Vehicle accelerator pedal control method and device, medium and vehicle

Abstract

The embodiment of the invention provides a vehicle accelerator pedal control method and device, a medium and a vehicle, and relates to the technical field of vehicle control. The method comprises the steps that the current accelerator pedal position stroke of a target vehicle is obtained in real time; obtaining a dynamically adjusted current threshold set; wherein the current threshold value set comprises a first travel threshold value and a second travel threshold value, and the first travel threshold value is smaller than the second travel threshold value; when it is determined that the current accelerator pedal position stroke exceeds a first stroke threshold value, an early warning signal used for reminding a driver to pay attention is sent out; and determining that the current accelerator pedal position stroke exceeds a second stroke threshold value, and limiting the output torque of the target vehicle based on a preset torque limiting strategy. According to the embodiment of the invention, the dynamically adjusted early warning threshold value is obtained, the accelerator pedal mistaken stepping condition is judged according to the dynamic threshold value grading, and the corresponding early warning signal is triggered or the output torque limiting measure is executed, so that the reliability and the accuracy of controlling the accelerator pedal mistaken stepping event are effectively improved.

Description

Technical Field

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

[0002] Hybrid vehicles differ from traditional vehicle powertrains. Due to the unique nature of their powertrains, hybrid vehicles can employ various driving control strategies to enhance drivability, power, and fuel economy. The development of driving control strategies is closely tied to accelerator pedal control.

[0003] To ensure compatibility and correlation between the vehicle's power source torque and the accelerator pedal, the accelerator pedal's position must be identified and processed when the driver depresses it. This ensures accurate system torque output and meets vehicle drive requirements. Traffic accidents frequently occur due to drivers mistaking the accelerator pedal for the brake pedal. To reduce the incidence of accidents caused by misoperation, effective control of abnormal accelerator pedal conditions is essential.

[0004] Currently, there are relatively few control solutions for accidental accelerator pedal depression, and there is a problem of low reliability and accuracy in controlling the accidental accelerator pedal depression event. Summary of the Invention

[0005] The purpose of the embodiments of the present application is to provide a vehicle accelerator pedal control method, device, medium and vehicle, so as to improve the reliability and accuracy of controlling the accelerator pedal mis-pressing event.

[0006] In a first aspect, an embodiment of the present application provides a vehicle accelerator pedal control method, comprising:

[0007] Obtain the current accelerator pedal position of the target vehicle in real time;

[0008] Obtaining a dynamically adjusted current threshold set; wherein the current threshold set includes a first travel threshold and a second travel threshold, and the first travel threshold is smaller than the second travel threshold;

[0009] When it is determined that the current accelerator pedal position travel exceeds the first travel threshold, issuing a warning signal for alerting the driver;

[0010] When it is determined that the current accelerator pedal position travel exceeds the second travel threshold, the output torque of the target vehicle is limited based on a preset torque limitation strategy.

[0011] In an embodiment of the present application, by obtaining a dynamically adjusted warning threshold and judging whether the accelerator pedal position travel exceeds the limit according to the dynamic threshold classification, a corresponding warning signal is issued or output torque limiting measures are executed when the thresholds of different levels are exceeded, thereby effectively improving the reliability and accuracy of controlling the accelerator pedal mis-stepping event.

[0012] In some possible embodiments, obtaining the dynamically adjusted current threshold set includes:

[0013] Acquiring the accelerator pedal position travel data of the target vehicle recorded during a preset historical period in the past according to a preset period;

[0014] acquiring a maximum accelerator pedal position travel value based on the accelerator pedal position travel data;

[0015] The current threshold value set is obtained by calculation based on the maximum value of the accelerator pedal position travel and a preset warning coefficient set.

[0016] In an embodiment of the present application, the reliability and accuracy of judging the accelerator pedal mis-pressing event are further improved by periodically acquiring the vehicle's historical record data to determine the current warning threshold set.

[0017] In some possible embodiments, the real-time acquisition of the current accelerator pedal position travel of the target vehicle includes:

[0018] A first voltage value of the current accelerator pedal position of the target vehicle is collected in real time based on a first sensor, and a second voltage value of the current accelerator pedal position of the target vehicle is collected in real time based on a second sensor;

[0019] In the case of identifying that the first sensor has a fault, using the second voltage value of the current accelerator pedal position as the current accelerator pedal position voltage value of the target vehicle, and converting the current accelerator pedal position travel of the target vehicle based on the current accelerator pedal position voltage value;

[0020] In the case of identifying that the second sensor has a fault, using the first voltage value of the current accelerator pedal position as the current accelerator pedal position voltage value of the target vehicle, and converting the current accelerator pedal position travel of the target vehicle based on the current accelerator pedal position voltage value;

[0021] When it is identified that both the first sensor and the second sensor are faulty, setting the current accelerator pedal position voltage value of the target vehicle to zero and setting the current accelerator pedal position travel of the target vehicle to zero;

[0022] When it is identified that neither the first sensor nor the second sensor has any faults, the average of the current accelerator pedal position first voltage value and the current accelerator pedal position second voltage value is used as the current accelerator pedal position voltage value of the target vehicle, and is converted into the current accelerator pedal position travel of the target vehicle based on the current accelerator pedal position voltage value.

[0023] In the embodiment of the present application, two sensors are used to collect the position voltage value of the accelerator pedal, and reliable sensing values are obtained according to the fault conditions of each sensor, thereby further improving the reliability of the accelerator pedal sensing value collection.

[0024] In some possible embodiments, the current threshold set further includes a first voltage threshold and a second voltage threshold, and the first voltage threshold is smaller than the second voltage threshold;

[0025] The step of issuing a warning signal for alerting the driver when determining that the current accelerator pedal position travel exceeds the first travel threshold includes:

[0026] When it is determined that the current accelerator pedal position travel exceeds the first travel threshold and the current accelerator pedal position voltage value exceeds the first voltage threshold, issuing a warning signal for alerting the driver;

[0027] When it is determined that the current accelerator pedal position travel exceeds the second travel threshold, limiting the output torque of the target vehicle based on a preset torque limiting strategy includes:

[0028] When it is determined that the current accelerator pedal position travel exceeds the second travel threshold and the current accelerator pedal position voltage value exceeds the second voltage threshold, the output torque of the target vehicle is limited based on a preset torque limitation strategy.

[0029] In the embodiment of the present application, the reliability of the judgment of the accelerator pedal mis-pressing is further improved by redundantly judging the accelerator pedal mis-pressing situation by comprehensively considering the accelerator pedal position voltage value and whether the accelerator pedal position travel exceeds the limit.

[0030] In some possible embodiments, the current threshold set further includes a third travel threshold, where the third travel threshold is greater than the first travel threshold and less than the second travel threshold;

[0031] The step of issuing a warning signal for alerting the driver when determining that the current accelerator pedal position travel exceeds the first travel threshold includes:

[0032] When it is determined that the current accelerator pedal position travel exceeds the first travel threshold, issuing a first warning signal for alerting the driver; the first warning signal includes one of a display warning signal and an audible warning signal;

[0033] When it is determined that the current accelerator pedal position travel exceeds the third travel threshold, a second warning signal is issued to alert the driver; wherein the second warning signal includes a display warning signal and an audio warning signal.

[0034] In an embodiment of the present application, by setting up two levels of early warning signal reminder mechanisms, different degrees of reminder functions are provided according to the exceeding of the accelerator pedal stroke, thereby further improving the accuracy of the accelerator pedal mis-stepping control.

[0035] In some possible embodiments, limiting the output torque of the target vehicle based on a preset torque limiting strategy includes:

[0036] determining a current driving mode of the target vehicle and obtaining a torque limit coefficient corresponding to the current driving mode;

[0037] determining a powertrain output value of the target vehicle based on the current accelerator pedal position travel;

[0038] A final output torque of the target vehicle is determined based on a product of the power system output value and the torque limit coefficient.

[0039] In the embodiment of the present application, different torque limit coefficients are adopted according to different driving modes, thereby further improving the flexibility and adaptability of the accelerator pedal mis-stepping control.

[0040] In some possible embodiments, determining the power system output value of the target vehicle based on the current accelerator pedal position range includes:

[0041] determining a baseline torque of the target vehicle based on the current accelerator pedal position travel and a current vehicle speed of the target vehicle;

[0042] When it is determined that the current driving mode of the target vehicle is the pure electric driving mode, determining a power system output value of the target vehicle by combining a preset clutch drag loss torque, a preset transmission power transmission loss torque, and the baseline torque;

[0043] When it is determined that the current driving mode of the target vehicle is the engine driving mode, determining the power system output value of the target vehicle by combining a preset oil pump friction loss torque, a preset transmission power transmission loss torque, and the baseline torque;

[0044] When it is determined that the current driving mode of the target vehicle is the combined driving mode, the power system output value of the target vehicle is determined in combination with the preset clutch drag loss torque, the preset oil pump friction loss torque, the preset transmission power transmission loss torque and the baseline torque.

[0045] In the embodiment of the present application, the accuracy of accelerator pedal mis-pressing control is further improved by adopting corresponding power system output calculation methods according to different driving modes.

[0046] In a second aspect, an embodiment of the present application provides a vehicle accelerator pedal control device, comprising:

[0047] A travel acquisition module is used to obtain the current accelerator pedal position travel of the target vehicle in real time;

[0048] a threshold acquisition module, configured to acquire a dynamically adjusted current threshold set; wherein the current threshold set includes a first travel threshold and a second travel threshold, and the first travel threshold is smaller than the second travel threshold;

[0049] a warning module, configured to issue a warning signal for alerting the driver when determining that the current accelerator pedal position travel exceeds the first travel threshold;

[0050] The torque limiting module is configured to limit the output torque of the target vehicle based on a preset torque limiting strategy when it is determined that the current accelerator pedal position travel exceeds the second travel threshold.

[0051] In a third aspect, an embodiment of the present application provides an electronic device comprising a memory, a processor, and a computer program stored on the memory and executable on the processor, wherein the processor can implement the method described in any embodiment of the first aspect when executing the program.

[0052] In a fourth aspect, an embodiment of the present application provides a computer-readable storage medium, on which a computer program is stored. When the computer program is executed by a processor, the method described in any embodiment of the first aspect can be implemented.

[0053] In a fifth aspect, an embodiment of the present application provides a computer program product, which includes a computer program, wherein when the computer program is executed by a processor, it can implement the method described in any embodiment of the first aspect.

[0054] In a sixth aspect, an embodiment of the present application provides a vehicle, comprising a controller, wherein the controller is configured to execute the method described in any embodiment of the first aspect. BRIEF DESCRIPTION OF THE DRAWINGS

[0055] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the following is a brief introduction to the drawings required for use in the embodiments of the present application. It should be understood that the following drawings only show certain embodiments of the present application and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other relevant drawings can be obtained based on these drawings without creative work.

[0056] Figure 1 A schematic flow chart of a vehicle accelerator pedal control method provided in an embodiment of the present application;

[0057] Figure 2 A schematic structural diagram of a vehicle accelerator pedal control device provided in an embodiment of the present application;

[0058] Figure 3 A schematic diagram of the structure of an electronic device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0059] The technical solutions in the embodiments of the present application will be described below in conjunction with the drawings in the embodiments of the present application.

[0060] It should be noted that similar reference numerals and letters represent similar items in the following drawings. Therefore, once an item is defined in one drawing, it does not need to be further defined or explained in subsequent drawings. At the same time, in the description of this application, the terms "first", "second", etc. are only used to distinguish the description and should not be understood as indicating or implying relative importance.

[0061] It's important to note that hybrid vehicles utilize both an engine and an electric motor as power sources, and the powertrain's torque output control requires accelerator pedal position and travel as input. Inaccurate accelerator pedal position and travel input can lead to poor or irrational powertrain torque control. Furthermore, mis-activation of the accelerator pedal requires accurate identification, warning, and intervention to ensure driver and passenger safety. Therefore, effective accelerator pedal processing and control is a key issue currently under investigation.

[0062] After inquiry, it was found that the existing technology mainly determines the driver's required torque based on the acquired accelerator pedal position travel, and then distributes the driver's required torque to the engine and motor as the target torque, and further studies the control algorithm in the torque distribution technology of the power system. However, there is little research on whether the acquisition of the accelerator pedal position travel is effective and reliable, and on the solutions for identifying and controlling the accidental pressing of the accelerator pedal.

[0063] In view of this, the embodiment of the present application proposes a more efficient, reliable and accurate accelerator pedal control method, which comprehensively judges and determines the actual output of the vehicle based on the accelerator pedal position travel combined with the scenario recognition of mis-stepping on the accelerator pedal, providing a more effective basis for subsequent normal torque drive control of the vehicle or mis-stepping on the accelerator pedal control.

[0064] It should be noted that the control method of the embodiment of the present application is mainly aimed at hybrid electric vehicles, whose power system is mainly composed of assembly components such as the engine, motor, power battery, clutch, gearbox, reducer, drive axle, etc., and there are also controllers corresponding to each powertrain component. The controllers of each powertrain component include the vehicle control unit (VCU), engine controller (EMS), motor controller (MCU), battery management system (BMS), direct current converter (DCDC), transmission control unit (TCU), etc. The various controllers communicate with each other through the CAN network. The VCU is the core controller of the vehicle and is used to coordinate and control other subsystems. The EMS is used to control the engine, the MCU is used to control the motor, the BMS is used to control the power battery, the DCDC is used for direct current conversion, converting high-voltage electrical output into low-voltage electrical output, and the TCU is used to control the gearbox.

[0065] like Figure 1 As shown, an embodiment of the present application provides a vehicle accelerator pedal control method, which may include the following steps:

[0066] S1. Obtain the current accelerator pedal position and travel of the target vehicle in real time;

[0067] Specifically, a sensor signal can be collected from a sensor located on the accelerator pedal and converted into a corresponding accelerator pedal position travel. The position travel is expressed as a percentage, which can be understood as the degree to which the accelerator pedal is depressed by the driver. For example, the position travel is 0% when the accelerator pedal is not depressed, and 100% when the accelerator pedal is fully depressed.

[0068] S2. Obtain a dynamically adjusted current threshold set; wherein the current threshold set includes a first travel threshold and a second travel threshold, and the first travel threshold is smaller than the second travel threshold;

[0069] Specifically, the current threshold value set includes at least two threshold values: a first travel threshold value and a second travel threshold value. These threshold values are used to determine whether the accelerator pedal is depressed. When the current accelerator pedal position travel exceeds each threshold value, corresponding measures will be triggered.

[0070] It should be noted that the current threshold set is dynamically adjusted over time or depending on driving conditions. For example, the thresholds may be adjusted at a predetermined interval, updated when switching driving scenarios (modes), or updated before each judgment. For example, the current threshold set may be determined based on historical driving data over a period of time; for example, it may also be dynamically adjusted based on driving mode.

[0071] S3. When it is determined that the current accelerator pedal position travel exceeds a first travel threshold, issuing a warning signal for alerting the driver;

[0072] After obtaining the current accelerator pedal position travel, the current accelerator pedal position travel may be compared with each threshold value in the current threshold value set. Generally, the comparison may start from the smallest threshold value (eg, the first travel threshold value).

[0073] If it is determined that the current accelerator pedal position travel does not exceed the first travel threshold, there is no need to perform the comparison steps for other thresholds, and no need to perform corresponding early warning measures.

[0074] If it is determined that the current accelerator pedal position travel exceeds the first travel threshold (a threshold that is smaller than the second travel threshold), a warning signal is issued to alert the driver; in addition, the current accelerator pedal position travel needs to be further compared with other thresholds in the current threshold set (the second travel threshold).

[0075] S4. When it is determined that the current accelerator pedal position travel exceeds a second travel threshold, the output torque of the target vehicle is limited based on a preset torque limiting strategy.

[0076] Specifically, if it is determined that the current accelerator pedal position travel exceeds a second travel threshold (a relatively large threshold in the current set of thresholds), the target vehicle's output torque may be limited based on a preset torque limiting strategy. For example, the target vehicle's output torque may be limited based on a preset maximum torque. In another example, the current accelerator pedal position travel may be reduced by a preset travel value to limit the target vehicle's output torque.

[0077] It can be understood that since the second stroke threshold is greater than the first stroke threshold, when it is determined that the current accelerator pedal position stroke exceeds the second stroke threshold, the current accelerator pedal position stroke must also exceed the first stroke threshold. Therefore, when it is determined that the current accelerator pedal position stroke exceeds the second stroke threshold, the torque limiting strategy corresponding to step S4 can be executed while issuing a warning signal for alerting the driver corresponding to step S3; or only the torque limiting strategy corresponding to step S4 can be executed.

[0078] It should be noted that, in some embodiments, step S4 can also be divided into two cases: 4.1. When it is determined that the current accelerator pedal position travel exceeds the second travel threshold and the duration is less than the preset time (such as 1s), a warning signal is still issued to remind the driver to pay attention (the warning signal here can be stronger than the warning signal of step S3, for example, the warning signal of step S3 is only the flashing instrument text, and the warning signal of 4.1 is the flashing instrument text + sound reminder); 4.2. When it is determined that the current accelerator pedal position travel exceeds the second travel threshold and the duration is not less than the preset time (such as 1s), the output torque of the target vehicle is limited based on the preset torque limitation strategy.

[0079] That is to say, this embodiment includes three accelerator pedal misstep control strategies: 1. When it is determined that the first-level accelerator pedal misstep conditions are met, a first-level warning is performed, that is, the instrument text flashes to remind; 2. When it is determined that the second-level accelerator pedal misstep conditions are met, a second-level warning is performed, that is, the instrument text flashes and a sound reminder is given; 3. When it is determined that the third-level accelerator pedal misstep conditions are met, a third-level warning is performed, that is, the instrument text flashes and a sound reminder is given, and the power system torque limit output is performed.

[0080] In an embodiment of the present application, by obtaining a dynamically adjusted warning threshold and judging whether the accelerator pedal position travel exceeds the limit according to the dynamic threshold classification, different response measures are taken when different levels of warning thresholds are exceeded, such as issuing a corresponding warning signal or executing output torque limiting measures, thereby effectively improving the reliability and accuracy of controlling the accelerator pedal mis-stepping event.

[0081] In some possible embodiments, step S2, obtaining a dynamically adjusted current threshold set, may include:

[0082] S201, obtaining accelerator pedal position travel data of a target vehicle recorded during a preset historical period in the past according to a preset cycle;

[0083] S202, obtaining a maximum accelerator pedal position travel value based on the accelerator pedal position travel data;

[0084] S203 : Calculate and obtain a current threshold value set based on the maximum value of the accelerator pedal position travel and a preset warning coefficient set.

[0085] Specifically, the current threshold set may be adjusted according to a preset period. For example, the preset period may be 48 hours.

[0086] When the current threshold set needs to be adjusted, the accelerator pedal position travel data recorded for the target vehicle in the past preset historical period (for example, the past 24 hours) is first obtained, and then the maximum accelerator pedal position travel value (indicating the maximum extent to which the driver has pressed the accelerator pedal in the past 24 hours) is extracted from this data.

[0087] Finally, a current threshold value set is calculated based on the maximum accelerator pedal position travel value and a preset warning coefficient set. The warning coefficient set includes at least two warning coefficients, each corresponding to a different level of warning thresholds. For example, if the current threshold value set includes two warning thresholds, a first travel threshold value and a second travel threshold value, the warning coefficient set includes the first warning coefficient and the second warning coefficient. The first travel threshold value is obtained by multiplying the maximum accelerator pedal position travel value by the first warning coefficient, and the second travel threshold value is obtained by multiplying the maximum accelerator pedal position travel value by the second warning coefficient.

[0088] Exemplarily, the first warning coefficient may be 1.1, and the second warning coefficient may be 1.2.

[0089] For example, while the vehicle is in motion, the VCU can continuously record the driver's driving habits, specifically the accelerator pedal position travel value (set as ApdPctFin). When the warning threshold needs to be dynamically adjusted, the maximum value of ApdVoltFin (the maximum accelerator pedal position travel value), i.e., ApdPctFin-max, is extracted from the accelerator pedal position travel data recorded over a preset historical period (e.g., 24 hours).

[0090] It should be noted that ApdVoltFin-max is valid for the following 48 hours (preset period, calibrable). After 48 hours, the VCU software needs to re-determine ApdVoltFin-max based on new historical data, and so on, to ensure iterative updates of driving habits.

[0091] In an embodiment of the present application, the reliability and accuracy of judging the accelerator pedal mis-pressing event are further improved by periodically acquiring the vehicle's historical record data to determine the current warning threshold set.

[0092] In some possible embodiments, step S1, obtaining the current accelerator pedal position travel of the target vehicle in real time, may include:

[0093] S101, collecting a first voltage value of a current accelerator pedal position of a target vehicle in real time using a first sensor, and simultaneously collecting a second voltage value of the current accelerator pedal position of the target vehicle in real time using a second sensor;

[0094] S102. When it is determined that the first sensor is faulty, using the second voltage value of the current accelerator pedal position as the current accelerator pedal position voltage value of the target vehicle, and converting the current accelerator pedal position travel of the target vehicle based on the current accelerator pedal position voltage value;

[0095] S103. When it is identified that the second sensor has a fault, using the first voltage value of the current accelerator pedal position as the current accelerator pedal position voltage value of the target vehicle, and converting the current accelerator pedal position travel of the target vehicle based on the current accelerator pedal position voltage value;

[0096] S104. When it is determined that both the first sensor and the second sensor are faulty, the voltage value of the current accelerator pedal position of the target vehicle is set to zero, and the travel value of the current accelerator pedal position of the target vehicle is set to zero.

[0097] S105. When it is identified that neither the first sensor nor the second sensor has a fault, the average of the first voltage value of the current accelerator pedal position and the second voltage value of the current accelerator pedal position is used as the current accelerator pedal position voltage value of the target vehicle, and the current accelerator pedal position travel of the target vehicle is converted based on the current accelerator pedal position voltage value.

[0098] For example, two accelerator pedal sensors (a first sensor and a second sensor) can be installed for the vehicle's accelerator pedal. Each sensor will output a voltage to identify the degree to which the accelerator pedal is depressed. The pedal position voltages output by these two sensors are set as V_ApdOuVolt1 (the first voltage value of the current accelerator pedal position) and V_ApdOuVolt2 (the second voltage value of the current accelerator pedal position). After receiving the pedal position voltages collected by the sensors, the VCU uses an internal algorithm to convert them into the corresponding accelerator pedal position travel. The accelerator pedal position travel is expressed in percentages and can be understood as the degree to which the accelerator pedal is depressed by the driver.

[0099] It should be noted that since there are two accelerator pedal position sensors, the accelerator pedal position stroke finally output by the accelerator pedal device is related to the status of the two sensors. Assuming that the overall sensor voltage output of the accelerator pedal is set to ApdVoltFin (current accelerator pedal position voltage value), the actual accelerator pedal position stroke of the accelerator pedal device after conversion calculation is set to ApdPctFin (current accelerator pedal position stroke).

[0100] The conversion between the sensor status and the accelerator pedal position travel is as follows:

[0101] (1) When the first sensor fails, the VCU should use the acquisition parameters of the second sensor (the second voltage value of the current accelerator pedal position), that is, ApdVoltFin = V_ApdOuVolt2; then the accelerator pedal position travel of the accelerator pedal device (the current accelerator pedal position travel) is obtained through conversion calculation based on ApdVoltFin.

[0102] (2) When the second sensor fails, the VCU should use the acquisition parameters of the first sensor (the first voltage value of the current accelerator pedal position), that is, ApdVoltFin = V_ApdOuVolt1; then the accelerator pedal position stroke of the accelerator pedal device (the current accelerator pedal position stroke) is obtained through conversion calculation based on ApdVoltFin.

[0103] (3) When both the first and second sensors fail, the VCU should set the accelerator pedal position output to 0 to ensure vehicle safety. At this point, the output voltage is in an unreliable state and can be ignored. That is, ApdPctFin = 0, ApdVoltFin = 0.

[0104] (4) If both sensors are fault-free, the average value of the data collected by the two sensors can be used as the final result. The specific calculation is as follows:

[0105] ApdVoltFin=1 / 2(V_ApdOuVolt1+V_ApdOuVolt2)

[0106] Then, the accelerator pedal position travel (current accelerator pedal position travel) of the accelerator pedal device is obtained through conversion calculation based on ApdVoltFin.

[0107] Based on this, two sensors are used to collect the position voltage value of the accelerator pedal, and different calculation methods are adopted according to the status of each sensor, thereby further improving the reliability of the accelerator pedal sensor value collection.

[0108] In some possible embodiments, the current threshold set further includes a first voltage threshold and a second voltage threshold, and the first voltage threshold is smaller than the second voltage threshold;

[0109] Step S3, when it is determined that the current accelerator pedal position travel exceeds the first travel threshold, issuing a warning signal for alerting the driver, may include:

[0110] S301: When it is determined that the current accelerator pedal position travel exceeds a first travel threshold and the current accelerator pedal position voltage value exceeds a first voltage threshold, issuing a warning signal for alerting the driver;

[0111] Step S4, when it is determined that the current accelerator pedal position travel exceeds the second travel threshold, limiting the output torque of the target vehicle based on a preset torque limiting strategy, may include:

[0112] S401: When it is determined that the current accelerator pedal position travel exceeds a second travel threshold and the current accelerator pedal position voltage value exceeds a second voltage threshold, limit the output torque of the target vehicle based on a preset torque limiting strategy.

[0113] It should be noted that due to the inherent characteristics of the sensor's electrical signal or the influence of external factors such as electromagnetic interference, the voltage value collected by the sensor may experience jumps. The current accelerator pedal position and travel are obtained by converting the current accelerator pedal position and voltage value using a specific algorithm. This conversion process includes signal filtering, which eliminates abnormal jumps in the voltage signal. Therefore, the current accelerator pedal position and travel can generally be used as the basis for identifying an accelerator pedal mis-depression event. Furthermore, to ensure the reliability of mis-depression event judgment, the current accelerator pedal position and travel and the current accelerator pedal position and voltage value can be used together as the basis for identification.

[0114] Exemplarily, for the warning level that only triggers a reminder signal, the judgment conditions and warning strategy are: when it is determined that the current accelerator pedal position travel exceeds a first travel threshold and the current accelerator pedal position voltage value exceeds a first voltage threshold, a warning signal is issued to alert the driver.

[0115] Exemplarily, for the warning level that requires limiting the power system torque output, the judgment conditions and warning strategy are: when it is determined that the current accelerator pedal position travel exceeds the second travel threshold and the current accelerator pedal position voltage value exceeds the second voltage threshold, the output torque of the target vehicle is limited based on the preset torque limitation strategy.

[0116] It should be noted that in addition to the above two warning levels, the warning level that only triggers the reminder signal can also be divided into the following two types: 1. Sending a reminder signal (such as a display reminder signal or a sound reminder signal); 2. Sending multiple reminder signals at the same time (such as a display reminder signal and a sound reminder signal).

[0117] Based on this, the reliability of the judgment of the accelerator pedal mis-depression is further improved by redundantly judging the accelerator pedal mis-depression situation by comprehensively considering the accelerator pedal position voltage value and whether the accelerator pedal position travel exceeds the limit.

[0118] In some possible embodiments, the current threshold value set further includes a third travel threshold value, which is greater than the first travel threshold value and less than the second travel threshold value;

[0119] Step S3, when it is determined that the current accelerator pedal position travel exceeds the first travel threshold, issuing a warning signal for alerting the driver, may include:

[0120] S311: When it is determined that the current accelerator pedal position travel exceeds a first travel threshold, issuing a first warning signal for alerting the driver; the first warning signal includes one of a display warning signal and an audible warning signal;

[0121] S312. When it is determined that the current accelerator pedal position travel exceeds a third travel threshold, a second warning signal is issued to alert the driver; wherein the second warning signal includes a display warning signal and an audible warning signal.

[0122] For example, the first stroke threshold may be 1.1 times the maximum accelerator pedal position stroke (within a preset historical period in the past), the second stroke threshold may be 1.2 times the maximum accelerator pedal position stroke, and the third stroke threshold may be 1.15 times the maximum accelerator pedal position stroke.

[0123] It should be noted that the severity (suspicion level) of the accelerator pedal mis-depression situation is determined by comparing the current degree of accelerator pedal depression by the driver with a set threshold. Specifically, if it is determined that the current accelerator pedal position travel exceeds a first travel threshold, a first warning signal is issued to alert the driver. The first warning signal is a relatively mild warning signal. In this embodiment, the first warning signal only includes one warning signal, such as a display warning signal (e.g., flashing instrument text) or an audible warning signal. If it is determined that the current accelerator pedal position travel exceeds a third travel threshold, a second warning signal is issued to alert the driver. The second warning signal is a relatively severe warning signal. In this embodiment, the second warning signal includes multiple warning signals, such as simultaneously triggering a display warning signal (e.g., flashing instrument text) and an audible warning signal.

[0124] Based on this, by setting up two levels of early warning signal reminder mechanisms, different degrees of reminder functions are provided according to the exceeding of the accelerator pedal travel, thereby further improving the accuracy of accelerator pedal mis-stepping control.

[0125] In some possible embodiments, in step S4, limiting the output torque of the target vehicle based on a preset torque limiting strategy may include:

[0126] S411, determining a current driving mode of the target vehicle, and obtaining a torque limit coefficient corresponding to the current driving mode;

[0127] S412, determining a power system output value of the target vehicle based on the current accelerator pedal position travel;

[0128] S413 : Determine the final output torque of the target vehicle based on the product of the power system output value and the torque limit coefficient.

[0129] It should be noted that different power torque output limitation strategies can be implemented according to different driving modes.

[0130] For example, the vehicle in the embodiment of the present application is a hybrid vehicle, and its driving modes include economy mode, comfort mode, and sport mode. The driver can select the corresponding driving mode by pressing a button. In economy mode, the vehicle prioritizes electric power to reduce fuel consumption, and the engine can also be started when power is insufficient. In comfort mode, the vehicle is driven according to the principle of optimal energy efficiency. In sport mode, the vehicle is driven according to the principle of optimal power performance, and the accelerator pedal response speed is the fastest.

[0131] A torque limit coefficient φ can be set for each driving mode. For example, in economy mode, φ should be set to a small value, such as 0.8, which can be calibrated; in comfort mode, φ should be set to a medium value, such as 0.85, which can be calibrated; and in sport mode, φ should be set to a maximum value, such as 0.9, which can be calibrated.

[0132] The vehicle's powertrain output value can then be calculated based on the current accelerator pedal position travel acquired in real time. For example, the corresponding powertrain output value is calculated using a table lookup method based on the current accelerator pedal position travel ApdPctFin and the current vehicle speed v. It should be noted that the powertrain output value here is a demand value, i.e., a value used to guide the powertrain's power output.

[0133] Finally, the final output torque of the target vehicle is determined based on the product of the power system output value and the torque limit coefficient.

[0134] Based on this, different torque limit coefficients are adopted according to different driving modes, thereby further improving the flexibility and adaptability of accelerator pedal misstep control.

[0135] In some possible embodiments, step S412, determining the powertrain output value of the target vehicle based on the current accelerator pedal position travel, may include:

[0136] S4121: Determine a baseline torque of the target vehicle based on the current accelerator pedal position and the current speed of the target vehicle.

[0137] S4122: When it is determined that the current driving mode of the target vehicle is the pure electric driving mode, determine a power system output value of the target vehicle by combining a preset clutch drag loss torque, a preset transmission power transmission loss torque, and a baseline torque;

[0138] S4123: When it is determined that the current driving mode of the target vehicle is the engine driving mode, determine a power system output value of the target vehicle by combining a preset oil pump friction loss torque, a preset transmission power transmission loss torque, and a baseline torque;

[0139] S4124. When it is determined that the current driving mode of the target vehicle is the combined driving mode, the power system output value of the target vehicle is determined in combination with the preset clutch drag loss torque, the preset oil pump friction loss torque, the preset transmission power transmission loss torque and the baseline torque.

[0140] Specifically, after obtaining the current accelerator pedal position travel, the vehicle's power system output value may be converted according to different driving modes.

[0141] For example, first, according to the current accelerator pedal position travel ApdPctFin and the current vehicle speed v, the baseline torque T0 of the vehicle power system is calculated by a table lookup method.

[0142] For example, the baseline torque can also be corrected for altitude based on the vehicle's current altitude. Assuming the altitude coefficient of the vehicle's current altitude is f1 (the altitude coefficient is sent by the engine controller EMS to the VCU), the vehicle driving torque after altitude correction is calculated as follows: L1 =f1*T0.

[0143] It should be noted that hybrid vehicles have three drive modes: pure electric, engine-driven, and combined. When calculating the baseline torque (or altitude-corrected torque), the powertrain torque loss must also be added. Powertrain torque loss is categorized into three types: pure electric, engine-driven, and combined.

[0144] For example, in pure electric driving mode, the drag loss torque of the clutch (set as T C ) and the transmission power transmission loss torque (set as T S The power system output value in pure electric drive is calculated as follows: T L2 =f1*T0+T C +T S

[0145] For example, in the engine driving mode, the oil pump friction loss torque (set as T i ) and the transmission power transmission loss torque (set as T S). Among them, the friction loss of the oil pump mainly includes mechanical loss and volume loss. Mechanical loss is caused by the friction between the relative moving parts when the hydraulic pump is working, including friction resistance loss between the bearings and the shaft, between the shaft and the seal, and between the blades and the inner wall of the pump body. This loss is related to the output pressure of the hydraulic pump, the viscosity of the oil and the speed of the pump. The higher the output pressure, the more viscous the oil, and the higher the speed, the greater the mechanical loss; the volume loss is due to the oil in the high-pressure area of the pump leaking through the gap to the low-pressure area, which usually occurs in the gap leakage between the oil suction chamber and the oil discharge chamber, as well as the suction phenomenon during the oil suction process. The output value of the power system when driven by the engine is calculated as follows: T L3 =f1*T0+T i +T S

[0146] For example, under combined driving, the drag loss torque T of the clutch needs to be considered. C , oil pump friction loss torque (set as T i ) and transmission power transmission torque loss T S , the power system output value during combined driving is calculated as follows: T L4 =f1*T0+T C +T i +T S

[0147] Based on this, different power system output calculation methods are adopted according to different driving modes, thereby further improving the accuracy of accelerator pedal mis-stepping control.

[0148] Please refer to Figure 2 , Figure 2 The following is a block diagram showing the components of the vehicle accelerator pedal control device provided by some embodiments of the present application. Figure 1 Corresponding to the method embodiment, the various steps involved in the above method embodiment can be executed. The specific functions of the vehicle accelerator pedal control device can be found in the description above. To avoid repetition, the detailed description is appropriately omitted here.

[0149] Figure 2 The vehicle accelerator pedal control device includes at least one software function module that can be stored in a memory in the form of software or firmware or solidified in the vehicle accelerator pedal control device, and the vehicle accelerator pedal control device includes:

[0150] The travel acquisition module 210 is used to obtain the current accelerator pedal position travel of the target vehicle in real time;

[0151] A threshold acquisition module 220 is configured to acquire a dynamically adjusted current threshold set, wherein the current threshold set includes a first travel threshold and a second travel threshold, and the first travel threshold is smaller than the second travel threshold;

[0152] The warning module 230 is configured to issue a warning signal to alert the driver when determining that the current accelerator pedal position travel exceeds a first travel threshold;

[0153] The torque limiting module 240 is configured to limit the output torque of the target vehicle based on a preset torque limiting strategy when it is determined that the current accelerator pedal position travel exceeds a second travel threshold.

[0154] It can be understood that the above-mentioned device embodiment corresponds to the method embodiment of the present invention. The vehicle accelerator pedal control device provided by the embodiment of the present invention can implement the vehicle accelerator pedal control method provided by any method embodiment of the present invention.

[0155] Those skilled in the art will clearly understand that, for the convenience and brevity of description, the specific working process of the device described above can refer to the corresponding process in the aforementioned method, and will not be described in detail here.

[0156] like Figure 3 As shown, some embodiments of the present application provide an electronic device 300, which includes: a memory 310, a processor 320, and a computer program stored in the memory 310 and executable on the processor 320, wherein the processor 320 reads the program from the memory 310 through the bus 330 and executes the program to implement a method of any embodiment of the vehicle accelerator pedal control method described above.

[0157] Processor 320 can process digital signals and can include various computing architectures, such as a complex instruction set computer architecture, a reduced instruction set computer architecture, or an architecture that implements a combination of multiple instruction sets. In some examples, processor 320 can be a microprocessor.

[0158] The memory 310 can be used to store instructions executed by the processor 320 or data related to the execution of instructions. These instructions and / or data may include code for implementing some or all functions of one or more modules described in the embodiments of this application. The processor 320 of the embodiment of the present disclosure can be used to execute the instructions in the memory 310 to implement the method shown above. The memory 310 includes dynamic random access memory, static random access memory, flash memory, optical memory, or other memory known to those skilled in the art.

[0159] Some embodiments of the present application further provide a computer-readable storage medium having a computer program stored thereon. When the computer program is executed by a processor, the method described in the method embodiment is executed.

[0160] Some embodiments of the present application further provide a computer program product, which, when executed on a computer, enables the computer to execute the method described in the method embodiment.

[0161] Some embodiments of the present application also provide a vehicle, including a controller, wherein the controller is used to execute the method described in the method embodiment.

[0162] It should be noted that the various embodiments in this specification are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. Similarities between the various embodiments can be referred to in conjunction with each other. For device embodiments, since they are generally similar to method embodiments, their description is relatively simple, and for relevant details, reference can be made to the description of the method embodiments.

[0163] In the several embodiments provided in this application, it should be understood that the disclosed devices and methods can also be implemented in other ways. The device embodiments described above are merely illustrative. For example, the flowcharts and block diagrams in the accompanying drawings show the possible architectures, functions, and operations of the devices, methods, and computer program products according to the multiple embodiments of the present application. In this regard, each box in the flowchart or block diagram can represent a module, a program segment, or a portion of code, and the module, program segment, or a portion of code contains one or more executable instructions for implementing the specified logical functions. It should also be noted that in some alternative implementations, the functions marked in the box can also occur in an order different from that marked in the accompanying drawings. For example, two consecutive boxes can actually be executed substantially in parallel, and they can sometimes be executed in the opposite order, depending on the functions involved. It should also be noted that each box in the block diagram and / or flowchart, and the combination of boxes in the block diagram and / or flowchart, can be implemented using a dedicated hardware-based system that performs the specified function or action, or can be implemented using a combination of dedicated hardware and computer instructions.

[0164] In addition, the functional modules in each embodiment of the present application can be integrated together to form an independent part, or each module can exist independently, or two or more modules can be integrated to form an independent part.

[0165] If the functions are implemented in the form of software function modules and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present application, or the part that contributes to the prior art or the part of the technical solution, can be embodied in the form of a software product. The computer software product is stored in a storage medium and includes several instructions for enabling a computer device (which can be a personal computer, a server, or a network device, etc.) to execute all or part of the steps of the method described in each embodiment of the present application. The aforementioned storage medium includes various media that can store program codes, such as a USB flash drive, a mobile hard disk, a read-only memory (ROM), a random access memory (RAM), a magnetic disk or an optical disk.

[0166] The foregoing is merely an embodiment of the present application and is not intended to limit the scope of protection of the present application. Various modifications and variations are possible for those skilled in the art. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present application shall be included within the scope of protection of the present application. It should be noted that similar reference numerals and letters represent similar items in the following figures. Therefore, once an item is defined in one figure, it does not need to be further defined or explained in subsequent figures.

[0167] The above description is merely a specific embodiment of the present application, but the scope of protection of the present application is not limited thereto. Any changes or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in this application should be included in the scope of protection of this application. Therefore, the scope of protection of this application should be based on the scope of protection of the claims.

[0168] It should be noted that, in this document, relational terms such as first and second, etc., are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply the existence of any such actual relationship or order between these entities or operations. Moreover, the terms "comprises," "comprising," or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article, or device comprising a series of elements includes not only those elements, but also other elements not explicitly listed, or elements inherent to such process, method, article, or device. In the absence of further limitations, an element defined by the phrase "comprising a ..." does not exclude the presence of other identical elements in the process, method, article, or device comprising the element.

Claims

1. A vehicle accelerator pedal control method, characterized in that: include: Obtain the current accelerator pedal position of the target vehicle in real time; Obtaining a dynamically adjusted current threshold set; wherein the current threshold set includes a first travel threshold and a second travel threshold, and the first travel threshold is smaller than the second travel threshold; When it is determined that the current accelerator pedal position travel exceeds the first travel threshold, issuing a warning signal for alerting the driver; When it is determined that the current accelerator pedal position travel exceeds the second travel threshold, the output torque of the target vehicle is limited based on a preset torque limitation strategy.

2. The vehicle accelerator pedal control method according to claim 1, characterized in that: The obtaining of the dynamically adjusted current threshold set includes: Acquiring the accelerator pedal position travel data of the target vehicle recorded during a preset historical period in the past according to a preset period; acquiring a maximum accelerator pedal position travel value based on the accelerator pedal position travel data; The current threshold value set is obtained by calculation based on the maximum value of the accelerator pedal position travel and a preset warning coefficient set.

3. The vehicle accelerator pedal control method according to claim 1, characterized in that: The real-time acquisition of the current accelerator pedal position travel of the target vehicle includes: A first voltage value of the current accelerator pedal position of the target vehicle is collected in real time based on a first sensor, and a second voltage value of the current accelerator pedal position of the target vehicle is collected in real time based on a second sensor; In the case of identifying that the first sensor has a fault, using the second voltage value of the current accelerator pedal position as the current accelerator pedal position voltage value of the target vehicle, and converting the current accelerator pedal position travel of the target vehicle based on the current accelerator pedal position voltage value; In the case of identifying that the second sensor has a fault, using the first voltage value of the current accelerator pedal position as the current accelerator pedal position voltage value of the target vehicle, and converting the current accelerator pedal position travel of the target vehicle based on the current accelerator pedal position voltage value; When it is identified that both the first sensor and the second sensor are faulty, setting the current accelerator pedal position voltage value of the target vehicle to zero and setting the current accelerator pedal position travel of the target vehicle to zero; When it is identified that neither the first sensor nor the second sensor has any faults, the average of the current accelerator pedal position first voltage value and the current accelerator pedal position second voltage value is used as the current accelerator pedal position voltage value of the target vehicle, and is converted into the current accelerator pedal position travel of the target vehicle based on the current accelerator pedal position voltage value.

4. The vehicle accelerator pedal control method according to claim 3, characterized in that: The current threshold set further includes a first voltage threshold and a second voltage threshold, and the first voltage threshold is smaller than the second voltage threshold; The step of issuing a warning signal for alerting the driver when determining that the current accelerator pedal position travel exceeds the first travel threshold includes: When it is determined that the current accelerator pedal position travel exceeds the first travel threshold and the current accelerator pedal position voltage value exceeds the first voltage threshold, issuing a warning signal for alerting the driver; When it is determined that the current accelerator pedal position travel exceeds the second travel threshold, limiting the output torque of the target vehicle based on a preset torque limiting strategy includes: When it is determined that the current accelerator pedal position travel exceeds the second travel threshold and the current accelerator pedal position voltage value exceeds the second voltage threshold, the output torque of the target vehicle is limited based on a preset torque limitation strategy.

5. The vehicle accelerator pedal control method according to claim 1, characterized in that: The current threshold set further includes a third trip threshold, the third trip threshold being greater than the first trip threshold and less than the second trip threshold; The step of issuing a warning signal for alerting the driver when determining that the current accelerator pedal position travel exceeds the first travel threshold includes: When it is determined that the current accelerator pedal position travel exceeds the first travel threshold, issuing a first warning signal for alerting the driver; the first warning signal includes one of a display warning signal and an audible warning signal; When it is determined that the current accelerator pedal position travel exceeds the third travel threshold, a second warning signal is issued to alert the driver; wherein the second warning signal includes a display warning signal and an audio warning signal.

6. The vehicle accelerator pedal control method according to claim 1, characterized in that: The limiting the output torque of the target vehicle based on a preset torque limiting strategy includes: determining a current driving mode of the target vehicle and obtaining a torque limit coefficient corresponding to the current driving mode; determining a powertrain output value of the target vehicle based on the current accelerator pedal position travel; A final output torque of the target vehicle is determined based on a product of the power system output value and the torque limit coefficient.

7. The vehicle accelerator pedal control method according to claim 6, characterized in that: The determining the power system output value of the target vehicle based on the current accelerator pedal position travel includes: determining a baseline torque of the target vehicle based on the current accelerator pedal position travel and a current vehicle speed of the target vehicle; When it is determined that the current driving mode of the target vehicle is the pure electric driving mode, determining a power system output value of the target vehicle by combining a preset clutch drag loss torque, a preset transmission power transmission loss torque, and the baseline torque; When it is determined that the current driving mode of the target vehicle is the engine driving mode, determining the power system output value of the target vehicle by combining a preset oil pump friction loss torque, a preset transmission power transmission loss torque, and the baseline torque; When it is determined that the current driving mode of the target vehicle is the combined driving mode, the power system output value of the target vehicle is determined in combination with the preset clutch drag loss torque, the preset oil pump friction loss torque, the preset transmission power transmission loss torque and the baseline torque.

8. An electronic device, characterized in that: The invention comprises a memory, a processor and a computer program stored in the memory and executable on the processor, wherein the vehicle accelerator pedal control method according to any one of claims 1 to 7 can be implemented when the processor executes the program.

9. A computer-readable storage medium, characterized in that The computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the vehicle accelerator pedal control method according to any one of claims 1 to 7 is executed.

10. A vehicle, characterized in that: The invention comprises a controller, wherein the controller is used to execute the vehicle accelerator pedal control method according to any one of claims 1 to 7.

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