Fault handling method, device and equipment of vehicle brake pedal and storage medium

Abstract

The application discloses a fault processing method, device and equipment of a vehicle brake pedal and a storage medium, and belongs to the technical field of vehicle control. The method comprises the following steps: in the case that a fault of a brake pedal of a vehicle is detected, a push rod stroke signal of a chassis of the vehicle and validity of the push rod stroke signal are acquired, the push rod stroke signal being used for indicating a state of the brake pedal; in the case that the push rod stroke signal is valid, the state of the brake pedal is determined according to the push rod stroke signal, and the vehicle is controlled according to the state of the brake pedal; and in the case that the push rod stroke signal is invalid, the vehicle is controlled to enter a limp-home mode, the limp-home mode being used for limiting the driving performance of the vehicle. According to the method, the push rod stroke signal of the chassis is added as a substitute signal in the case of brake pedal fault, so that in the case that the brake pedal is faulty and the push rod stroke state is valid, the vehicle can be prevented from entering the limp-home mode, and thus the probability of the vehicle entering the limp-home mode is reduced.

Description

TECHNICAL FIELD

[0001] Embodiments of the present application relate to the technical field of vehicle control, and in particular, to a fault processing method, device and equipment of a vehicle brake pedal and a storage medium. BACKGROUND

[0002] In the technical field of vehicle control, a pedal for limiting power is called a brake pedal, and a user realizes the deceleration and parking of a vehicle by stepping on the brake pedal with his foot. In the related art, when the brake pedal fails, the vehicle automatically enters a limp-home mode. The limp-home mode refers to a mode in which a vehicle control unit (VCU) automatically enables a backup control loop to simply control an engine. In the limp-home mode, the driving performance of the vehicle is limited, for example, the power is reduced. However, when the vehicle suddenly reduces the power while driving at a high speed, it may cause accidents and user complaints.

[0003] Therefore, there is an urgent need for a fault processing method of a vehicle brake pedal to reduce the probability of entering a limp-home mode when the vehicle brake pedal fails. SUMMARY

[0004] Embodiments of the present application provide a fault processing method, device and equipment of a vehicle brake pedal and a storage medium to reduce the probability of entering a limp-home mode when the vehicle brake pedal fails. The technical solution is as follows:

[0005] In one aspect, a fault processing method of a vehicle brake pedal is provided, and the method comprises:

[0006] In a case where it is detected that the brake pedal of the vehicle fails, a push rod stroke signal of a chassis of the vehicle and validity of the push rod stroke signal are acquired, and the push rod stroke signal is used to indicate a state of the brake pedal;

[0007] In a case where the push rod stroke signal is valid, the state of the brake pedal is determined according to the push rod stroke signal, and the vehicle is controlled according to the state of the brake pedal;

[0008] In a case where the push rod stroke signal is invalid, the vehicle is controlled to enter a limp-home mode, and the limp-home mode is used to limit the driving performance of the vehicle.

[0009] In a possible implementation, the obtaining the push rod stroke signal of the vehicle and the validity of the push rod stroke signal comprises: receiving the push rod stroke signal and the validity of the push rod stroke signal sent by a chassis of the vehicle through a CAN (Controller Area Network) bus, wherein the push rod stroke signal and the validity of the push rod stroke signal are obtained by the chassis according to a value of a stroke sensor.

[0010] In a possible implementation, the brake pedal comprises a first brake switch and a second brake switch, and switch states of the first brake switch and the second brake switch are mutually exclusive; and before the obtaining the push rod stroke signal of the chassis of the vehicle and the validity of the push rod stroke signal, the method further comprises: obtaining a first switch state corresponding to the first brake switch and a second switch state corresponding to the second brake switch; in a case where the first switch state and the second switch state are the same, increasing a failure number of the brake pedal by a first step; or in a case where the first switch state and the second switch state are mutually exclusive, setting the failure number of the brake pedal to an initial value; and based on the failure number exceeding a number threshold, determining that the brake pedal is faulty.

[0011] In a possible implementation, the determining that the brake pedal is faulty based on the failure number exceeding the number threshold comprises: based on the failure number exceeding the number threshold, recording a duration for which the failure number exceeds the number threshold; and in a case where the duration exceeds a time threshold, determining that the brake pedal is faulty.

[0012] In a possible implementation, one end of the first brake switch is connected with a first power supply, the other end of the first brake switch is connected with a vehicle controller through a first node, one end of the second brake switch is connected with a second power supply, and the other end of the second brake switch is connected with the vehicle controller through a second node; and the obtaining the first switch state corresponding to the first brake switch and the second switch state corresponding to the second brake switch comprises: obtaining, by the vehicle controller, an electric potential of the first node, and determining the first switch state based on the electric potential of the first node; and obtaining, by the vehicle controller, an electric potential of the second node, and determining the second switch state based on the electric potential of the second node.

[0013] In a possible implementation, the method further comprises: in a case where it is detected that the vehicle brake pedal is faulty, sending, to an ICC (Integrated Cockpit Controller), failure information of the brake pedal, wherein the failure information is used to cause the ICC to send failure alarm information.

[0014] In another aspect, a fault handling device for a vehicle brake pedal is provided, the device comprising:

[0015] an obtaining module configured to, in a case where a fault of a brake pedal of a vehicle is detected, obtain a push rod stroke signal of a chassis of the vehicle and validity of the push rod stroke signal, the push rod stroke signal being indicative of a state of the brake pedal;

[0016] a first control module configured to, in a case where the push rod stroke signal is valid, determine the state of the brake pedal according to the push rod stroke signal, and control the vehicle according to the state of the brake pedal.

[0017] a second control module configured to, in a case where the push rod stroke signal is invalid, control the vehicle to enter a limp-home mode, the limp-home mode being configured to limit a driving performance of the vehicle.

[0018] In a possible implementation, the obtaining module is configured to receive the push rod stroke signal and the validity of the push rod stroke signal sent by the chassis of the vehicle through a CAN bus, the push rod stroke signal and the validity of the push rod stroke signal being obtained by the chassis according to a value of a stroke sensor.

[0019] In a possible implementation, the brake pedal comprises a first brake switch and a second brake switch, switch states of the first brake switch and the second brake switch being mutually exclusive; the obtaining module is further configured to obtain a first switch state corresponding to the first brake switch and a second switch state corresponding to the second brake switch; the device further comprises a setting module configured to, in a case where the first switch state and the second switch state are the same, increase a fault number of the brake pedal by a first step, or, in a case where the first switch state and the second switch state are mutually exclusive, set the fault number of the brake pedal to an initial value; and a determining module configured to determine that the brake pedal has a fault based on the fault number exceeding a number threshold.

[0020] In a possible implementation, the determining module is configured to, based on the fault number exceeding the number threshold, record a duration for which the fault number exceeds the number threshold, and determine that the brake pedal has the fault in a case where the duration exceeds a time threshold.

[0021] In a possible implementation, one end of the first brake switch is connected with a first power supply, the other end of the first brake switch is connected with a vehicle controller through a first node, one end of the second brake switch is connected with a second power supply, the other end of the second brake switch is connected with the vehicle controller through a second node; the acquisition module is configured to acquire, by the vehicle controller, an electric potential of the first node, determine the first switch state according to the electric potential of the first node, acquire, by the vehicle controller, an electric potential of the second node, and determine the second switch state according to the electric potential of the second node.

[0022] In a possible implementation, the apparatus further includes a sending module configured to send, to the ICC, failure information of the brake pedal in a case where it is detected that the brake pedal is faulty, the failure information being used by the ICC to send failure alarm information.

[0023] In another aspect, a computer device is also provided, which includes a processor and a memory, and the memory stores at least one computer program, which is loaded and executed by the processor, so that the computer device implements the failure processing method of the vehicle brake pedal according to any one of the aspects.

[0024] In another aspect, a computer readable storage medium is also provided, which stores at least one computer program, which is loaded and executed by a processor, so that a computer implements the failure processing method of the vehicle brake pedal according to any one of the aspects.

[0025] In another aspect, a computer program product or a computer program is also provided, which includes computer instructions stored in a computer readable storage medium. A processor of a computer device reads the computer instructions from the computer readable storage medium, and the processor executes the computer instructions, so that the computer device executes the failure processing method of the vehicle brake pedal according to any one of the aspects.

[0026] The technical solutions provided in the embodiments of the present application at least bring the following beneficial effects:

[0027] The technical solutions provided in the present application add the push rod stroke signal of the chassis as a replacement signal in the case of brake pedal failure, so that in the case of brake pedal failure and valid push rod stroke state, the vehicle is prevented from entering the limp mode, thereby reducing the probability of the vehicle entering the limp mode. BRIEF DESCRIPTION OF DRAWINGS

[0028] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings needed to be used in the description of the embodiments will be briefly introduced as follows. Obviously, the drawings in the following description only represent some of the embodiments of the present application, and for those skilled in the art, other drawings can also be obtained without creative labor on the basis of these drawings.

[0029] Figure 1 is a schematic diagram of an implementation environment of a fault processing method of a vehicle brake pedal provided by an embodiment of the present application;

[0030] Figure 2 is a flowchart of a fault processing method of a vehicle brake pedal provided by an embodiment of the present application;

[0031] Figure 3 is a schematic diagram of a brake switch fault diagnosis process provided by an embodiment of the present application;

[0032] Figure 4 is a schematic diagram of a structure of a brake system provided by an embodiment of the present application;

[0033] Figure 5 is a schematic diagram of a fault processing flow of a vehicle brake pedal provided by an embodiment of the present application;

[0034] Figure 6 is a schematic diagram of a structure of a fault processing device of a vehicle brake pedal provided by an embodiment of the present application;

[0035] Figure 7 is a schematic diagram of a structure of a server provided by an embodiment of the present application;

[0036] Figure 8 is a schematic diagram of a structure of a terminal provided by an embodiment of the present application. DETAILED DESCRIPTION

[0037] In order to make the purpose, technical solutions and advantages of the present application more clear, the embodiments of the present application will be further described in detail below with reference to the drawings.

[0038] It should be noted that the terms "first", "second", etc. (if any) in the specification of the present application are used to distinguish similar objects, and do not necessarily represent a specific order or sequence. It should be understood that the data used in this way can be interchanged under appropriate circumstances, so that the embodiments of the present application described herein can be implemented in an order other than those illustrated or described herein. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with the present application. Rather, they are merely examples of devices and methods consistent with some aspects of the present application.

[0039] In the field of vehicle control technology, a user controls the deceleration or parking of a vehicle through a brake pedal. For example, the brake system of an electric vehicle can be electronically controlled. The brake pedal senses the braking intention of the user, and the size of the brake signal is adjusted according to the degree of depression of the brake pedal. The deeper the degree of depression, the larger the brake signal, the larger the brake switch signal, and the larger the braking force, and the faster the deceleration of the vehicle. The brake signal can also be referred to as a brake switch signal.

[0040] The brake pedal belongs to a brake module (i.e., Brake SW). The brake module includes a pair of mutually exclusive brake switches. One brake switch is a normally open switch (NO), and the other brake switch is a normally closed switch (NC). During braking, the signals of the two switches are mutually exclusive. That is, when the user steps on the brake pedal, the normally open switch is closed and the normally closed switch is open. When the user releases the brake pedal, the normally open switch is open and the normally closed switch is closed.

[0041] During production, the performance of the brake switch may fluctuate or be abnormal due to factors such as the processing technology, assembly precision, and material properties of the brake switch. For example, during the process of stepping on the brake pedal, due to the slight displacement of the mechanical parts of the brake switch or the deformation of the brake switch, the two brake switches may exhibit a non-mutually exclusive phenomenon. That is, when the user steps on the brake pedal, the normally open switch is already closed, but the normally closed switch is not completely open, or the normally open switch is not yet closed but the normally closed switch is already open. The non-mutually exclusive phenomenon interferes with the signal judgment and logic processing of the brake system, thereby affecting the performance and safety of the brake system, i.e., brake pedal failure, which can also be referred to as brake switch failure.

[0042] In related technologies, in response to the non-mutually exclusive phenomenon, the vehicle automatically enters a limp mode, thereby reducing the output power of the vehicle and ensuring safe driving. However, in related technologies, the user's driving experience is poor when the vehicle enters the limp mode due to brake switch failure. Entering the limp mode at high speed may cause damage to the user and the vehicle.

[0043] Embodiments of the present application provide a brake pedal failure processing method for a vehicle, which can reduce the probability of the vehicle entering a limp mode in the case of brake switch failure of the vehicle. Please refer to Figure 1 which shows a schematic diagram of an implementation environment of a brake pedal failure processing method for a vehicle provided by an embodiment of the present application. The implementation environment can include a terminal 11 and a vehicle 12. The terminal 11 and the vehicle 12 establish a communication connection through a wired or wireless network.

[0044] Terminal 11 is located on vehicle 12. For example, terminal 11 is the VCU (Vehicle Control Unit) of vehicle 12, i.e., the vehicle controller. Terminal 11 can acquire the push rod travel signal and braking signal of vehicle 12. Terminal 11 can store the acquired push rod travel signal and braking signal, and then terminal 11 can control the vehicle based on the acquired push rod travel signal and braking signal. Optionally, terminal 11 can be an in-vehicle terminal capable of executing the method provided in the embodiments of this application.

[0045] In one possible implementation, the environment further includes a server 13, which communicates with both the vehicle 12 and the terminal 11 via a wired or wireless network. Optionally, the terminal 11 can send the acquired lever travel signal and braking signal to the server 13. The server 13 then acquires the vehicle's control signal based on these signals and sends it back to the terminal 11, enabling the terminal 11 to control the vehicle. In this embodiment, the server 13 can be a single vehicle server, a server cluster consisting of multiple vehicle servers, or a cloud computing service center.

[0046] Those skilled in the art should understand that the terminal 11, vehicle 12 and server 13 described above are merely examples. Other existing or future terminals, vehicles or servers that are applicable to this application should also be included within the scope of protection of this application, and are hereby incorporated by reference.

[0047] See Figure 2 , Figure 2 This is a flowchart illustrating a method for handling vehicle brake pedal malfunctions, provided in an embodiment of this application. The method is explained using a terminal as an example. For instance, the terminal could be... Figure 1 Terminal 11 is shown. (As shown) Figure 2 As shown, the troubleshooting method for the vehicle's brake pedal includes, but is not limited to, the following steps 201-203.

[0048] Step 201: If a malfunction is detected in the vehicle's brake pedal, acquire the push rod travel signal and the validity of the push rod travel signal. The push rod travel signal is used to indicate the state of the brake pedal.

[0049] In one possible implementation, the process of acquiring the pushrod travel signal and the validity of the pushrod travel signal of the vehicle includes receiving the pushrod travel signal and the validity of the pushrod travel signal transmitted by the vehicle chassis via the CAN bus, wherein the pushrod travel signal and the validity of the pushrod travel signal are obtained by the chassis based on the value of the travel sensor.

[0050] The CAN bus can be a CANFD (Controller Area Network with Flexible Data-Rate) bus. For example, in the case of detecting a failure of the vehicle brake pedal, the value of the push rod stroke signal is read from the chassis ONEBOX (a line control brake system) through the CAN bus or other communication interface. The push rod stroke signal indicates the state of the push rod, which is the push rod of the brake pedal, and the push rod is connected to the brake pedal and the ONEBOX, and a stroke sensor (also known as a brake stroke sensor) is provided on the push rod, which can collect the stroke of the push rod and generate a stroke sensor signal (i.e., a push rod stroke signal). The ONEBOX confirms the stroke of the push rod by collecting the push rod stroke signal of the brake stroke sensor, thereby confirming that the pedal is depressed and the opening degree of the pedal depression.

[0051] The push rod stroke signal is generated by the chassis system of the vehicle and is an electrical signal used to indicate the actual stroke state of the brake pedal. A stroke sensor is usually installed in the chassis system, which can monitor the push rod stroke of the brake pedal in real time. Exemplarily, the push rod stroke signal is generated by the stroke sensor monitoring the physical displacement of the brake pedal and converting the physical displacement into an electrical signal for use by the vehicle controller.

[0052] In addition to the push rod stroke signal itself, the chassis system will determine the validity of the push rod stroke signal according to certain logic and algorithms, which indicates whether the push rod stroke signal is accurate. In actual application, due to various factors such as sensor failure, signal interference, etc., the push rod stroke signal may be abnormal or distorted. In order to ensure the accuracy and reliability of the system, the chassis system will confirm the validity of the push rod stroke signal.

[0053] After the chassis system determines the push rod stroke signal and its validity, the push rod stroke signal and its validity are transmitted through the CAN bus. The CAN bus is a commonly used communication protocol in automobiles, allowing efficient and reliable data transmission between different system components.

[0054] After receiving the push rod stroke signal and its validity sent by the chassis system, the vehicle controller performs further processing and analysis. The vehicle controller verifies whether the received data is complete and accurate, and determines whether the working state of the brake pedal is normal according to the value of the push rod stroke signal and its validity. If an abnormal or failure condition is detected, the vehicle controller will take appropriate measures to intervene and repair to ensure the safety and reliability of the brake system.

[0055] In a possible implementation, before acquiring the push rod stroke signal of the vehicle and the validity of the push rod stroke signal, the method further includes: determining that the brake pedal is malfunctioning. The brake pedal can include a first brake switch and a second brake switch, and the switch states of the first brake switch and the second brake switch are mutually exclusive. For example, the first brake switch is a normally open switch, and the second brake switch is a normally closed switch; or the first brake switch is a normally closed switch, and the second brake switch is a normally open switch.

[0056] Optionally, determining that the brake pedal is malfunctioning can include: acquiring a first switch state corresponding to the first brake switch and a second switch state corresponding to the second brake switch; in a case where the first switch state and the second switch state are the same, increasing a malfunctioning number of the brake pedal by a first step; or in a case where the first switch state and the second switch state are mutually exclusive, setting the malfunctioning number of the brake pedal to an initial value; and based on the malfunctioning number exceeding a number threshold, determining that the brake pedal is malfunctioning.

[0057] If the first switch state and the second switch state are the same (i.e., both switches are closed or both switches are open), it indicates that the switches of the brake pedal have a non-mutually exclusive abnormal situation, and there can be a problem with the switches themselves or their related circuits. If the first switch state and the second switch state are mutually exclusive (i.e., one is closed and the other is open), it indicates that the switches of the brake pedal are working normally and meet the expected mutually exclusive state.

[0058] According to the comparison result of the switch states, the malfunctioning number of the brake pedal is updated. If the two switch states are the same, it means that there is an abnormality, and the malfunctioning number of the brake pedal is increased by a first step, for example, the first step is 1, and then the malfunctioning number is increased by 1 each time. If the two switch states are mutually exclusive, it means that the brake pedal is working normally, and the system resets the malfunctioning number to an initial value, for example, the initial value can be 0.

[0059] Based on the above malfunctioning number updating mechanism, it is determined whether the brake pedal is malfunctioning. If the malfunctioning number exceeds a preset number threshold, for example, the number threshold is 3, if the switch states are detected to be non-mutually exclusive for three consecutive times, it is determined that the brake pedal is malfunctioning.

[0060] In a possible implementation, based on the malfunctioning number exceeding the number threshold, the process of determining that the brake pedal is malfunctioning can include, based on the malfunctioning number exceeding the number threshold, recording a duration for which the malfunctioning number exceeds the number threshold; and in a case where the duration exceeds a time threshold, determining that the brake pedal is malfunctioning.

[0061] The states of the two brake switches on the brake pedal are monitored, and it is determined whether the states of the brake switches are mutually exclusive. When the two switch states are the same, the malfunctioning number is increased by a first step. With the accumulation of the malfunctioning number, when a preset number threshold is exceeded, a judgment stage of a malfunctioning duration is started.

[0062] After the number of failures exceeds the number threshold, the duration of the failure is further recorded, which starts from the first time the number threshold is exceeded and ends at the current time. The duration of the failure indicates the length of continuous time when the brake pedal is in an abnormal working state. It is determined whether the duration of the failure exceeds a time threshold. The time threshold is set based on the degree of influence of the brake pedal failure on the safety of the vehicle and the sensitivity requirement of the system response to the failure, which is freely set by the user. If the duration of the failure exceeds the time threshold, it is determined that the brake pedal has failed. Based on the comprehensive judgment of the number of failures and the time, the real state of the brake pedal can be more accurately reflected.

[0063] In a possible implementation, one end of the first brake switch is connected with the first power supply, the other end of the first brake switch is connected with the vehicle controller through the first node, one end of the second brake switch is connected with the second power supply, and the other end of the second brake switch is connected with the vehicle controller through the second node. The process of acquiring the first switch state corresponding to the first brake switch and the second switch state corresponding to the second brake switch can include: acquiring, by the vehicle controller, the potential of the first node, determining the first switch state based on the potential of the first node, acquiring, by the vehicle controller, the potential of the second node, and determining the second switch state based on the potential of the second node.

[0064] One end of the first brake switch is connected with the first power supply, for example, the first power supply is the battery pack of the vehicle, and the connection with the battery pack of the vehicle can acquire the working voltage. One end of the second brake switch is connected with the second power supply. The second power supply can be the same as the first power supply or another independent power supply.

[0065] The vehicle controller determines the state of the first brake switch by detecting the potential of the first node. When the user steps on the brake pedal, the first brake switch is closed, causing the potential of the first node to change, for example, from high to low or from low to high. The vehicle controller continuously monitors the potential change of the first node and determines the first switch state according to the potential change of the first node. For example, if the potential of the first node is high, it is determined that the first switch state is open, and if the potential of the first node is low, it is determined that the first switch state is closed. Similarly, the vehicle controller determines the second switch state by detecting the potential change of the second node. For example, if the potential of the second node is high, it is determined that the second switch state is open, and if the potential of the second node is low, it is determined that the second switch state is closed.

[0066] In a case where the first switch state and the second switch state are determined based on the potential of the first node and the potential of the second node, whether the first switch state and the second switch state are the same can be determined by whether the potential of the first node and the potential of the second node are equal. For example, in a case where the potential of the first node and the potential of the second node are both high, it is determined that the first switch state and the second switch state are the same; in a case where the potential of the first node is high and the potential of the second node is low, or in a case where the potential of the first node is low and the potential of the second node is high, it is determined that the first switch state and the second switch state are repulsive.

[0067] Referring to Figure 3 FIG. 1 shows a schematic diagram of a brake switch fault diagnosis process, taken as an example of the method performed by a VCU. After the vehicle is powered on, the VCU performs initialization operations to ensure that the hardware and software components of the vehicle are in a normal working state. After initialization is completed, the VCU detects the levels of B0 and B2 signals in real time, which are associated with the state of the brake switch and are used to indicate whether the brake pedal is depressed, i.e., the B0 signal corresponds to the potential of the first node, and the B2 signal corresponds to the potential of the second node.

[0068] In order to simplify the logic of level comparison, the VCU takes the inverse of the level of B0 to obtain the level of B1. In a normal case, i.e., when the brake switch is not depressed, the levels of B1 and B2 should be high (e.g., 3.3V or 5V); when the brake switch is depressed, the levels of B1 and B2 should be low (e.g., 0V).

[0069] The VCU compares whether the level of B1 is equal to the level of B2. If it is detected that the level of B1 is not equal to the level of B2, it indicates that there may be an abnormality in the brake pedal, and the fault counter starts counting. The increment of the fault counter can be set to 1 every 10 milliseconds, i.e., if the fault condition still exists after every 10 milliseconds, the counter will increase. If the VCU detects that the levels of B1 and B2 are both 0 (i.e., the normal state when the brake switch is depressed), it is considered that no fault occurs at present, and the fault counter is cleared.

[0070] When the value of the fault counter reaches or exceeds a preset number threshold N0, the VCU judges that a fault occurs in the brake switch. The fault is a short-term and unstable fault, which can be caused by signal interference, poor contact, etc. If the fault persists and the duration reaches or exceeds a preset time threshold T0, the VCU judges that a persistent fault occurs in the brake switch.

[0071] In a possible implementation, the method further includes: in a case where it is detected that the vehicle brake pedal has a fault, sending fault information of the brake pedal to an ICC, the fault information being used by the ICC to issue fault alarm information.

[0072] If a brake pedal malfunction is detected, the preset fault judgment logic is used to confirm it, and the relevant fault information is recorded. In the case of confirming the brake pedal malfunction, the corresponding fault information is generated. The fault information can include fault type, fault code, time of fault occurrence, etc. information, which is used for subsequent diagnosis and maintenance.

[0073] After generating the fault information, the fault information is sent to the ICC, which is the core controller in the vehicle responsible for various controls and information display in the cockpit, integrating multiple functional modules such as instrument display, multimedia entertainment, air conditioning control, etc. By sending fault information to ICC, it ensures that fault information can be accurately transmitted to the cockpit so that users can be informed in a timely manner. After receiving the fault information of the brake pedal, the ICC sends the fault alarm information to the user through the instrument display, sound prompt, etc. according to the preset alarm logic. The alarm information can include the description of the fault type, the degree of urgency, the measures to be taken, etc. so that the user can quickly understand the fault situation and take appropriate measures.

[0074] In addition, in addition to sending alarm information to the user, the fault information is recorded in the vehicle's fault recording system for subsequent fault diagnosis and maintenance. If the vehicle is equipped with a remote information service system, the fault information can also be transmitted to the remote service center through wireless communication technology, so that the manufacturer or service provider can be informed in a timely manner. The fault situation of the vehicle and provide appropriate support. Further ensure that when the brake pedal malfunctions, the user can quickly learn about the fault situation and take appropriate measures, which helps to improve the efficiency and accuracy of vehicle fault diagnosis and maintenance.

[0075] Step 202, in the case of valid push rod stroke signal, determine the state of the brake pedal according to the push rod stroke signal, and control the vehicle according to the state of the brake pedal.

[0076] After the push rod stroke signal is confirmed to be valid, the state of the brake pedal is determined according to the value of the push rod stroke signal. The push rod stroke signal can indicate the degree of depression of the brake pedal, i.e. the push rod stroke signal is used to determine whether the brake pedal is in an unpressed state, a partially pressed state, or a fully pressed state. After determining the state of the brake pedal, the vehicle is controlled according to the state of the brake pedal. For example, when the brake pedal is in an unpressed state, no brake request will be sent to the brake system, and the vehicle will remain in normal driving state. When the brake pedal is partially pressed, the corresponding brake request will be sent to the brake system according to the degree of depression. The brake system will adjust the size and distribution of the brake force according to the brake request, so that the vehicle gradually slows down or stops. When the brake pedal is fully pressed, this state is considered as an emergency brake request, in which case the maximum brake request is immediately sent to the brake system to ensure that the vehicle can stop in the shortest time.

[0077] The push rod stroke signal indicating the state of the brake pedal can refer to the push rod stroke signal indicating the displacement or movement of the brake pedal. When the user steps on the brake pedal, the push rod will move and trigger the stroke sensor to generate a corresponding push rod stroke signal; when the user releases the brake pedal, the push rod resets and also triggers the stroke sensor to generate a corresponding push rod stroke signal. By monitoring the value of the push rod stroke signal, the state of the brake pedal can be determined. For example, when the value of the push rod stroke signal exceeds a predetermined threshold, it is determined that the brake pedal is in the stepped-on state. When the value of the push rod stroke signal is less than or equal to the predetermined threshold, it is determined that the brake pedal is in the released state.

[0078] Referring to Figure 4 a structural schematic diagram of a brake system, Figure 4 including VCU, ICC and ONEBOX. The three components are connected through CANFD bus to realize fast and reliable data transmission. Brake switch (Brake SW) is used to detect whether the user steps on the brake pedal. Brake switch is composed of a normally open switch and a normally closed switch. When the user steps on the brake pedal, the normally open switch will be closed (i.e. conductive), and at the same time the normally closed switch will be disconnected. When the user releases the brake pedal, the normally open switch will be disconnected, and the normally closed switch will be closed, i.e. the user no longer needs to brake.

[0079] One end of the normally closed switch is connected to the B0 pin of the VCU, and the other end is connected to the ON gear power KL15 of the whole vehicle through the CON (Connector) N2. When the brake pedal is not stepped on, the normally closed switch is closed, and the B0 pin receives a high level (powered by KL15). One end of the normally open switch is connected to the B2 pin of the VCU, and the other end is connected to the always-on KL30 of the whole vehicle through the CONN1. By reading the high and low levels of B0 and B2, the VCU can accurately determine whether the brake switch is stepped on. The VCU monitors the level state of B0 and B2 in real time, and if it finds that the level state does not meet the expected logic (i.e. the levels of B0 and B2 are not mutually exclusive), it will perform fault diagnosis and send fault information to ICC. The VCU receives the push rod stroke value and valid bit sent by ONEBOX in real time through CANFD bus to ensure the normal operation of the brake system.

[0080] ICC is used to receive fault diagnosis information sent by VCU, and display corresponding fault information on the display screen in the cabin, so that the user can understand the state of the vehicle. ONEBOX is used to calculate the push rod stroke value according to the stroke sensor and judge the validity of the stroke value. After calculating the valid push rod stroke value, ONEBOX will send the valid push rod stroke value to VCU through CANFD bus, so that VCU can control the vehicle braking according to the value.

[0081] Step 203, in the case of invalid push rod stroke signal, control the vehicle to enter the limp mode, and the limp mode is used to limit the driving performance of the vehicle.

[0082] When the invalid push rod stroke signal is detected, the corresponding fault handling mechanism is triggered, for example, the vehicle is controlled to enter the limp mode. The limp mode is a kind of fault protection mode, which is used to ensure the safe driving of the vehicle by limiting the driving performance of the vehicle when the vehicle fails. In the limp mode, some advanced functions of the vehicle control system are temporarily cancelled, such as cruise control, automatic parking, etc., so as to reduce the burden of the control system. At the same time, the system limits the driving performance of the vehicle, including limiting the vehicle speed, limiting the acceleration, etc., so as to avoid safety accidents caused by vehicle failure.

[0083] Exemplarily, in the limp mode, the maximum driving speed of the vehicle is limited, such as below 20km / h (kilometers per hour), so as to ensure that the vehicle drives in a safe and controllable range. The acceleration of the vehicle is limited to avoid dangerous situations caused by sudden acceleration or emergency braking of the vehicle. The braking performance of the vehicle in the limp mode will be affected to a certain extent, and the basic braking function will still be provided to ensure that the user can control the vehicle to a certain extent through the brake pedal.

[0084] For ease of understanding, the application embodiment provides a fault handling flowchart of the vehicle brake pedal, which is shown in Figure 5 VCU, ICC and ONEBOX perform initialization process. After initialization, the normal working mode is entered. VCU detects the state of the brake switch (i.e. the first brake switch and the second brake switch) in real time, and judges whether there is a fault by collecting the hard line signal (i.e. the node level) of the brake switch. If the brake switch is consistent, it is determined that there is a fault, and if the brake switch is inconsistent, it returns to continue detecting the state of the brake switch. If VCU confirms that there is a fault in the brake switch, the brake switch fault handling flowchart will be entered. At the same time of confirming the brake switch fault, VCU detects the validity of the push rod stroke signal sent by ONEBOX in real time. The valid push rod stroke signal is used to indicate whether the brake system is running normally.

[0085] If VCU detects that the state of the push rod stroke signal sent by ONEBOX is valid, the value of the push rod stroke signal is used to judge the pedal down and release state of the brake pedal. In the case of valid push rod stroke signal, although there is a fault in the brake switch, VCU can use the value of the push rod stroke signal to maintain the basic function of the brake system. VCU will only record the fault code of the brake switch, and turn on the system fault light through ICC to remind the driver that there is a problem with the brake switch, but at this time the other functions of the vehicle can still be used normally.

[0086] If the VCU detects an invalid pushrod travel status and the brake switch malfunction persists, the VCU illuminates the system malfunction indicator lamp via the ICC and controls the vehicle to enter limp mode. In limp mode, the vehicle restricts certain functions to ensure driving safety, such as reducing the maximum speed and limiting the vehicle's power output. Simultaneously, the VCU disables the vehicle's creep function to prevent unpredictable movement caused by creeping when the braking system is malfunctioning. If the brake switch malfunction is confirmed to have been resolved during subsequent testing, the VCU will reuse the brake switch signal as the basis for determining the brake pedal's depressed and released state and return to continuing to monitor the brake switch.

[0087] In summary, the vehicle brake pedal fault handling method provided in this application determines the user's braking intention through a signal from the chassis itself, namely the pushrod travel signal. When the brake pedal malfunctions, the pushrod travel signal is used as a substitute to reduce the probability of the vehicle entering limp mode, thereby improving vehicle safety and reliability. Furthermore, by avoiding frequent entry into limp mode, the probability of the user encountering vehicle functional limitations or performance degradation during driving decreases, thus improving the user's driving experience.

[0088] See Figure 6 , Figure 6 This is a schematic diagram of the structure of a vehicle brake pedal fault handling device provided in an embodiment of this application, as shown below. Figure 6 As shown, the device includes:

[0089] The acquisition module 601 is used to acquire the push rod travel signal of the vehicle chassis and the validity of the push rod travel signal when a malfunction of the vehicle's brake pedal is detected. The push rod travel signal is used to indicate the state of the brake pedal.

[0090] The first control module 602 is used to determine the state of the brake pedal based on the push rod stroke signal when the push rod stroke signal is valid, and to control the vehicle based on the state of the brake pedal.

[0091] The second control module 603 is used to control the vehicle to enter a limp mode when the push rod travel signal is invalid. The limp mode is used to limit the driving performance of the vehicle.

[0092] In one possible implementation, the acquisition module 601 is used to receive the push rod stroke signal and the validity of the push rod stroke signal sent by the chassis of the vehicle via the CAN bus. The push rod stroke signal and the validity of the push rod stroke signal are obtained by the chassis based on the value of the stroke sensor.

[0093] In a possible implementation, the brake pedal comprises a first brake switch and a second brake switch, and switch states of the first brake switch and the second brake switch are mutually exclusive; the obtaining module 601 is further configured to obtain a first switch state corresponding to the first brake switch and a second switch state corresponding to the second brake switch; the apparatus further comprises: a setting module configured to, in a case where the first switch state and the second switch state are the same, increase a failure number of the brake pedal by a first step; or, in a case where the first switch state and the second switch state are mutually exclusive, set the failure number of the brake pedal to an initial value; and a determining module configured to determine that the brake pedal is faulty based on the failure number exceeding a number threshold.

[0094] In a possible implementation, the determining module is configured to, based on the failure number exceeding the number threshold, record a duration for which the failure number exceeds the number threshold; and determine that the brake pedal is faulty in a case where the duration exceeds a time threshold.

[0095] In a possible implementation, one end of the first brake switch is connected to a first power supply, the other end of the first brake switch is connected to a vehicle controller through a first node, one end of the second brake switch is connected to a second power supply, and the other end of the second brake switch is connected to the vehicle controller through a second node; the obtaining module 601 is configured to obtain, by the vehicle controller, a potential of the first node, determine the first switch state based on the potential of the first node, obtain, by the vehicle controller, a potential of the second node, and determine the second switch state based on the potential of the second node.

[0096] In a possible implementation, the apparatus further comprises a sending module configured to, in a case where it is detected that the vehicle brake pedal is faulty, send, to an ICC, failure information of the brake pedal, where the failure information is used by the ICC to send failure alarm information.

[0097] To sum up, the failure processing apparatus of the vehicle brake pedal provided in the embodiments of the present application determines the braking intention of the user through the chassis signal, that is, the push rod stroke signal, when the brake pedal is faulty, and uses the push rod stroke signal as a substitute to reduce the probability of the vehicle entering the limp-home mode, thereby improving the safety and reliability of the vehicle. In addition, since the vehicle frequently enters the limp-home mode is avoided, the probability of the user encountering vehicle function limitation or performance degradation in the driving process is reduced, thereby improving the driving experience of the user.

[0098] It should be noted that the above Figure 6The fault processing apparatus of the vehicle brake pedal provided by the embodiments is only exemplified by the above-mentioned division of the functional modules when realizing the functions thereof, and in actual functions, the above-mentioned functions can be completed by different functional modules according to the needs, that is, the internal structure of the apparatus is divided into different functional modules to complete all or part of the functions described above. In addition, the apparatus and method embodiments provided by the above-mentioned embodiments belong to the same concept, and the specific implementation process can be seen from the method embodiments.

[0099] Figure 7 is a structural schematic diagram of a server provided by an embodiment of the present application. The server can be quite different due to different configurations or performances, and can include one or more processors 701 and one or more memories 702, wherein the one or more memories 702 store at least one computer program, the at least one computer program is loaded and executed by the one or more processors 701, so that the server implements the vehicle brake pedal fault processing method provided by each method embodiment described above. Of course, the server can also have a wired or wireless network interface, a keyboard, and an input and output interface and other components for realizing the functions of the apparatus, so as to perform input and output. The server can also include other components for realizing the functions of the apparatus, which will not be described here.

[0100] Figure 8 is a structural schematic diagram of a terminal provided by an embodiment of the present application, so that the terminal implements the vehicle brake pedal fault processing method provided by each method embodiment described above. The terminal can be, for example: a vehicle terminal, a smart phone, a tablet computer, a player, a notebook computer or a desktop computer. The terminal can also be referred to as user equipment, a portable terminal, a laptop terminal, a desktop terminal and other names.

[0101] Generally, the terminal includes a processor 801 and a memory 802.

[0102] The processor 801 can include one or more processing cores, such as a 4-core processor, an 8-core processor, and the like. The processor 801 can be implemented in the form of at least one of a DSP (Digital Signal Processing), an FPGA (Field-Programmable Gate Array), a PLA (Programmable Logic Array). The processor 801 can also include a main processor and a coprocessor. The main processor is a processor for processing data in an awake state, also known as a CPU (Central Processing Unit). The coprocessor is a low-power processor for processing data in a standby state. In some embodiments, the processor 801 can be integrated with a GPU (Graphics Processing Unit) for rendering and drawing content required to be displayed by the display screen. In some embodiments, the processor 801 can further include an AI (Artificial Intelligence) processor for processing machine learning related computing operations.

[0103] The memory 802 can include one or more computer-readable storage media, which can be non-transitory. The memory 802 can also include a high-speed random access memory, and a nonvolatile memory such as one or more disk storage devices, flash storage devices. In some embodiments, the non-transitory computer-readable storage medium in the memory 802 is used to store at least one instruction for being executed by the processor 801 to enable the terminal to implement the vehicle brake pedal fault processing method provided by the method embodiment of the present application.

[0104] In some embodiments, the terminal can also optionally include a peripheral device interface 803 and at least one peripheral device. The processor 801, the memory 802, and the peripheral device interface 803 can be connected through a bus or a signal line. Each peripheral device can be connected to the peripheral device interface 803 through a bus, a signal line, or a circuit board. Specifically, the peripheral device includes at least one of a radio frequency circuit 804, a display screen 805, a camera assembly 806, an audio circuit 807, and a power supply 808.

[0105] The peripheral interface 803 can be used to connect at least one I / O (Input / Output) related peripheral device to the processor 801 and the memory 802. In some embodiments, the processor 801, the memory 802 and the peripheral interface 803 are integrated on the same chip or circuit board; in some other embodiments, any one or two of the processor 801, the memory 802 and the peripheral interface 803 can be implemented on a separate chip or circuit board, and the present embodiments are not limited to this.

[0106] The radio frequency circuit 804 is used to receive and send RF (Radio Frequency) signals, also known as electromagnetic signals. The radio frequency circuit 804 communicates with a communication network and other communication devices through electromagnetic signals. The radio frequency circuit 804 converts electrical signals into electromagnetic signals for transmission, or converts received electromagnetic signals into electrical signals. Optionally, the radio frequency circuit 804 includes an antenna system, an RF transceiver, one or more amplifiers, a tuner, an oscillator, a digital signal processor, a codec chipset, a subscriber identity module card, and the like. The radio frequency circuit 804 can communicate with other terminals through at least one wireless communication protocol. The wireless communication protocol includes but is not limited to: a metropolitan area network, various generations of mobile communication networks (2G, 3G, 4G and 5G), a wireless local area network and / or a WiFi (Wireless Fidelity) network. In some embodiments, the radio frequency circuit 804 can also include NFC (Near Field Communication) related circuit, and the present application is not limited to this.

[0107] The display screen 805 is configured to display a UI (User Interface). The UI can include graphics, text, icons, video, and any combination thereof. When the display screen 805 is a touch display screen, the display screen 805 is further configured to capture touch signals on or above the surface of the display screen 805. The touch signals can be input to the processor 801 as control signals for processing. In this case, the display screen 805 can also be configured to provide virtual buttons and / or virtual keyboard, also known as soft buttons and / or soft keyboard. In some embodiments, the display screen 805 can be one, disposed on the front panel of the terminal; in other embodiments, the display screen 805 can be at least two, respectively disposed on different surfaces of the terminal or in a folding design; in other embodiments, the display screen 805 can be a flexible display screen, disposed on a curved surface or a folding surface of the terminal. Even, the display screen 805 can also be disposed in an irregular shape, i.e., a special-shaped screen. The display screen 805 can be made of LCD (Liquid Crystal Display), OLED (Organic Light-Emitting Diode), etc.

[0108] The camera assembly 806 is configured to capture images or videos. Optionally, the camera assembly 806 includes a front camera and a rear camera. Typically, the front camera is disposed on the front panel of the terminal, and the rear camera is disposed on the back of the terminal. In some embodiments, the rear camera is at least two, which are any one of a main camera, a depth-of-field camera, a wide-angle camera, and a telephoto camera, to realize the background blur function by fusing the main camera and the depth-of-field camera, the panoramic shooting and VR (Virtual Reality) shooting function by fusing the main camera and the wide-angle camera, or other fusion shooting functions. In some embodiments, the camera assembly 806 can further include a flash. The flash can be a single-color temperature flash or a dual-color temperature flash. The dual-color temperature flash refers to the combination of a warm light flash and a cold light flash, which can be used for light compensation under different color temperatures.

[0109] The audio circuit 807 can include a microphone and a speaker. The microphone is used to collect sound waves of the user and the environment, and convert the sound waves into an electrical signal input to the processor 801 for processing, or input to the radio frequency circuit 804 to realize voice communication. For the purpose of stereo sound collection or noise reduction, the microphone can be multiple, respectively arranged at different parts of the terminal. The microphone can also be an array microphone or an omnidirectional collection type microphone. The speaker is used to convert the electrical signal from the processor 801 or the radio frequency circuit 804 into sound waves. The speaker can be a traditional diaphragm speaker, or a piezoelectric ceramic speaker. When the speaker is a piezoelectric ceramic speaker, not only can it convert electrical signals into sound waves that humans can hear, but it can also convert electrical signals into sound waves that humans cannot hear for ranging purposes. In some embodiments, the audio circuit 807 can also include a headphone jack.

[0110] The power supply 808 is used to supply power to each component in the terminal. The power supply 808 can be alternating current, direct current, disposable battery or rechargeable battery. When the power supply 808 includes a rechargeable battery, the rechargeable battery can support wired charging or wireless charging. The rechargeable battery can also be used to support fast charging technology.

[0111] In some embodiments, the terminal also includes one or more sensors 809. The one or more sensors 809 include, but are not limited to, an acceleration sensor 810, a gyroscope sensor 811, a pressure sensor 812, an optical sensor 813, and a proximity sensor 814.

[0112] The acceleration sensor 810 can detect the acceleration in three coordinate axes of the coordinate system established by the terminal. For example, the acceleration sensor 810 can be used to detect the components of gravitational acceleration in three coordinate axes. The processor 801 can control the display screen 805 to display the user interface in a landscape view or a portrait view according to the gravitational acceleration signal collected by the acceleration sensor 810. The acceleration sensor 810 can also be used for game or user motion data collection.

[0113] The gyroscope sensor 811 can detect the body orientation and rotation angle of the terminal. The gyroscope sensor 811 can cooperate with the acceleration sensor 810 to collect 3D actions of the user on the terminal. The processor 801 can realize the following functions according to the data collected by the gyroscope sensor 811: motion sensing (such as changing the UI according to the user's tilt operation), image stabilization when shooting, game control, and inertial navigation.

[0114] The pressure sensor 812 can be disposed on the side bezel of the terminal and / or on the lower layer of the display screen 805. When the pressure sensor 812 is disposed on the side bezel of the terminal, it can detect the user's grip signal on the terminal, and the processor 801 can perform left / right hand recognition or quick operation based on the grip signal collected by the pressure sensor 812. When the pressure sensor 812 is disposed on the lower layer of the display screen 805, the processor 801 can control the operable controls on the UI interface based on the user's pressure operation on the display screen 805. The operable controls include at least one of button controls, scroll bar controls, icon controls, and menu controls.

[0115] An optical sensor 813 is used to collect ambient light intensity. In one embodiment, the processor 801 can control the display brightness of the display screen 805 based on the ambient light intensity collected by the optical sensor 813. Specifically, when the ambient light intensity is high, the display brightness of the display screen 805 is increased; when the ambient light intensity is low, the display brightness of the display screen 805 is decreased. In another embodiment, the processor 801 can also dynamically adjust the shooting parameters of the camera assembly 806 based on the ambient light intensity collected by the optical sensor 813.

[0116] The proximity sensor 814, also known as a distance sensor, is typically installed on the front panel of the terminal. The proximity sensor 814 is used to detect the distance between the user and the front of the terminal. In one embodiment, when the proximity sensor 814 detects that the distance between the user and the front of the terminal is gradually decreasing, the processor 801 controls the display screen 805 to switch from a screen-on state to a screen-off state; when the proximity sensor 814 detects that the distance between the user and the front of the terminal is gradually increasing, the processor 801 controls the display screen 805 to switch from a screen-off state to a screen-on state.

[0117] Those skilled in the art will understand that Figure 8 The structure shown does not constitute a limitation on the terminal and may include more or fewer components than shown, or combine certain components, or use different component arrangements.

[0118] In an exemplary embodiment, a computer device is also provided, comprising a processor and a memory storing at least one computer program. The at least one computer program is loaded and executed by one or more processors to enable the computer device to implement any of the aforementioned methods for handling vehicle brake pedal malfunctions.

[0119] In an exemplary embodiment, a computer-readable storage medium is also provided, which stores at least one computer program that is loaded and executed by a processor of a computer device to enable the computer to implement any of the above-described methods for handling vehicle brake pedal malfunctions.

[0120] In a possible implementation manner, the computer readable storage medium can be a read-only memory (ROM), a random access memory (RAM), a compact disc read-only memory (CD-ROM), a magnetic tape, a floppy disk, an optical data storage device, or the like. Alternatively, the computer readable storage medium can be a non-transitory computer readable storage medium.

[0121] In the example embodiment, a computer program product or computer program is also provided, which includes computer instructions stored in a computer readable storage medium. A processor of a computer device reads the computer instructions from the computer readable storage medium, and the processor executes the computer instructions, so that the computer device performs any one of the vehicle brake pedal fault processing methods described above.

[0122] It should be noted that the information (including but not limited to user device information, user personal information, etc.), data (including but not limited to data for analysis, stored data, displayed data, etc.) and signals involved in the present application are all authorized by the user or fully authorized by all parties, and the collection, use and processing of related data need to comply with relevant laws, regulations and standards of relevant countries and regions. For example, the push rod stroke signals involved in the present application are obtained under sufficient authorization.

[0123] It should be understood that "multiple" referred to in the present application refers to two or more. The "and / or" describes the association relationship of the associated objects, which means that there can be three relationships, for example, A and / or B can represent the following three cases: A exists alone, A and B exist together, and B exists alone. The character " / " generally represents that the associated objects before and after it are in an "or" relationship.

[0124] The above only describes example embodiments of the present application, and is not intended to limit the present application. Any modification, equivalent replacement, improvement, etc. made within the principles of the present application shall be included in the protection scope of the present application.

Claims

1. A method for troubleshooting a vehicle brake pedal, characterized in that, The method includes: The first switch state corresponding to the first brake switch of the vehicle's brake pedal and the second switch state corresponding to the second brake switch of the brake pedal are obtained, and the switch states of the first brake switch and the second brake switch are mutually exclusive. If the first switch state and the second switch state are the same, increase the number of brake pedal failures by one step; or, if the first switch state and the second switch state are mutually exclusive, set the number of brake pedal failures to an initial value. Based on the fact that the number of malfunctions exceeds the threshold, it is determined that the brake pedal has malfunctioned; In the event that a malfunction is detected in the brake pedal of the vehicle, the pushrod travel signal of the vehicle chassis and the validity of the pushrod travel signal are acquired, the pushrod travel signal being used to indicate the state of the brake pedal; When the push rod travel signal is valid, the state of the brake pedal is determined based on the push rod travel signal, and the vehicle is controlled based on the state of the brake pedal; If the push rod travel signal is invalid, the vehicle is controlled to enter limp mode, which is used to limit the driving performance of the vehicle.

2. The method according to claim 1, characterized in that, The acquisition of the pushrod travel signal of the vehicle chassis and the validity of the pushrod travel signal include: The system receives the push rod stroke signal and the validity of the push rod stroke signal sent by the chassis via the CAN bus of the controller area network. The push rod stroke signal and the validity of the push rod stroke signal are obtained by the chassis based on the value of the stroke sensor.

3. The method according to claim 1, characterized in that, The step of determining that the brake pedal is faulty based on the number of faults exceeding a threshold includes: Based on the fact that the number of faults exceeds a threshold, the duration for which the number of faults exceeds the threshold is recorded; If the duration exceeds a time threshold, it is determined that the brake pedal has malfunctioned.

4. The method according to claim 1, characterized in that, One end of the first brake switch is connected to a first power source, and the other end of the first brake switch is connected to the vehicle controller through a first node. One end of the second brake switch is connected to a second power source, and the other end of the second brake switch is connected to the vehicle controller through a second node. The process of acquiring the first switch state corresponding to the first brake switch of the vehicle's brake pedal and the second switch state corresponding to the second brake switch of the brake pedal includes: The vehicle controller obtains the potential of the first node and determines the state of the first switch based on the potential of the first node. The vehicle controller obtains the potential of the second node and determines the second switch state based on the potential of the second node.

5. The method according to any one of claims 1-4, characterized in that, The method further includes: If a malfunction is detected in the vehicle's brake pedal, the malfunction information of the brake pedal is sent to the vehicle's integrated cockpit controller (ICC), and the malfunction information is used by the ICC to issue a malfunction alarm.

6. A fault handling device for a vehicle brake pedal, characterized in that, The device includes: The acquisition module is used to acquire the first switch state corresponding to the first brake switch of the vehicle's brake pedal and the second switch state corresponding to the second brake switch of the brake pedal, wherein the switch states of the first brake switch and the second brake switch are mutually exclusive. The setting module is used to increase the number of brake pedal failures by a step length when the first switch state and the second switch state are the same; or, when the first switch state and the second switch state are mutually exclusive, set the number of brake pedal failures to an initial value. The determination module is used to determine that the brake pedal has malfunctioned based on the number of malfunctions exceeding a threshold. The acquisition module is further configured to acquire, in the event of a detected malfunction in the vehicle's brake pedal, a pushrod travel signal of the vehicle's chassis and the validity of the pushrod travel signal, wherein the pushrod travel signal is used to indicate the state of the brake pedal; The first control module is used to determine the state of the brake pedal based on the push rod stroke signal when the push rod stroke signal is valid, and to control the vehicle based on the state of the brake pedal. The second control module is used to control the vehicle to enter a limp mode when the push rod travel signal is invalid. The limp mode is used to limit the driving performance of the vehicle.

7. A computer device, characterized in that, The computer device includes a processor and a memory, the memory storing at least one computer program, which is loaded and executed by the processor to enable the computer device to implement the vehicle brake pedal fault handling method as described in any one of claims 1 to 5.

8. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores at least one computer program, which is loaded and executed by a processor to enable the computer to implement the vehicle brake pedal fault handling method as described in any one of claims 1 to 5.

9. A computer program product, characterized in that, The computer program product includes: computer program code, which is loaded and executed by a computer to enable the computer to implement the vehicle brake pedal fault handling method according to any one of claims 1 to 5.

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