Vehicle accelerator pedal control method and device

Abstract

The invention discloses a vehicle accelerator pedal control method and device, electronic equipment and a storage medium. The method comprises the following steps: acquiring an output voltage of an accelerator pedal sensor, performing effectiveness and rationality diagnosis on the accelerator pedal sensor, and obtaining a result; and the pedal position stroke and voltage are calculated accordingly. Meanwhile, the current vehicle speed and the real-time spacing distance between the vehicle and a front obstacle are obtained, and the target driving torque is calculated by combining the pedal position stroke and the vehicle speed. And when the real-time spacing distance is smaller than or equal to the preset braking safety distance and the change amplitude of the pedal in the first preset time period is larger than a preset threshold value, power system torque output is subjected to limit control according to the spacing distance and the target torque. The method can solve the problem that under the complex road condition, the accelerator pedal cannot be effectively recognized by mistake, so that torque output of a power system cannot be controlled in time, and serious potential safety hazards are brought to drivers and passengers.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and in particular to a vehicle accelerator pedal control method and device. Background Art

[0002] Hybrid vehicles (HEVs) differ from conventional vehicles in their powertrain architecture due to the inclusion of components such as motors and batteries, resulting in a shift in drive type and energy-saving principles. This unique powertrain design allows for the design of diverse driving control strategies, thereby enhancing vehicle drivability, power, and fuel economy. The development of a vehicle's driving control strategy is closely linked to the accelerator pedal control strategy. When the driver depresses the accelerator pedal, accurate recognition and processing of the accelerator pedal position is required to ensure that the power source torque matches the pedal output and meets the vehicle's driving requirements. However, traffic accidents caused by the driver accidentally depressing the accelerator pedal are common during vehicle start-up or low-speed driving. To reduce the incidence of such accidents, existing technologies primarily rely on the acquired accelerator pedal position to allocate the driver's requested torque to the engine and motor as target torque, further controlling the powertrain's torque distribution technology. However, in complex road conditions, such as when starting a vehicle or approaching an obstacle at low speed, the driver may accidentally depress the accelerator pedal due to nervousness or operational error. Existing technologies lack effective mechanisms for identifying and responding to such accidental depressing, failing to promptly control the powertrain's torque output, posing a serious safety hazard to drivers and passengers. Summary of the Invention

[0003] In view of the above problems, the present application provides a vehicle accelerator pedal control method and device, which can solve the problem that under complex road conditions, the accidental pressing of the accelerator pedal cannot be effectively identified, and thus the torque output of the power system cannot be controlled in time, which brings serious safety hazards to the driver and passengers.

[0004] In a first aspect, the present application provides a vehicle accelerator pedal control method, comprising: Get the output voltage of the vehicle's accelerator pedal sensor; Performing a vehicle accelerator pedal effectiveness diagnosis and rationality diagnosis based on the output voltage to obtain a diagnosis result; calculating the accelerator pedal position travel and the accelerator pedal voltage according to the diagnosis result; Obtaining a first current vehicle speed and a first real-time distance between the vehicle and a front obstacle at the first current vehicle speed; calculating a target driving torque according to the accelerator pedal position travel and the first current vehicle speed; When the first real-time interval distance is not greater than the preset braking safety distance, and it is determined based on the accelerator pedal position travel and the accelerator pedal voltage that the accelerator pedal change amplitude within a first preset time period is greater than a preset amplitude threshold, the vehicle's power system torque output is limited based on the first real-time interval distance and the target driving torque.

[0005] In the above technical solution, the method can actively limit the torque output of the power system when it detects that the distance between the vehicle and the obstacle is too close and the accelerator pedal changes too much in a short period of time, thereby effectively avoiding traffic accidents caused by accidentally stepping on the accelerator pedal and improving the safety of hybrid vehicles.

[0006] In some embodiments, the vehicle accelerator pedal sensor includes a first accelerator pedal sensor and a second accelerator pedal sensor; The output voltages include a first output voltage of the first accelerator pedal sensor and a second output voltage of the second accelerator pedal sensor.

[0007] In the above technical solution, this method can ensure the reliability and accuracy of accelerator pedal signal acquisition, thereby avoiding misjudgment or failure caused by a single sensor failure, and further enhancing the stability and safety of the vehicle power system torque control.

[0008] In some embodiments, performing a vehicle accelerator pedal effectiveness diagnosis and rationality diagnosis based on the output voltage to obtain a diagnosis result includes: When the first output voltage is within a first preset valid voltage range and the second output voltage is within a second preset valid voltage range, determining whether the first output voltage and the second output voltage meet a preset rationality condition; When the first output voltage and the second output voltage satisfy the preset rationality condition, determining that the diagnosis result is that both the first accelerator pedal sensor and the second accelerator pedal sensor pass the validity diagnosis and the rationality diagnosis; When the first output voltage and the second output voltage do not meet the preset rationality condition, the diagnosis result is determined to be that both the first accelerator pedal sensor and the second accelerator pedal sensor are fault-free, and errors occur in the rationality diagnosis of both the first accelerator pedal sensor and the second accelerator pedal sensor.

[0009] In the above technical solution, the method can effectively identify and handle abnormal sensor signals, avoid misoperation or abnormal power system control caused by unreasonable signals, and improve the accuracy and reliability of vehicle accelerator pedal control.

[0010] In some embodiments, performing a vehicle accelerator pedal effectiveness diagnosis and rationality diagnosis based on the output voltage to obtain a diagnosis result includes: When the first output voltage is not within the first preset valid voltage range and the second output voltage is not within the second preset valid voltage range, determining that the diagnosis result is that both the first accelerator pedal sensor and the second accelerator pedal sensor are faulty; When the first output voltage is within the first preset effective voltage range and the second output voltage is not within the second preset effective voltage range, determining that the diagnosis result is that the first accelerator pedal sensor is not faulty and the second accelerator pedal sensor is faulty; When the first output voltage is not within the first preset effective voltage range and the second output voltage is within the second preset effective voltage range, it is determined that the diagnosis result is that the first accelerator pedal sensor is faulty and the second accelerator pedal sensor is not faulty.

[0011] In the above technical solution, this method can effectively improve the accuracy and timeliness of fault detection, provide reliable sensor status information for subsequent power system control, and ensure that the vehicle can still operate safely or enter protection mode in time when a sensor fails.

[0012] In some implementations, calculating the accelerator pedal position and accelerator pedal voltage based on the diagnosis result includes: acquiring a first input parameter of the first accelerator pedal sensor and a second input parameter of the second accelerator pedal sensor; When the diagnosis result is that both the first accelerator pedal sensor and the second accelerator pedal sensor pass the validity diagnosis and the rationality diagnosis, performing mean calculation based on the first input parameter and the second input parameter to obtain the accelerator pedal position travel and the accelerator pedal voltage; When the diagnosis result is that both the first accelerator pedal sensor and the second accelerator pedal sensor are fault-free and both the first accelerator pedal sensor and the second accelerator pedal sensor have errors in rationality diagnosis, calculating the accelerator pedal position travel and the accelerator pedal voltage according to the first input parameter and the second input parameter; When the diagnosis result is that both the first accelerator pedal sensor and the second accelerator pedal sensor are faulty, determining that the accelerator pedal position travel is 0, and determining that the accelerator pedal voltage is 0; When the diagnosis result is that the first accelerator pedal sensor is not faulty and the second accelerator pedal sensor is faulty, calculating the accelerator pedal position travel and the accelerator pedal voltage according to the first input parameter; When the diagnosis result is that the first accelerator pedal sensor is faulty and the second accelerator pedal sensor is not faulty, the accelerator pedal position stroke and the accelerator pedal voltage are calculated according to the second input parameter.

[0013] In the above technical solution, the method can ensure that under different fault or abnormal conditions, the vehicle can still obtain a reasonable and reliable accelerator pedal signal, thereby ensuring stable control of the power system and driving safety.

[0014] In some implementations, calculating the target driving torque based on the accelerator pedal position travel and the first current vehicle speed includes: Calculating a baseline torque output by a vehicle power system according to the accelerator pedal position travel and the first current vehicle speed; Performing altitude correction on the baseline torque output by the vehicle power system to obtain a corrected vehicle driving torque; When the current driving mode of the vehicle is pure electric drive, calculating the target driving torque based on the drag loss torque of the clutch, the power transmission loss torque of the transmission, and the vehicle driving torque; When the current driving mode of the vehicle is engine driven, calculating the target driving torque according to the oil pump friction loss torque, the transmission power transmission loss torque and the vehicle driving torque; When the current driving mode of the vehicle is combined driving, the target driving torque is calculated according to the drag loss torque of the clutch, the friction loss torque of the oil pump, the power transmission loss torque of the transmission and the vehicle driving torque.

[0015] In the above technical solution, the method can ensure that under different driving modes, the vehicle can obtain accurate torque output that adapts to actual working conditions, thereby improving the power performance and driving experience of the hybrid vehicle.

[0016] In some embodiments, the method further comprises: Determining whether the first real-time interval distance is greater than or equal to a preset braking safety distance; When the first real-time interval distance is greater than or equal to the preset braking safety distance, the power system torque output of the vehicle is not limited, and the vehicle is controlled to drive normally according to the accelerator pedal position travel and the target driving torque; When the first real-time interval distance is not greater than the preset braking safety distance, determining whether a change amplitude of the accelerator pedal within a first preset time period is greater than a preset amplitude threshold according to the accelerator pedal position travel and the accelerator pedal voltage; If the accelerator pedal change amplitude is greater than the preset amplitude threshold, executing the limiting control of the vehicle power system torque output according to the first real-time interval distance and the target driving torque; If the accelerator pedal change amplitude is not greater than the preset amplitude threshold, the vehicle's power system torque output is not limited and the vehicle is controlled to drive normally according to the accelerator pedal position travel and the target driving torque.

[0017] In the above technical solution, the method can determine the potential collision risk based on environmental perception and driver's operating intention and limit the torque output in time, thereby avoiding sudden acceleration caused by accidentally stepping on the accelerator pedal, thereby improving the safety of the vehicle.

[0018] In some embodiments, the limiting control of the vehicle's powertrain torque output according to the first real-time interval distance and the target driving torque includes: determining a torque limit coefficient according to the first real-time interval distance; Calculating a limit driving torque according to a preset torque limit coefficient and the target driving torque; The torque output of the power system of the vehicle is limited and controlled according to the limited driving torque.

[0019] In the above technical solution, this method can reasonably limit the vehicle's power output under potential collision risks, thereby avoiding the risk of collision exacerbated by excessive torque while maintaining the necessary power to deal with possible emergencies, thereby achieving a balance between safety and driving performance.

[0020] In some embodiments, the method further comprises: After a second preset time period, reacquiring a second current vehicle speed and a second real-time distance between the vehicle and the obstacle ahead at the second current vehicle speed; When the second real-time interval distance is greater than or equal to the preset braking safety distance, the limit control on the power system torque output of the vehicle is released.

[0021] In the above technical solution, the method can continuously monitor the distance change between the vehicle and the obstacle ahead after implementing the torque limit control, and automatically release the torque limit when the safe distance is restored, thereby restoring the normal power output capacity of the vehicle.

[0022] In a second aspect, the present application provides a vehicle accelerator pedal control device, comprising: A first acquiring unit, configured to acquire an output voltage of a vehicle accelerator pedal sensor; a diagnostic unit, configured to perform a diagnosis on the effectiveness and rationality of the vehicle accelerator pedal according to the output voltage to obtain a diagnostic result; a first calculation unit, configured to calculate an accelerator pedal position stroke and an accelerator pedal voltage according to the diagnosis result; a second acquiring unit, configured to acquire a first current vehicle speed and a first real-time interval between the vehicle and a front obstacle at the first current vehicle speed; a second calculation unit, configured to calculate a target driving torque according to the accelerator pedal position travel and the first current vehicle speed; A limit control unit is configured to perform limit control on the power system torque output of the vehicle according to the first real-time interval distance and the target driving torque when the first real-time interval distance is not greater than the preset braking safety distance and when it is determined based on the accelerator pedal position travel and the accelerator pedal voltage that the accelerator pedal change amplitude within a first preset time period is greater than a preset amplitude threshold.

[0023] In the above technical solution, the device can actively limit the torque output of the power system when it detects that the distance between the vehicle and the obstacle is too close and the accelerator pedal changes too much in a short period of time, thereby effectively avoiding traffic accidents caused by accidentally stepping on the accelerator pedal and improving the safety of hybrid vehicles.

[0024] In a third aspect, the present application provides an electronic device comprising a memory and a processor, wherein the memory is used to store a computer program, and the processor runs the computer program to enable the electronic device to execute the vehicle accelerator pedal control method described in any one of the first aspects.

[0025] In a fourth aspect, the present application provides a readable storage medium, in which a computer program is stored. When the computer program is executed by a processor, the vehicle accelerator pedal control method described in any one of the first aspects is executed.

[0026] In a fifth aspect, the present application provides a computer program product, which includes a computer program. When the computer program is executed by a processor, it executes the vehicle accelerator pedal control method described in any one of the first aspects.

[0027] The beneficial effects of this application include fully considering the numerous factors that influence the accelerator pedal signal (such as accelerator pedal validity, rationality, and faults), and comprehensively determining the accelerator pedal's position, travel, and voltage output, thereby providing more effective and reliable torque control for normal vehicle driving. Furthermore, for situations where the driver accidentally presses the accelerator pedal during starting and low-speed driving, a method is proposed that combines an intelligent networked control system to identify accidental accelerator pedal presses and effectively control the rationality of the powertrain torque output, thereby ensuring the driver's safety in the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] To more clearly illustrate the technical solutions of the embodiments of the present application, the following briefly describes the drawings required for use in the embodiments of the present application. The following drawings illustrate only certain embodiments of the present application and should not be construed as limiting the scope. Throughout the drawings, the same reference numerals represent the same content.

[0029] Figure 1 This is a flow chart of a vehicle accelerator pedal control method in some embodiments of the present application; Figure 2 This is a schematic diagram of the accelerator pedal connection structure in some embodiments of the present application; Figure 3 This is a schematic diagram of a first accelerator pedal sensor validity diagnosis process in some embodiments of the present application; Figure 4 This is a schematic diagram of a second accelerator pedal sensor validity diagnosis process in some embodiments of the present application; Figure 5 This is a flow chart of a vehicle accelerator pedal control method in some embodiments of the present application; Figure 6 This is a schematic structural diagram of a vehicle accelerator pedal control device in some embodiments of the present application; Figure 7 This is a schematic diagram of the structure of an electronic device in some embodiments of the present application. DETAILED DESCRIPTION

[0030] The following embodiments of the technical solution of the present application will be described in detail with reference to the accompanying drawings. The following embodiments are only used to more clearly illustrate the technical solution of the present application and are therefore only examples and are not intended to limit the scope of protection of the present application.

[0031] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by those skilled in the art to which this application belongs; the terms used herein are only for the purpose of describing specific embodiments and are not intended to limit this application; the terms "including" and "having" and any variations thereof in the specification and claims of this application and the above-mentioned figure descriptions are intended to cover non-exclusive inclusions.

[0032] In the description of the embodiments of this application, technical terms such as "first" and "second" are used solely to distinguish between different objects and should not be understood to indicate or imply relative importance, or to implicitly indicate the quantity, specific order, or primary and secondary relationship of the technical features indicated. In the description of the embodiments of this application, "multiple" means two or more (including two). Similarly, "multiple groups" means two or more (including two groups), and "multiple sheets" means two or more (including two sheets), unless otherwise specifically defined.

[0033] References herein to "embodiments" mean that a particular feature, structure, or characteristic described in connection with the embodiments may be included in at least one embodiment of the present application. The appearance of this phrase in various places in the specification does not necessarily refer to the same embodiment, nor does it constitute an independent or alternative embodiment that is mutually exclusive of other embodiments. It is understood, both explicitly and implicitly, by those skilled in the art that the embodiments described herein may be combined with other embodiments.

[0034] In the description of the embodiments of this application, the term "and / or" is simply a description of the association relationship between associated objects, indicating that three relationships can exist. For example, A and / or B can represent the following three situations: A exists alone, A and B exist simultaneously, and B exists alone. In addition, the character " / " in this document generally indicates that the associated objects are in an "or" relationship.

[0035] Currently, hybrid vehicles are prone to traffic accidents caused by drivers accidentally pressing the accelerator pedal when starting or traveling at low speeds. To reduce the incidence of such accidents, existing technologies primarily use the acquired accelerator pedal position to allocate the driver's desired torque to the engine and motor as target torque, further controlling the powertrain's torque distribution technology. However, in complex road conditions, such as when starting or approaching an obstacle at low speed, drivers may accidentally press the accelerator pedal due to nervousness or operational errors. Existing technologies lack effective mechanisms to identify and respond to such accidental pressing, making it impossible to promptly control the powertrain's torque output, posing a serious safety hazard to drivers and passengers.

[0036] To address the above technical issues, embodiments of the present application provide a vehicle accelerator pedal control method designed for vehicle starting and low-speed driving. This method can prevent vehicle collisions caused by the driver's rapid and inadvertent pedal application. Specifically, the method comprehensively determines the actual accelerator pedal output based on information such as the accelerator pedal position signal, validity diagnosis, rationality diagnosis, and fault status. Furthermore, an effective torque intervention control method is proposed based on the distance between the vehicle and the obstacle ahead, thereby ensuring vehicle safety.

[0037] This application targets hybrid electric vehicles (HEVs), whose powertrains primarily consist of components such as the engine, motor, power battery, clutch, transmission, speed reducer, and drive axle, along with corresponding controllers for each powertrain component. These controllers include the vehicle control unit (VCU), engine management system (EMS), motor control unit (MCU), battery management system (BMS), direct current direct current converter (DCDC), transmission control unit (TCU), and intelligent networked control system (INCS).

[0038] The various controllers communicate with each other via the CAN network. The VCU is the core controller of the vehicle, coordinating and controlling other subsystems. The EMS controls the engine, the MCU controls the motor, the BMS controls the power battery, the DC-DC converter converts high-voltage power to low-voltage power, the TCU controls the transmission, and the INCS obtains the real-time distance between the vehicle and the vehicle ahead or obstacles and sends it to the VCU.

[0039] like Figure 1 As shown, some embodiments of the present application provide a vehicle accelerator pedal control method, the vehicle accelerator pedal control method comprising: S101, obtaining the output voltage of the vehicle accelerator pedal sensor; S102, performing a vehicle accelerator pedal effectiveness and rationality diagnosis based on the output voltage to obtain a diagnosis result; S103, calculating the accelerator pedal position travel and accelerator pedal voltage based on the diagnosis result; S104, obtaining a first current vehicle speed and a first real-time distance between the vehicle and a front obstacle at the first current vehicle speed; S105, calculating a target driving torque based on an accelerator pedal position travel and a first current vehicle speed; S106. When the first real-time interval distance is not greater than the preset braking safety distance, and it is determined based on the accelerator pedal position travel and the accelerator pedal voltage that the accelerator pedal change amplitude within the first preset time period is greater than the preset amplitude threshold, the vehicle's power system torque output is limited according to the first real-time interval distance and the target driving torque. In some embodiments, obtaining a first current vehicle speed and a first real-time distance between the vehicle and a front obstacle at the first current vehicle speed includes: Obtaining a first current vehicle speed and first external environment information detected by a lidar sensor; A first real-time interval distance between the vehicle and a front obstacle at a first current vehicle speed is calculated based on the first external environment information.

[0040] In some embodiments, Figure 2 A schematic diagram of an accelerator pedal connection structure is shown. This structure features two accelerator pedal position sensors, Sensor 1 (i.e., the first accelerator pedal sensor) and Sensor 2 (i.e., the second accelerator pedal sensor), mounted on the vehicle's accelerator pedal. These two accelerator pedal position sensors require power supply, Power Supply 1 and Power Supply 2. The supply voltages can be set to V_ApdInVolt1 and V_ApdInVolt2, respectively. Power supply is essential for proper sensor operation.

[0041] In some embodiments, the sensor will output two voltages to identify the degree to which the accelerator pedal is depressed, namely output voltage 1 and output voltage 2. The output voltages are set to V_ApdOuVolt1 and V_ApdOuVolt2 respectively. After processing, these two voltages can be converted into position strokes, namely position stroke 1 and position stroke 2. The unit of position stroke is percentage, which can be understood as the degree to which the accelerator pedal is depressed by the driver.

[0042] In these embodiments, the method can proactively limit the power system torque output when it detects that the distance between the vehicle and an obstacle is too close and the accelerator pedal changes too much in a short period of time, thereby effectively avoiding traffic accidents caused by accidentally stepping on the accelerator pedal and improving the safety of hybrid vehicles.

[0043] To effectively obtain an accelerator pedal signal, in some embodiments, the vehicle accelerator pedal sensor includes a first accelerator pedal sensor and a second accelerator pedal sensor; The output voltage includes a first output voltage of the first accelerator pedal sensor and a second output voltage of the second accelerator pedal sensor.

[0044] In some embodiments, a vehicle accelerator pedal device includes two accelerator pedal sensors (i.e., a first accelerator pedal sensor and a second accelerator pedal sensor). These two accelerator pedal position sensors require power. Their power input voltages can be set to V_ApdInVolt1 and V_ApdInVolt2. Power is required for proper sensor operation. Furthermore, the sensors output two voltages to identify the degree to which the accelerator pedal is depressed. These pedal position voltages are set to V_ApdOuVolt1 (i.e., a first output voltage) and V_ApdOuVolt2 (i.e., a second output voltage). After receiving these pedal position voltages, the VCU internally processes the V_ApdOuVolt1 and V_ApdOuVolt2 voltage signals and ultimately converts them into the position travels of the two accelerator pedals, designated as ApdPct1 and ApdPct2. The units of these travels are percentages, which can be understood as the degree to which the accelerator pedal has been depressed by the driver.

[0045] In these embodiments, the method can ensure the reliability and accuracy of accelerator pedal signal acquisition, thereby avoiding misjudgment or failure caused by a single sensor failure, and further enhancing the stability and safety of the vehicle power system torque control.

[0046] In order to effectively identify and handle sensor signal abnormalities, in some embodiments, the vehicle accelerator pedal effectiveness and rationality diagnosis is performed based on the output voltage to obtain diagnostic results, including: When the first output voltage is within a first preset valid voltage range and the second output voltage is within a second preset valid voltage range, determining whether the first output voltage and the second output voltage meet a preset rationality condition; When the first output voltage and the second output voltage meet a preset rationality condition, determining that the diagnosis result is that both the first accelerator pedal sensor and the second accelerator pedal sensor pass the validity diagnosis and the rationality diagnosis; When the first output voltage and the second output voltage do not meet the preset rationality conditions, the diagnosis result is determined to be that both the first accelerator pedal sensor and the second accelerator pedal sensor are faulty, and errors occur in the rationality diagnosis of the first accelerator pedal sensor and the second accelerator pedal sensor.

[0047] In some embodiments, if both accelerator pedal position sensors pass the validity diagnosis, the VCU also performs a rationality diagnosis on both pedals to ensure the reliability of the final output of the accelerator pedal. The VCU performs the rationality diagnosis using the following formula algorithm: |

[0048] Among them, K_Apd is the configuration coefficient, which can be obtained and configured based on previous test calibration experience.

[0049] If the output parameters of the two sensors do not satisfy the above formula, the rationality diagnosis is wrong and the VCU reports the diagnostic fault DTC_ApdFlt3.

[0050] In these embodiments, the method can effectively identify and handle abnormal sensor signals, avoid erroneous operations or abnormal power system control caused by unreasonable signals, and improve the accuracy and reliability of vehicle accelerator pedal control.

[0051] To improve the accuracy and timeliness of fault detection, in some embodiments, the effectiveness and rationality of the vehicle accelerator pedal are diagnosed based on the output voltage, and the diagnostic results obtained include: When the first output voltage is not within the first preset effective voltage range and the second output voltage is not within the second preset effective voltage range, determining that the diagnosis result is that both the first accelerator pedal sensor and the second accelerator pedal sensor are faulty; When the first output voltage is within a first preset effective voltage range and the second output voltage is not within a second preset effective voltage range, determining that the diagnosis result is that the first accelerator pedal sensor is not faulty and the second accelerator pedal sensor is faulty; When the first output voltage is not within the first preset effective voltage range and the second output voltage is within the second preset effective voltage range, it is determined that the diagnosis result is that the first accelerator pedal sensor is faulty and the second accelerator pedal sensor is not faulty.

[0052] In some embodiments, Figure 3 The figure shows the diagnostic process for accelerator pedal sensor 1. When the VCU receives the first output voltage V_ApdOuVolt1 of the first accelerator pedal sensor, it compares it with a first preset valid voltage range within the program (including K_ApdVL1 and K_ApdVH1). If V_ApdOuVolt1 is outside this range, the VCU reports a diagnostic fault DTC_ApdFlt1, indicating a fault in the first accelerator pedal sensor.

[0053] In some embodiments, Figure 4 The figure shows the diagnostic process for accelerator pedal sensor 2. When the VCU receives the second output voltage V_ApdOuVolt2 of the second accelerator pedal sensor, it compares it with a second preset validity range within the program (including K_ApdVL2 and K_ApdVH2). If the second output voltage V_ApdOuVolt2 is outside this range, the VCU reports a diagnostic fault DTC_ApdFlt2, indicating a fault in the second accelerator pedal sensor.

[0054] In some embodiments, the first preset effective voltage range and the second preset effective voltage range may be the same or different, and are preset based on the parameter characteristics of the pedal, which is not limited in this embodiment.

[0055] In these embodiments, the method can effectively improve the accuracy and timeliness of fault detection, provide reliable sensor status information for subsequent power system control, and ensure that the vehicle can still operate safely or enter protection mode in a timely manner when a sensor fails.

[0056] In order to obtain a reasonable and reliable accelerator pedal signal, in some embodiments, calculating the accelerator pedal position and accelerator pedal voltage based on the diagnosis results includes: acquiring a first input parameter of a first accelerator pedal sensor and a second input parameter of a second accelerator pedal sensor; When the diagnosis result is that both the first accelerator pedal sensor and the second accelerator pedal sensor pass the validity diagnosis and the rationality diagnosis, performing mean calculation based on the first input parameter and the second input parameter to obtain the accelerator pedal position travel and the accelerator pedal voltage; When the diagnosis result shows that both the first accelerator pedal sensor and the second accelerator pedal sensor are fault-free and both the first accelerator pedal sensor and the second accelerator pedal sensor have errors in rationality diagnosis, calculating the accelerator pedal position travel and the accelerator pedal voltage according to the first input parameter and the second input parameter; When the diagnosis result is that both the first accelerator pedal sensor and the second accelerator pedal sensor are faulty, determining that the accelerator pedal position travel is 0, and determining that the accelerator pedal voltage is 0; When the diagnosis result shows that the first accelerator pedal sensor is not faulty and the second accelerator pedal sensor is faulty, the accelerator pedal position travel and the accelerator pedal voltage are calculated according to the first input parameter; When the diagnosis result shows that the first accelerator pedal sensor is faulty and the second accelerator pedal sensor is not faulty, the accelerator pedal position stroke and the accelerator pedal voltage are calculated according to the second input parameter.

[0057] In some embodiments, since there are two accelerator pedal position sensors, the final output accelerator pedal position stroke is related to the status of the two sensors. After conversion and calculation, the actual accelerator pedal position stroke is set as ApdPctFin, and the voltage output is set as ApdVoltFin.

[0058] In some embodiments, when sensor 1 fails, the VCU should use the input parameters of sensor 2 to calculate the accelerator pedal position, travel, and voltage through conversion. The algorithm is as follows: ApdPctFin=ApdPct2; ApdVoltFin=V_ApdOuVolt2.

[0059] In some embodiments, when sensor 2 fails, the VCU should use the input parameters of sensor 1 to calculate the accelerator pedal position, travel, and voltage through conversion. The algorithm is as follows: ApdPctFin=ApdPct1; ApdVoltFin=V_ApdOuVolt1.

[0060] In some embodiments, when both sensor 1 and sensor 2 fail, the VCU should set the accelerator pedal position output to 0 to ensure vehicle safety. However, the output voltage is in an untrustworthy state and can be ignored. The algorithm is as follows: ApdPctFin=0; ApdVoltFin=0.

[0061] In some embodiments, when both sensors are normal but a rationality diagnosis error occurs, the VCU should use the smaller value of the two pedals as the calculated pedal travel output, using the following algorithm: ApdPctFin=min(V_ApdVolt1, V_ApdVolt2).

[0062] In some embodiments, when both sensors are fault-free and pass both validity and rationality diagnostics, the accelerator pedal position, travel, and voltage are calculated as follows: ApdPctFin=1 / 2(V_ApdPct1+V_ApdPct2); ApdVoltFin=1 / 2(V_ApdOuVolt1+V_ApdOuVolt2).

[0063] In these embodiments, the method can ensure that under different fault or abnormal conditions, the vehicle can still obtain a reasonable and reliable accelerator pedal signal, thereby ensuring stable control of the power system and driving safety.

[0064] To ensure that an accurate torque output is obtained that adapts to actual working conditions, in some embodiments, the target driving torque is calculated based on the accelerator pedal position and the first current vehicle speed, including: Calculating a baseline torque output by a vehicle powertrain based on an accelerator pedal position travel and a first current vehicle speed; Performing altitude correction on a baseline torque output by a vehicle power system to obtain a corrected vehicle driving torque; When the vehicle's current driving mode is pure electric drive, the target driving torque is calculated based on the clutch drag loss torque, the transmission power transmission loss torque, and the vehicle driving torque; When the vehicle is currently driven by the engine, the target driving torque is calculated based on the oil pump friction loss torque, the transmission power transmission loss torque, and the vehicle driving torque. When the current driving mode of the vehicle is combined driving, the target driving torque is calculated based on the drag loss torque of the clutch, the friction loss torque of the oil pump, the power transmission loss torque of the transmission, and the vehicle driving torque.

[0065] In some embodiments, the vehicle power system output baseline torque T0 is calculated based on the accelerator pedal ApdPctFin and the vehicle speed v by using a table lookup method.

[0066] In some embodiments, during vehicle driving, the baseline torque needs to be multiplied by the altitude coefficient (set as f1) to perform torque altitude correction. The altitude coefficient f1 is sent from the engine controller EMS to the VCU. The calculation method is as follows: ; Hybrid vehicles can be driven by pure electric power, engine power, or combined power. The altitude-corrected torque must be added to the powertrain's loss torque. Powertrain loss torque is divided into three types: pure electric power, engine power, and combined power. These include: (1) When driving purely electric, the drag loss torque of the clutch must be considered (set as T c ), the gearbox power transmission loss torque (set as T s ). Driving torque in pure electric drive The calculation is as follows: ; (2) When the engine is driven, the oil pump friction loss torque (set as T i ), the gearbox power transmission loss torque (set as T s ). Driving torque when the engine is driven The calculation is as follows: ; (3) When driving in combination, the drag loss torque T of the clutch needs to be considered. c , oil pump friction loss torque (set as T i ), transmission power transmission torque loss T s , driving torque when combined drive The calculation is as follows: ; In summary, the hybrid vehicle power system driving torque The calculation method is as follows: .

[0067] In these embodiments, the method can ensure that the vehicle can obtain accurate torque output that adapts to actual working conditions under different driving modes, thereby improving the power performance and driving experience of the hybrid vehicle.

[0068] In order to determine the potential collision risk and limit the torque output in a timely manner, in some embodiments, the method further includes: Determining whether the first real-time interval distance is greater than or equal to a preset braking safety distance; When the first real-time interval distance is greater than or equal to the preset braking safety distance, the vehicle's power system torque output is not limited, and the vehicle is controlled to drive normally according to the accelerator pedal position travel and the target driving torque; When the first real-time interval distance is not greater than the preset braking safety distance, determining whether a change amplitude of the accelerator pedal within a first preset time period is greater than a preset amplitude threshold according to the accelerator pedal position travel and the accelerator pedal voltage; If the accelerator pedal change amplitude is greater than a preset amplitude threshold, executing a limit control on the vehicle's power system torque output according to the first real-time interval distance and the target driving torque; If the accelerator pedal change amplitude is not greater than the preset amplitude threshold, the vehicle's power system torque output is not limited, and the vehicle is controlled to drive normally according to the accelerator pedal position travel and the target driving torque.

[0069] In some embodiments, during vehicle starting and low-speed driving, the intelligent connected control system INCS collects the distance between the current vehicle and the vehicle in front or obstacle and uploads it to the internal database. At the same time, INCS sends the distance signal to the VCU, which performs real-time data processing and analysis and judgment.

[0070] In some embodiments, during vehicle launch and low-speed driving, the VCU can determine the safe braking distance at different speeds based on the current vehicle speed. A map / curve relationship between vehicle speed and safe braking distance can be pre-calibrated and stored within the VCU's internal control program. The VCU receives the current real-time distance between the vehicle and the obstacle ahead, transmitted by the INCS, and compares it with the internal safe braking distance to determine whether the vehicle is in imminent collision danger.

[0071] In some embodiments, if the distance between the vehicle and the obstacle ahead is greater than or equal to the braking safety distance at the current vehicle speed, the VCU responds normally to the vehicle's accelerator pedal position travel value, controls the vehicle to drive normally, and the power system torque output is not limited.

[0072] In some embodiments, if the distance between the vehicle and the obstacle ahead at the current vehicle speed is less than the braking safety distance, the VCU needs to limit the torque output of the vehicle power system. At this time, the vehicle power is limited, and the driver will feel that the vehicle has insufficient acceleration.

[0073] In these embodiments, the method can determine the potential collision risk based on environmental perception and the driver's operation intention and timely limit the torque output, thereby avoiding sudden acceleration caused by accidentally stepping on the accelerator pedal and improving the safety of the vehicle.

[0074] In order to reasonably limit the power output of the vehicle under potential collision risk, in some embodiments, the torque output of the vehicle power system is limited and controlled according to the first real-time interval distance and the target driving drive torque, including: Determine the torque limit coefficient according to the first real-time interval distance; Calculate the limited drive torque according to the preset torque limit coefficient and the target driving drive torque; Limit and control the torque output of the vehicle power system according to the limited drive torque.

[0075] In some embodiments, let the normal torque output value of the vehicle power system be , if the distance between the vehicle and the obstacle ahead at the current vehicle speed is less than the braking safety distance, then introduce the torque limit coefficient λ, that is , which is used to handle potential dangerous collision situations, and the value of λ is calibratable.

[0076] Let the real-time distance between the vehicle and the obstacle ahead be S. When S is already less than the braking safety distance, if the driver suddenly steps on the accelerator pedal by more than 50% (calibratable) at this time, that is, ApdPctFin>50% and ApdVoltFin>0.5*Apdmax. Then there is likely a situation where the driver accidentally steps on the accelerator pedal dangerously. (where Apdmax is the maximum output voltage value of the accelerator pedal, which is a known value and can be obtained according to the accelerator pedal characteristics) In order to ensure the driving safety of the vehicle and protect the driver, it is necessary to design and develop a vehicle accelerator pedal safety control strategy, as follows: (1) When S1≤S, then λ = 1, that is, at this time the vehicle is in a safe environment, the distance between the vehicle and the obstacle at the current vehicle speed is greater than or equal to the safety distance, and the torque output value of the power system is not limited at this time.

[0077] (2) When S2≤S<S1, the value of λ should be set to a larger value, for example, λ = 0.8.

[0078] (3) When S3≤S<S2, the value of λ should be set to a medium value, for example, λ = 0.6.

[0079] When S4 ≤ S < S3, the value of λ should be set to a smaller value. For example, λ = 0.4.

[0080] When S5 ≤ S < S4, the value of λ should be set to the minimum value. For example, λ = 0.2.

[0081] When S < S5, the value of λ should be set to 0, that is, λ = 0, and at the same time, the power supply voltage of the accelerator pedal is cut off. At this time, the position stroke and voltage output value of the vehicle accelerator pedal should be set to 0.

[0082] In the above formula, S1 is the first safety distance (the pre - calibrated value is 20 meters), S2 is the second interval distance (the pre - calibrated value is 15 meters), S3 is the third interval distance (the pre - calibrated value is 10 meters), S4 is the fourth interval distance (the pre - calibrated value is 5 meters), and S5 is the fifth interval distance (the pre - calibrated value is 2 meters).

[0083] In these embodiments, the method can reasonably limit the power output of the vehicle under potential collision risks, thereby avoiding exacerbating the collision risk due to excessive torque while maintaining the necessary power to cope with possible emergencies, and thus achieving a balance between safety and driving performance.

[0084] To provide additional limit control, in some embodiments, the method further includes: After the second preset time period, re - obtain the second current vehicle speed and the second real - time interval distance between the vehicle and the obstacle ahead at the second current vehicle speed; When the second real - time interval distance is greater than or equal to the preset braking safety distance,解除 the limit control on the torque output of the vehicle's power system.

[0085] In some embodiments, the second preset time period is pre - calibrated. Specifically, the second preset time period can be 2s, etc., and the embodiments of this application do not make limitations on this.

[0086] In these embodiments, the method can continuously monitor the change in the distance between the vehicle and the obstacle ahead after implementing the torque limit control, and automatically解除 the torque limit when the safety distance is restored, restoring the normal power output ability of the vehicle.

[0087] To make the purpose, technical solution, and advantages of this application clearer, the technical solutions in this application will be described clearly and completely below. In some embodiments, as Figure 5 shown, the vehicle accelerator pedal control method includes: S201. Obtain the first output voltage of the first accelerator pedal sensor and the second output voltage of the second accelerator pedal sensor.

[0088] It should be noted that the Chinese character "解除" in line 20 is directly translated as "解除" here as it is a technical term in this context. If a more specific English equivalent is required, it can be adjusted according to the actual situation. Also, the format of the original text is maintained as closely as possible during translation.S202 , determining whether the first output voltage is within a first preset effective range; if not, executing step S203 ; if so, executing step S204 .

[0089] S203: Determine that the first accelerator pedal sensor is faulty, and execute step S209.

[0090] S204 , determining whether the second output voltage is within a valid range; if not, executing step S205 ; if so, executing step S206 .

[0091] S205: Determine that the second accelerator pedal sensor is faulty, and execute step S209.

[0092] S206. Determine whether the first accelerator pedal sensor and the second accelerator pedal sensor pass the rationality diagnosis; if not, execute step S207; if so, execute step S208.

[0093] S207: Determine that the first accelerator pedal sensor and the second accelerator pedal sensor fail the rationality diagnosis, and execute step S209.

[0094] S208: Determine the accelerator pedal position and accelerator pedal voltage through internal algorithm processing; S209: Calculate the accelerator pedal position and travel and accelerator pedal voltage in the fault state through a comprehensive diagnostic algorithm; S210: The intelligent connected control system obtains external environment information from the laser radar sensor.

[0095] S211. After internal data processing, the intelligent connected control system sends a distance signal to the vehicle controller in real time to the vehicle or obstacle in front.

[0096] S212: Call the internal safety processing module to analyze and judge the real-time interval distance data.

[0097] S213. Determine whether the distance between the vehicle and the obstacle ahead is less than a preset safe braking distance at the current speed; if not, execute step S214; if yes, execute step S215.

[0098] S214: Control the vehicle to drive normally.

[0099] S215. Determine whether the driver's rapid accelerator pedal pressing amplitude within the first preset time period is greater than a preset amplitude threshold; if not, execute step S216; if yes, execute step S217.

[0100] S216: Control the vehicle to drive normally.

[0101] S217: Limit the output of the power system torque.

[0102] S218. After the second preset time period, continue to determine whether the distance between the vehicle and the obstacle ahead is still less than the preset braking safety distance at the current speed; if not, execute step S219; if yes, execute step S217.

[0103] S219. Restore normal power system torque output.

[0104] In some embodiments, the first preset time period and the second preset time period are both pre-calibrated. Specifically, the first preset time period may be 100ms, etc., and the second preset time period may be 2s, etc. This embodiment of the present application does not limit this.

[0105] In some embodiments, by determining if the vehicle's accelerator pedal is accidentally depressed and intervening with torque, the actual torque output of the power system is limited to protect the safety of the driver and passengers and further enhance the safety performance of the vehicle.

[0106] Figure 6 The schematic diagram of the structure of a vehicle accelerator pedal control device is shown. It should be understood that the device is Figure 1 The method executed in the embodiment corresponds to the embodiment, and the steps involved in the aforementioned method can be executed. The specific functions and effects of the device can be found in the description above. To avoid repetition, detailed description is appropriately omitted here.

[0107] Wherein, the vehicle accelerator pedal control device includes: A first acquiring unit 310 is configured to acquire an output voltage of a vehicle accelerator pedal sensor; The diagnostic unit 320 is used to perform a diagnosis on the effectiveness and rationality of the vehicle accelerator pedal according to the output voltage and obtain a diagnostic result; A first calculation unit 330 is used to calculate the accelerator pedal position travel and the accelerator pedal voltage according to the diagnosis result; The second acquiring unit 340 is configured to acquire a first current vehicle speed and a first real-time distance between the vehicle and a front obstacle at the first current vehicle speed; a second calculation unit 350 for calculating a target driving torque according to an accelerator pedal position travel and a first current vehicle speed; The limit control unit 360 is used to limit the vehicle's power system torque output according to the first real-time interval distance and the target driving torque when the first real-time interval distance is not greater than the preset braking safety distance and it is determined based on the accelerator pedal position travel and the accelerator pedal voltage that the accelerator pedal change amplitude within the first preset time period is greater than the preset amplitude threshold.

[0108] In some embodiments, the vehicle accelerator pedal sensor includes a first accelerator pedal sensor and a second accelerator pedal sensor; The output voltage includes a first output voltage of the first accelerator pedal sensor and a second output voltage of the second accelerator pedal sensor.

[0109] In some embodiments, the diagnostic unit 320 includes: a diagnosis subunit 321 for determining whether the first output voltage and the second output voltage meet a preset rationality condition when the first output voltage is within a first preset valid voltage range and the second output voltage is within a second preset valid voltage range; a first determining subunit 322 for determining, when the first output voltage and the second output voltage satisfy a preset rationality condition, that the diagnosis result is that both the first accelerator pedal sensor and the second accelerator pedal sensor pass the validity diagnosis and the rationality diagnosis; The first determination subunit 322 is also used to determine that the diagnosis result is that both the first accelerator pedal sensor and the second accelerator pedal sensor are fault-free and errors occur in the rationality diagnosis of the first accelerator pedal sensor and the second accelerator pedal sensor when the first output voltage and the second output voltage do not meet the preset rationality conditions.

[0110] In some embodiments, the first determining subunit 322 is further configured to determine that the diagnosis result is that both the first accelerator pedal sensor and the second accelerator pedal sensor are faulty when the first output voltage is not within a first preset valid voltage range and the second output voltage is not within a second preset valid voltage range; The first determining subunit 322 is further configured to determine, when the first output voltage is within a first preset effective voltage range and the second output voltage is not within a second preset effective voltage range, that the diagnosis result is that the first accelerator pedal sensor is not faulty and the second accelerator pedal sensor is faulty; The first determining subunit 322 is further used to determine that the diagnosis result is that the first accelerator pedal sensor is faulty and the second accelerator pedal sensor is not faulty when the first output voltage is not within the first preset effective voltage range and the second output voltage is within the second preset effective voltage range.

[0111] In some embodiments, the first computing unit 330 includes: An acquiring subunit 331 is configured to acquire a first input parameter of the first accelerator pedal sensor and a second input parameter of the second accelerator pedal sensor; a first calculation subunit 332 for performing mean calculation based on the first input parameter and the second input parameter to obtain an accelerator pedal position and travel and an accelerator pedal voltage when the diagnosis result indicates that both the first accelerator pedal sensor and the second accelerator pedal sensor have passed the validity diagnosis and the rationality diagnosis; The first calculation subunit 332 is further configured to calculate the accelerator pedal position travel and the accelerator pedal voltage according to the first input parameter and the second input parameter when the diagnosis result shows that both the first accelerator pedal sensor and the second accelerator pedal sensor are fault-free and both the first accelerator pedal sensor and the second accelerator pedal sensor have errors in the rationality diagnosis; a second determining subunit 333 for determining that the accelerator pedal position travel is 0 and the accelerator pedal voltage is 0 when the diagnosis result shows that both the first accelerator pedal sensor and the second accelerator pedal sensor are faulty; The first calculation subunit 332 is further configured to calculate the accelerator pedal position travel and the accelerator pedal voltage according to the first input parameter when the diagnosis result shows that the first accelerator pedal sensor is not faulty and the second accelerator pedal sensor is faulty; The first calculation subunit 332 is further configured to calculate the accelerator pedal position travel and the accelerator pedal voltage according to the second input parameter when the diagnosis result shows that the first accelerator pedal sensor is faulty and the second accelerator pedal sensor is not faulty.

[0112] In some embodiments, the second computing unit 350 includes: A second calculation subunit 351 is configured to calculate a baseline torque output by a vehicle power system according to an accelerator pedal position travel and a first current vehicle speed; a correction subunit 352 for performing altitude correction on the baseline torque output by the vehicle power system to obtain a corrected vehicle driving torque; The second calculation subunit 351 is further configured to calculate a target driving torque based on the drag loss torque of the clutch, the power transmission loss torque of the transmission, and the vehicle driving torque when the current driving mode of the vehicle is pure electric driving; The second calculation subunit 351 is further configured to calculate a target driving torque based on the oil pump friction loss torque, the transmission power transmission loss torque, and the vehicle driving torque when the current driving mode of the vehicle is engine driven; The second calculation subunit 351 is further used to calculate the target driving torque according to the drag loss torque of the clutch, the oil pump friction loss torque, the transmission power transmission loss torque and the vehicle driving torque when the current driving mode of the vehicle is combined driving.

[0113] In some embodiments, the vehicle accelerator pedal control device further includes: A determination unit 370 is configured to determine whether the first real-time interval distance is greater than or equal to a preset braking safety distance; a driving control unit 380 configured to, when the first real-time interval distance is greater than or equal to a preset braking safety distance, not limit the torque output of the vehicle's powertrain and to control the vehicle to drive normally based on the accelerator pedal position and the target driving torque; The judgment unit 370 is further configured to judge, when the first real-time interval distance is not greater than the preset braking safety distance, whether the accelerator pedal change amplitude within a first preset time period is greater than a preset amplitude threshold according to the accelerator pedal position travel and the accelerator pedal voltage; The limit control unit 360 is further configured to perform limit control on the torque output of the vehicle's power system according to the first real-time interval distance and the target driving torque when the accelerator pedal change amplitude is greater than a preset amplitude threshold; The drive control unit 380 is also used to not limit the vehicle's power system torque output when the accelerator pedal change amplitude is not greater than a preset amplitude threshold, and to control the vehicle to drive normally according to the accelerator pedal position travel and the target driving torque.

[0114] In some embodiments, the quota control unit 360 includes: A third determining subunit 361 is configured to determine a torque limit coefficient according to the first real-time interval distance; The third calculation subunit 362 is configured to calculate a limit driving torque according to a preset torque limit coefficient and a target driving torque; The limit control subunit 363 is used to perform limit control on the torque output of the vehicle's power system according to the limit driving torque.

[0115] In some embodiments, the vehicle accelerator pedal control device further includes: A third acquiring unit 390 is configured to reacquire a second current vehicle speed and a second real-time distance between the vehicle and a front obstacle at the second current vehicle speed after a second preset time period; The limit control unit 360 is configured to release the limit control on the torque output of the vehicle's power system when the second real-time interval distance is greater than or equal to a preset braking safety distance.

[0116] like Figure 7 As shown, the present application provides an electronic device 400, which includes a processor 401 and a memory 402. The processor 401 and the memory 402 are interconnected and communicate with each other through a communication bus 403 and / or other forms of connection mechanisms (not shown). The memory 402 stores a computer program executable by the processor 401. When the computing device is running, the processor 401 executes the computer program to perform the method in any of the aforementioned optional implementations.

[0117] The present application provides a computer-readable storage medium, wherein a computer program is stored in the computer-readable storage medium. When the computer program is executed by a processor, the method in any of the aforementioned optional implementations is executed.

[0118] Among them, the computer-readable storage medium can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic storage, flash memory, magnetic disk or optical disk.

[0119] The present application provides a computer program product, which includes computer programmability. When the computer program is executed by a processor, the method in any of the aforementioned optional implementations is executed.

[0120] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit them. Although the present application has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some or all of the technical features therein. These modifications or replacements do not deviate the essence of the corresponding technical solutions from the scope of the technical solutions of the embodiments of the present application, and they should all be included in the scope of the claims and specification of the present application. In particular, as long as there is no conflict, the various technical features mentioned in the various embodiments can be combined in any way. The present application is not limited to the specific embodiments disclosed herein, but includes all technical solutions that fall within the scope of the claims.

Claims

1. A vehicle accelerator pedal control method, characterized in that: include: Get the output voltage of the vehicle's accelerator pedal sensor; Performing a vehicle accelerator pedal effectiveness diagnosis and rationality diagnosis based on the output voltage to obtain a diagnosis result; calculating the accelerator pedal position travel and the accelerator pedal voltage according to the diagnosis result; Obtaining a first current vehicle speed and a first real-time distance between the vehicle and a front obstacle at the first current vehicle speed; calculating a target driving torque according to the accelerator pedal position travel and the first current vehicle speed; When the first real-time interval distance is not greater than the preset braking safety distance, and it is determined based on the accelerator pedal position travel and the accelerator pedal voltage that the accelerator pedal change amplitude within a first preset time period is greater than a preset amplitude threshold, the vehicle's power system torque output is limited based on the first real-time interval distance and the target driving torque.

2. The vehicle accelerator pedal control method according to claim 1, characterized in that: The vehicle accelerator pedal sensor includes a first accelerator pedal sensor and a second accelerator pedal sensor; The output voltages include a first output voltage of the first accelerator pedal sensor and a second output voltage of the second accelerator pedal sensor.

3. The vehicle accelerator pedal control method according to claim 2, characterized in that: The vehicle accelerator pedal effectiveness diagnosis and rationality diagnosis are performed according to the output voltage to obtain a diagnosis result, including: When the first output voltage is within a first preset valid voltage range and the second output voltage is within a second preset valid voltage range, determining whether the first output voltage and the second output voltage meet a preset rationality condition; When the first output voltage and the second output voltage satisfy the preset rationality condition, determining that the diagnosis result is that both the first accelerator pedal sensor and the second accelerator pedal sensor pass the validity diagnosis and the rationality diagnosis; When the first output voltage and the second output voltage do not meet the preset rationality condition, the diagnosis result is determined to be that both the first accelerator pedal sensor and the second accelerator pedal sensor are fault-free, and errors occur in the rationality diagnosis of both the first accelerator pedal sensor and the second accelerator pedal sensor.

4. The vehicle accelerator pedal control method according to claim 3, characterized in that: The vehicle accelerator pedal effectiveness diagnosis and rationality diagnosis are performed according to the output voltage to obtain a diagnosis result, including: When the first output voltage is not within the first preset valid voltage range and the second output voltage is not within the second preset valid voltage range, determining that the diagnosis result is that both the first accelerator pedal sensor and the second accelerator pedal sensor are faulty; When the first output voltage is within the first preset effective voltage range and the second output voltage is not within the second preset effective voltage range, determining that the diagnosis result is that the first accelerator pedal sensor is not faulty and the second accelerator pedal sensor is faulty; When the first output voltage is not within the first preset effective voltage range and the second output voltage is within the second preset effective voltage range, it is determined that the diagnosis result is that the first accelerator pedal sensor is faulty and the second accelerator pedal sensor is not faulty.

5. The vehicle accelerator pedal control method according to claim 4, characterized in that: The calculating the accelerator pedal position stroke and the accelerator pedal voltage according to the diagnosis result includes: acquiring a first input parameter of the first accelerator pedal sensor and a second input parameter of the second accelerator pedal sensor; When the diagnosis result is that both the first accelerator pedal sensor and the second accelerator pedal sensor pass the validity diagnosis and the rationality diagnosis, performing mean calculation based on the first input parameter and the second input parameter to obtain the accelerator pedal position travel and the accelerator pedal voltage; When the diagnosis result is that both the first accelerator pedal sensor and the second accelerator pedal sensor are fault-free and both the first accelerator pedal sensor and the second accelerator pedal sensor have errors in rationality diagnosis, calculating the accelerator pedal position travel and the accelerator pedal voltage according to the first input parameter and the second input parameter; When the diagnosis result is that both the first accelerator pedal sensor and the second accelerator pedal sensor are faulty, determining that the accelerator pedal position travel is 0, and determining that the accelerator pedal voltage is 0; When the diagnosis result is that the first accelerator pedal sensor is not faulty and the second accelerator pedal sensor is faulty, calculating the accelerator pedal position travel and the accelerator pedal voltage according to the first input parameter; When the diagnosis result is that the first accelerator pedal sensor is faulty and the second accelerator pedal sensor is not faulty, the accelerator pedal position stroke and the accelerator pedal voltage are calculated according to the second input parameter.

6. The vehicle accelerator pedal control method according to claim 1, characterized in that: The calculating the target driving torque according to the accelerator pedal position travel and the first current vehicle speed includes: Calculating a baseline torque output by a vehicle power system according to the accelerator pedal position travel and the first current vehicle speed; Performing altitude correction on the baseline torque output by the vehicle power system to obtain a corrected vehicle driving torque; When the current driving mode of the vehicle is pure electric drive, calculating the target driving torque based on the drag loss torque of the clutch, the power transmission loss torque of the transmission, and the vehicle driving torque; When the current driving mode of the vehicle is engine driven, calculating the target driving torque according to the oil pump friction loss torque, the transmission power transmission loss torque and the vehicle driving torque; When the current driving mode of the vehicle is combined driving, the target driving torque is calculated according to the drag loss torque of the clutch, the friction loss torque of the oil pump, the power transmission loss torque of the transmission and the vehicle driving torque.

7. The vehicle accelerator pedal control method according to claim 1, characterized in that: The method further comprises: Determining whether the first real-time interval distance is greater than or equal to a preset braking safety distance; When the first real-time interval distance is greater than or equal to the preset braking safety distance, the power system torque output of the vehicle is not limited, and the vehicle is controlled to drive normally according to the accelerator pedal position travel and the target driving torque; When the first real-time interval distance is not greater than the preset braking safety distance, determining whether a change amplitude of the accelerator pedal within a first preset time period is greater than a preset amplitude threshold according to the accelerator pedal position travel and the accelerator pedal voltage; If the accelerator pedal change amplitude is greater than the preset amplitude threshold, executing the limiting control of the vehicle power system torque output according to the first real-time interval distance and the target driving torque; If the accelerator pedal change amplitude is not greater than the preset amplitude threshold, the vehicle's power system torque output is not limited and the vehicle is controlled to drive normally according to the accelerator pedal position travel and the target driving torque.

8. The vehicle accelerator pedal control method according to claim 1, characterized in that: The limiting control of the torque output of the power system of the vehicle according to the first real-time interval distance and the target driving torque includes: determining a torque limit coefficient according to the first real-time interval distance; Calculating a limit driving torque according to a preset torque limit coefficient and the target driving torque; The torque output of the power system of the vehicle is limited and controlled according to the limited driving torque.

9. The vehicle accelerator pedal control method according to claim 1, characterized in that: The method further comprises: After a second preset time period, reacquiring a second current vehicle speed and a second real-time distance between the vehicle and the obstacle ahead at the second current vehicle speed; When the second real-time interval distance is greater than or equal to the preset braking safety distance, the limit control on the power system torque output of the vehicle is released.

10. A vehicle accelerator pedal control device, characterized in that: include: A first acquiring unit, configured to acquire an output voltage of a vehicle accelerator pedal sensor; a diagnostic unit, configured to perform a diagnosis on the effectiveness and rationality of the vehicle accelerator pedal according to the output voltage to obtain a diagnostic result; a first calculation unit, configured to calculate an accelerator pedal position stroke and an accelerator pedal voltage according to the diagnosis result; a second acquiring unit, configured to acquire a first current vehicle speed and a first real-time interval between the vehicle and a front obstacle at the first current vehicle speed; a second calculation unit, configured to calculate a target driving torque according to the accelerator pedal position travel and the first current vehicle speed; A limit control unit is configured to perform limit control on the power system torque output of the vehicle according to the first real-time interval distance and the target driving torque when the first real-time interval distance is not greater than the preset braking safety distance and when it is determined based on the accelerator pedal position travel and the accelerator pedal voltage that the accelerator pedal change amplitude within a first preset time period is greater than a preset amplitude threshold.

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