicle; and determine the objective function based on at least the multiple motion curves.

9. The vehicle pedal opening calculation device according to claim 8, characterized in that: The multiple motion curves include a first curve, a second curve and a third curve. The first curve is used to characterize the correlation between the wheel-end output torque, vehicle speed and pedal opening of the target vehicle. The second curve is used to characterize the correlation between the rolling resistance of the target vehicle and the vehicle speed. The third curve is used to characterize the correlation between the air resistance of the target vehicle and the vehicle speed. The objective function is used to characterize the correlation between the pedal opening, road slope and acceleration of the target vehicle.

10. The vehicle pedal opening calculation device according to claim 9, characterized in that: The second determination module is used to summarize and obtain the objective function according to the multiple motion curves, the road slope, the curb weight and the transmission ratio of the target vehicle.

11. The vehicle pedal opening calculation device according to claim 10, characterized in that: The first determination module is used to: in response to the fault type being the second fault type or the third fault type, determine the target acceleration of the target vehicle as a second value; based on the objective function, calculate the current road surface slope and the second value to obtain the pedal opening attenuation coefficient value.

12. The vehicle pedal opening calculation device according to claim 11, characterized in that: The calculation module is used to perform a multiplication operation on the initial pedal opening and the pedal opening attenuation coefficient value to obtain the target pedal opening.

13. A computer program product comprising a computer program, characterized in that When the computer program is executed by a processor, the vehicle pedal opening calculation method according to any one of claims 1 to 6 is implemented.

14. A vehicle, characterized in that: The vehicle comprises an on-board memory and an on-board processor, wherein the on-board memory stores a computer program, and the on-board processor is configured to run the computer program to execute the vehicle pedal opening calculation method according to any one of claims 1 to 6.

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