Vehicle and method of controlling the same

Abstract

This application discloses a vehicle and its control method, relating to the field of vehicle technology. The method includes: acquiring a first accelerator pedal signal and a second accelerator pedal signal; when neither the first nor the second accelerator pedal signal is faulty, determining a predicted signal for the second accelerator pedal based on the first accelerator pedal signal, a proportional relationship, and a preset signal, and determining a superimposed signal for the second accelerator pedal based on the second accelerator pedal signal and the preset signal; and controlling the vehicle speed when it is determined, based on the predicted and superimposed signals, that no valid accelerator pedal signal exists. This control method, by periodically intervening in the second accelerator pedal signal and monitoring and comparing the predicted and superimposed signals in real time, can accurately detect accelerator pedal signal faults, improving vehicle reliability and safety.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a vehicle control method, a vehicle control device, and a vehicle. Background Technology

[0002] To ensure vehicle safety, the accelerator pedal signal typically includes a first accelerator pedal signal and a second accelerator pedal signal, with their voltage values ​​maintaining a fixed ratio. For example, the voltage value of the first accelerator pedal signal is Voltage1, and the voltage value of the second accelerator pedal signal is Voltage2, with a relationship of Voltage1 = 2 × Voltage2. In related technologies, the rationality fault diagnosis of the first and second accelerator pedal signals is usually achieved by calculating the absolute value of the difference between 2 × Voltage2 and Voltage1 and determining whether this absolute value exceeds a certain limit. However, if the output voltage of the two accelerator pedal signals has a non-linear relationship with the pedal opening, but the original proportional relationship between the two pedal signals is still maintained, then this diagnostic method will fail to detect rationality faults in the accelerator pedal signals. In this case, if the driver presses the accelerator pedal, the vehicle's torque output may increase or decrease abnormally, leading to loss of vehicle control and seriously threatening driving safety. Summary of the Invention

[0003] This application aims to at least partially solve one of the technical problems in related technologies. To this end, the first objective of this application is to propose a vehicle control method. The vehicle's accelerator pedal signal includes a first accelerator pedal signal and a second accelerator pedal signal, which are proportional to each other. The method includes: acquiring the first and second accelerator pedal signals; determining a predicted signal for the second accelerator pedal based on the first accelerator pedal signal, the proportional relationship, and a preset signal, and determining a superimposed signal for the second accelerator pedal based on the second accelerator pedal signal and the preset signal, when neither the first nor the second accelerator pedal signal is faulty; and controlling the vehicle speed when it is determined based on the predicted and superimposed signals that there is no valid accelerator pedal signal. This control method, by periodically intervening in the second accelerator pedal signal and monitoring and comparing the predicted and superimposed signals in real time, can accurately detect the validity of accelerator pedal signal faults when the output voltage of the accelerator pedal and the pedal opening exhibit a non-linear relationship, but the original proportional relationship between the two pedal signals is still maintained. This can, to some extent, avoid the risk of vehicle loss of control caused by accelerator pedal signal failure, significantly improve vehicle reliability and safety, and provide drivers with more robust driving protection.

[0004] The second objective of this application is to propose a vehicle.

[0005] To achieve the above objectives, a first aspect of this application proposes a vehicle control method. The vehicle's accelerator pedal signal includes a first accelerator pedal signal and a second accelerator pedal signal, which are proportional to each other. The method includes: acquiring the first accelerator pedal signal and the second accelerator pedal signal; when neither the first nor the second accelerator pedal signal is faulty, determining a predicted signal for the second accelerator pedal based on the first accelerator pedal signal, the proportional relationship, and a preset signal, and determining a superimposed signal for the second accelerator pedal based on the second accelerator pedal signal and the preset signal; and controlling the vehicle speed when it is determined, based on the predicted signal and the superimposed signal, that there is no valid accelerator pedal signal.

[0006] According to one embodiment of this application, determining that there is no valid accelerator pedal signal based on a predicted signal and a superimposed signal includes: determining that there is no valid accelerator pedal signal when the absolute value of the difference between the predicted signal and the superimposed signal is greater than a first preset threshold; determining a target accelerator pedal signal based on a first accelerator pedal signal, a proportional relationship, and a second accelerator pedal signal when the absolute value of the difference between the predicted signal and the superimposed signal is less than or equal to the first preset threshold; and determining that there is no valid accelerator pedal signal if the target accelerator pedal signal is less than a second preset threshold.

[0007] According to one embodiment of this application, determining a predicted signal for a second accelerator pedal based on a first accelerator pedal signal, a proportional relationship, and a preset signal includes: determining a reference second accelerator pedal signal based on the first accelerator pedal signal and the proportional relationship; and determining a predicted signal based on the sum of the reference second accelerator pedal signal and the preset signal.

[0008] According to one embodiment of this application, determining the superimposed signal of the second accelerator pedal based on the second accelerator pedal signal and the preset signal includes: determining the superimposed signal based on the sum of the second accelerator pedal signal and the preset signal.

[0009] According to one embodiment of this application, the method further includes: determining that there is no valid accelerator pedal signal when both the first accelerator pedal signal and the second accelerator pedal signal are faulty; and determining that there is no valid accelerator pedal signal when the other accelerator pedal signal is less than a third preset threshold when one of the first accelerator pedal signal and the second accelerator pedal signal is faulty.

[0010] According to one embodiment of this application, the preset signal is a rectangular pulse signal.

[0011] According to one embodiment of this application, the method further includes: when it is determined that there is no valid accelerator pedal signal, controlling the vehicle to issue a reminder and controlling the vehicle to travel at a preset speed.

[0012] According to one embodiment of this application, controlling the vehicle speed includes: receiving and responding to a virtual throttle control command when the vehicle is traveling at a preset speed; compensating the opening of the accelerator pedal based on the virtual throttle control command, and determining a target torque based on the compensated accelerator pedal opening; and controlling the vehicle speed based on the target torque.

[0013] According to one embodiment of this application, the virtual throttle is a cruise control button.

[0014] To achieve the above objectives, a second aspect of this application provides a vehicle, including a memory, a processor, and a vehicle control program stored in the memory and executable on the processor. When the processor executes the vehicle control program, it implements the aforementioned vehicle control method.

[0015] According to the vehicle and its control method in this application, the accelerator pedal signal of the vehicle includes a first accelerator pedal signal and a second accelerator pedal signal, which are proportional to each other. The method includes: acquiring the first accelerator pedal signal and the second accelerator pedal signal; when neither the first nor the second accelerator pedal signal is faulty, determining a predicted signal of the second accelerator pedal based on the first accelerator pedal signal, the proportional relationship, and a preset signal, and determining a superimposed signal of the second accelerator pedal based on the second accelerator pedal signal and the preset signal; and controlling the vehicle speed when it is determined that there is no valid accelerator pedal signal based on the predicted signal and the superimposed signal. The control method of this application, by periodically intervening in the second accelerator pedal signal and monitoring and comparing the predicted signal and the superimposed signal of the second accelerator pedal in real time, can accurately detect the reasonableness fault of the accelerator pedal signal when the output voltage of the accelerator pedal and the pedal opening exhibit a non-linear relationship, but the original proportional relationship between the two pedal signals is still maintained. This can, to some extent, avoid the risk of vehicle loss of control caused by accelerator pedal signal failure, significantly improve vehicle reliability and safety, and provide drivers with more robust driving protection. Attached Figure Description

[0016] Figure 1 A flowchart of a vehicle control method according to some embodiments of this application;

[0017] Figure 2 This is a block diagram of a vehicle according to some embodiments of this application. Detailed Implementation

[0018] The embodiments of this application are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this application, and should not be construed as limiting this application.

[0019] The vehicle and its control method according to embodiments of this application will now be described in detail with reference to the accompanying drawings.

[0020] In some embodiments, the accelerator pedal signal of the vehicle includes a first accelerator pedal signal and a second accelerator pedal signal, and the first accelerator pedal signal and the second accelerator pedal signal are proportional. In this embodiment, the example of the first accelerator pedal signal being twice the second accelerator pedal signal is used for illustration, but this is not intended to limit the scope of this application.

[0021] Figure 1 This is a flowchart of a vehicle control method according to some embodiments of this application. (Refer to...) Figure 1 The vehicle control method of this application embodiment may include the following steps:

[0022] S110, acquire the first accelerator pedal signal and the second accelerator pedal signal.

[0023] Specifically, the first accelerator pedal signal and the second accelerator pedal signal are detected and acquired by a first sensor and a second sensor independently installed on the mechanical structure of the accelerator pedal, respectively. The first and second sensors can be accelerator pedal position sensors; after detecting the accelerator pedal position, they convert it into an electrical signal, thus determining the accelerator pedal signal.

[0024] S120, assuming no faults in either the first or second accelerator pedal signal, determines a predicted signal for the second accelerator pedal based on the first accelerator pedal signal, the proportional relationship, and a preset signal. Then, it determines a superimposed signal for the second accelerator pedal based on the second accelerator pedal signal and the preset signal. The preset signal can be a PWM (Pulse Width Modulation) signal with a fixed frequency and duty cycle, such as a 1000Hz PWM signal with a 40% duty cycle; no specific limitations are imposed here.

[0025] Specifically, after acquiring the first and second accelerator pedal signals, it is necessary to determine whether a reasonable fault has occurred in the accelerator pedal signal based on the ratio between the first and second accelerator pedal signals. A reasonable fault refers to an abnormal ratio between the first and second accelerator pedal signals. However, if one or more of the first and second accelerator pedal signals have related faults such as short circuits, open circuits, or out-of-range errors, it will affect the accuracy of the reasonable fault diagnosis. Therefore, before diagnosing reasonable faults in the accelerator pedal signal, it is necessary to determine whether related faults such as short circuits, open circuits, or out-of-range errors exist in the first and second accelerator pedal signals. For example, if the accelerator pedal signal is close to the power supply voltage or ground voltage, a short circuit fault is determined; if the accelerator pedal signal is close to 0V, an open circuit fault is determined; and if the accelerator pedal signal exceeds the upper or lower limit threshold of the set voltage, an out-of-range fault is determined. If neither the first nor the second accelerator pedal signal has a short circuit, open circuit, or out-of-range fault, then the rationality fault diagnosis of the accelerator pedal signal is performed.

[0026] Furthermore, to avoid missing reasonable faults due to the fixed ratio between the accelerator pedal opening and the output voltage of the two accelerator pedal signals despite their non-linear relationship, a predicted signal for the second accelerator pedal needs to be determined based on the first accelerator pedal signal, the proportional relationship, and the preset signal. Then, a superimposed signal for the second accelerator pedal needs to be determined based on the second accelerator pedal signal and the preset signal. Finally, a reasonable fault in the accelerator pedal signal is determined based on the predicted signal and the superimposed signal.

[0027] For example, for the second accelerator pedal signal, a PWM signal with a fixed frequency and duty cycle is superimposed at regular intervals (e.g., 100ms) and lasts for a certain period of time (e.g., 2ms), and upper and lower limits are imposed on the superimposed second accelerator pedal signal.

[0028] During the superposition of the preset signal, the preset intervention flag is activated to clearly indicate that the vehicle is currently in the accelerator pedal signal fault diagnosis stage. This helps to correctly distinguish between normal operation signals and diagnostic test signals in subsequent signal processing and fault judgment, and avoids misjudgment to a certain extent. Then, the second accelerator pedal signal can be detected and acquired using a second sensor, and the preset signal is superimposed on the second accelerator pedal signal to determine the superimposed signal of the second accelerator pedal. At the same time, the second accelerator pedal signal after superimposing the preset signal is predicted based on the first accelerator pedal signal, the proportional relationship, and the preset signal, that is, the predicted signal of the second accelerator pedal is determined. For example, the first accelerator pedal signal, the proportional relationship, and the preset signal can be input into a preset formula to calculate the predicted signal of the second accelerator pedal; or, the first accelerator pedal signal, the proportional relationship, and the preset signal can be input into a preset model to output the predicted signal of the second accelerator pedal.

[0029] S130 controls the vehicle speed when it is determined, based on the predicted signal and the superimposed signal, that there is no valid accelerator pedal signal.

[0030] Specifically, after acquiring the superimposed signal of the second accelerator pedal during the superimposed preset signal period, the predicted signal and the superimposed signal are compared during the non-superimposed preset signal period. The difference between the predicted signal and the superimposed signal is used to determine whether the accelerator pedal signal has a reasonable fault, thereby determining whether the vehicle has a valid accelerator pedal signal. If it is determined that there is no valid accelerator pedal signal, the vehicle speed is controlled, for example, the vehicle is controlled to travel at a certain speed.

[0031] For example, if the difference between the predicted signal and the superimposed signal is small, it is determined that the accelerator pedal signal has not experienced a reasonable fault; if the difference between the predicted signal and the superimposed signal is large, it is determined that the accelerator pedal signal has experienced a reasonable fault, and thus it is determined that the vehicle does not have a valid accelerator pedal signal. In this case, it is necessary to control the vehicle to drive at a certain speed.

[0032] It should be noted that during the activation of the above-mentioned intervention flag, the comparison between the predicted signal and the superimposed signal is suspended, but the diagnosis of faults such as short circuit, open circuit or out-of-range is not affected.

[0033] The control method of this application, by periodically intervening in the second accelerator pedal signal and monitoring and comparing the predicted signal and superimposed signal of the second accelerator pedal in real time, can accurately detect reasonable faults in the accelerator pedal signal even when the output voltage of the accelerator pedal and the pedal opening exhibit a non-linear relationship, but the original proportional relationship between the two pedal signals is still maintained. This can, to a certain extent, avoid the risk of vehicle loss of control caused by accelerator pedal signal failure, significantly improve vehicle reliability and safety, and provide drivers with more robust driving protection.

[0034] In some embodiments, determining that no valid accelerator pedal signal exists based on the predicted signal and the superimposed signal includes: determining that no valid accelerator pedal signal exists when the absolute value of the difference between the predicted signal and the superimposed signal is greater than a first preset threshold; and determining a target accelerator pedal signal based on a first accelerator pedal signal, a proportional relationship, and a second accelerator pedal signal when the absolute value of the difference between the predicted signal and the superimposed signal is less than or equal to the first preset threshold; if the target accelerator pedal signal is less than a second preset threshold, then determining that no valid accelerator pedal signal exists. The first and second preset thresholds can be calibrated according to actual conditions and are not specifically limited here.

[0035] Specifically, after calculating the absolute value of the difference between the predicted signal and the superimposed signal, the absolute value is compared with a first preset threshold to determine whether the accelerator pedal signal has a reasonable fault, thereby determining whether the vehicle has a valid accelerator pedal signal. If it is determined that there is no valid accelerator pedal signal, the vehicle speed is controlled. For example, if the absolute value is greater than the first preset threshold, it is determined that the accelerator pedal signal has a reasonable fault, and therefore the vehicle does not have a valid accelerator pedal signal, and the vehicle speed needs to be controlled; if the absolute value is less than or equal to the first preset threshold, it is determined that the accelerator pedal signal has not a reasonable fault.

[0036] If the accelerator pedal signal is determined to be without fault, the target accelerator pedal signal needs to be determined first based on the first accelerator pedal signal, the proportional relationship, and the second accelerator pedal signal. Then, the target accelerator pedal signal is compared with a second preset threshold to further determine if a valid accelerator pedal signal exists. If no valid accelerator pedal signal is found, the vehicle speed is controlled. For example, assuming the voltage value of the first accelerator pedal signal is Voltage1, the voltage value of the second accelerator pedal signal is Voltage2, and the relationship between the first and second accelerator pedal signals is Voltage1 = 2 × Voltage2, then the target accelerator pedal signal is min(Voltage1, 2 * Voltage2). If the target accelerator pedal signal is less than the second preset threshold, the vehicle will travel at a lower speed, indicating that no valid accelerator pedal signal exists, and the vehicle speed needs to be controlled. If the target accelerator pedal signal is greater than or equal to the second preset threshold, then the valid accelerator pedal signal is determined to be the target accelerator pedal signal, and the vehicle speed can be controlled based on the target accelerator pedal signal.

[0037] In some embodiments, determining a predicted signal for the second accelerator pedal based on a first accelerator pedal signal, a proportional relationship, and a preset signal includes: determining a reference second accelerator pedal signal based on the first accelerator pedal signal and the proportional relationship; and determining a predicted signal based on the sum of the reference second accelerator pedal signal and the preset signal.

[0038] For example, the predicted signal for the second accelerator pedal can be calculated by inputting the first accelerator pedal signal, the proportional relationship, and the preset signal into the following formula:

[0039] Predicted signal = (first accelerator pedal signal ÷ proportional relationship) + preset signal.

[0040] In some embodiments, determining the superimposed signal of the second accelerator pedal based on the second accelerator pedal signal and a preset signal includes: determining the superimposed signal based on the sum of the second accelerator pedal signal and the preset signal.

[0041] For example, the superimposed signal of the second accelerator pedal can be calculated by inputting the second accelerator pedal signal and a preset signal into the following formula:

[0042] Superimposed signal = Second accelerator pedal signal + Preset signal.

[0043] The preset signal can be a PWM signal. The dimension of the amplitude value of the PWM signal is the same as that of the first accelerator pedal signal and the second accelerator pedal signal, which is volts.

[0044] In some embodiments, the method further includes: determining that there is no valid accelerator pedal signal when both the first accelerator pedal signal and the second accelerator pedal signal are faulty; and determining that there is no valid accelerator pedal signal if the other accelerator pedal signal is less than a third preset threshold when one of the first accelerator pedal signal and the second accelerator pedal signal is faulty. The third preset threshold can be calibrated according to actual conditions, and the third preset threshold and the second preset threshold can be the same; no specific limitation is made here.

[0045] Specifically, if it is determined that one or more of the first accelerator pedal signal and the second accelerator pedal signal have a related fault such as short circuit, open circuit or out-of-range, it is necessary to determine whether there is a valid accelerator pedal signal according to the specific fault situation, and if it is determined that there is no valid accelerator pedal signal, the vehicle speed should be controlled, for example, the vehicle should be controlled to travel at a certain speed.

[0046] For example, if both the first and second accelerator pedal signals have related faults such as short circuit, open circuit, or out-of-range, it is determined that there is no valid accelerator pedal signal, and the vehicle speed needs to be controlled. If either the first or second accelerator pedal signal has a related fault such as short circuit, open circuit, or out-of-range, for example, if the first accelerator pedal signal has a related fault such as short circuit, open circuit, or out-of-range, the first accelerator pedal signal is compared with a third preset threshold, and the existence of a valid accelerator pedal signal is further determined based on the comparison result. If it is determined that there is no valid accelerator pedal signal, the vehicle speed is controlled. For example, if the first accelerator pedal signal is less than the third preset threshold, the vehicle will travel at a lower speed, and it is determined that there is no valid accelerator pedal signal, and the vehicle speed needs to be controlled. If the first accelerator pedal signal is greater than or equal to the third preset threshold, the valid accelerator pedal signal is determined to be the first accelerator pedal signal, and the vehicle speed can be controlled based on the first accelerator pedal signal.

[0047] In some embodiments, the preset signal is a rectangular pulse signal.

[0048] For example, the preset signal can be a PWM (Pulse Width Modulation) signal with a fixed frequency and duty cycle, such as a PWM signal with a duty cycle of 40% and a frequency of 1000Hz. No specific restrictions are imposed here.

[0049] In some embodiments, the method further includes: if it is determined that there is no valid accelerator pedal signal, controlling the vehicle to issue a warning and controlling the vehicle to travel at a preset speed. The preset speed can be determined according to actual conditions and is not specifically limited here.

[0050] Specifically, after determining that there is no valid accelerator pedal signal, the vehicle is controlled to issue a reminder to the driver, such as illuminating the accelerator pedal malfunction indicator on the instrument panel, and controlling the vehicle to travel at a preset speed, such as 5 kph for EVs (Electric Vehicles) and 10 kph for engine-driven vehicles.

[0051] When a vehicle is traveling at a preset speed, a low speed not only fails to meet the driver's speed expectations but may also increase the risk of traffic accidents, such as being easily rear-ended by vehicles behind. Therefore, after determining that the accelerator pedal signal is malfunctioning, it is necessary to further control the vehicle's speed, such as controlling the vehicle to travel at a fixed speed higher than the preset speed, or compensating for the preset speed.

[0052] In some embodiments, controlling the vehicle speed includes: receiving and responding to a virtual throttle control command when the vehicle is traveling at a preset speed; compensating for the opening of the accelerator pedal based on the virtual throttle control command, and determining a target torque based on the compensated accelerator pedal opening; and controlling the vehicle speed based on the target torque.

[0053] Specifically, when a vehicle is traveling at a preset speed, a low speed not only fails to meet the driver's speed expectations but may also increase the risk of traffic accidents, such as being easily rear-ended. Therefore, a virtual throttle can be used to control the vehicle's speed. The virtual throttle can be a preset throttle control button on the central control screen. Preset throttle control button options include a "+" button. When the driver presses the "+" button in the preset throttle setting option on the central control screen, it is equivalent to issuing a virtual throttle control command. The vehicle can then compensate for the accelerator pedal opening according to the virtual throttle control command, thereby increasing the vehicle speed.

[0054] In some embodiments, the virtual throttle is a cruise control button. For example, the cruise control button may include a cruise control switch and a "+" button. After the vehicle issues a reminder, the driver presses the cruise control switch to activate the virtual throttle function. The driver can then issue virtual throttle control commands by repeatedly clicking the "+" button or by pressing and holding the "+" button. When the driver repeatedly clicks the "+" button, the compensation amount for the accelerator pedal opening is determined based on the number of clicks. For example, the compensation amount can be determined by querying a two-dimensional mapping table between the number of clicks and the compensation amount, where the two-dimensional mapping table includes multiple click counts and the compensation amount corresponding to each click count. When the driver presses and holds the "+" button, the compensation amount for the accelerator pedal opening is determined based on the cumulative duration of the "+" button press. For example, the compensation amount can be determined by querying a two-dimensional mapping table between the cumulative duration and the compensation amount, where the two-dimensional mapping table includes multiple cumulative durations and the compensation amount corresponding to each click count.

[0055] After determining the compensation amount, the accelerator pedal opening is compensated using this amount, and the target torque is determined based on the compensated accelerator pedal opening. For example, the target torque can be determined by querying a two-dimensional mapping table between the accelerator pedal opening and torque. This two-dimensional mapping table includes the openings of multiple accelerator pedals and the target torque corresponding to each opening. Furthermore, to ensure driving safety, the maximum speed must be strictly limited to a preset speed threshold, such as no more than 60 km / h. This measure effectively avoids potential safety hazards caused by excessive speed due to virtual throttle control, thus providing drivers with a safer and more reliable driving experience. (PS: The accelerator corresponds to the required torque. The vehicle speed changes due to the interaction between the driving torque and the resistance torque. The ECU (Electronic Control Unit) can control the vehicle to prevent speeding by limiting the maximum speed under fault conditions. That is, when approaching speeding, the speed limiting module forcibly intervenes and reduces the required torque calculated by the accelerator to 0.)

[0056] Once the target torque is determined, the output of the engine or motor is adjusted based on the target torque to control the vehicle to increase speed. This can maintain normal speed even when the accelerator pedal signal malfunctions, thereby meeting the driver's speed expectations. It can also reduce the risk of traffic accidents, improve vehicle driving stability and safety, and for freight vehicles, it can also improve freight efficiency.

[0057] It should be noted that the virtual throttle also includes a "-" button. Drivers can also issue virtual throttle control commands by repeatedly clicking the "-" button or pressing and holding the "-" button to reduce the throttle opening and thus decrease the vehicle speed. The specific deceleration process will not be described in detail here.

[0058] In some embodiments, the method further includes filtering the compensated accelerator pedal opening.

[0059] Specifically, in order to prevent sudden changes in the original accelerator pedal signal from causing sudden changes in vehicle speed, the compensated accelerator pedal opening needs to be filtered. For example, the compensated accelerator pedal opening can be low-pass filtered to remove noise or unnecessary frequency components from the signal, further optimizing the stability and responsiveness of the accelerator pedal control, ensuring smoother accelerator pedal output, and thus improving driving comfort and safety.

[0060] Furthermore, to ensure driving safety during vehicle operation, the virtual accelerator pedal opening compensation value will be automatically reset to 0 when the brake pedal is depressed or the accelerator pedal signal-related fault is cleared. This ensures that the vehicle can smoothly decelerate to the preset speed when there is no accelerator pedal signal, thereby maximizing driving safety. When the accelerator pedal signal-related fault is cleared, the instrument panel will remind the driver: "Accelerator pedal signal fault resolved, virtual accelerator pedal function automatically deactivated." At this time, when the driver depresses the accelerator pedal, the vehicle will respond to the driver's torque request, remove the speed limiter, and resume normal driving operation.

[0061] In some embodiments, accelerator pedal signal faults can also be accurately detected by periodically intervening in the first accelerator pedal signal and by monitoring and comparing the predicted signal and superimposed signal of the first accelerator pedal in real time.

[0062] For example, the predicted signal of the first accelerator pedal signal can be calculated by inputting the second accelerator pedal signal, the proportional relationship, and the preset signal into the following formula:

[0063] Predicted signal = (Second accelerator pedal signal × proportional relationship) + preset signal.

[0064] The superimposed signal of the first accelerator pedal signal can be calculated by inputting the first accelerator pedal signal and a preset signal into the following formula:

[0065] Superimposed signal = first accelerator pedal signal + preset signal.

[0066] If the absolute value of the difference between the predicted signal and the superimposed signal is greater than a first preset threshold, it is determined that the accelerator pedal signal is faulty.

[0067] In summary, the control method of this application, by periodically intervening in the second accelerator pedal signal and monitoring and comparing the predicted signal and superimposed signal of the second accelerator pedal in real time, can accurately detect accelerator pedal signal faults when the output voltage of the accelerator pedal and the pedal opening exhibit a non-linear relationship, but the original proportional relationship between the two pedal signals is still maintained. This can, to a certain extent, avoid the risk of vehicle loss of control caused by accelerator pedal signal faults, significantly improve vehicle reliability and safety, and provide drivers with more robust driving protection. In addition, in the event of a accelerator pedal signal fault, by compensating for the accelerator pedal opening, the normal driving speed of the vehicle can be maintained when the accelerator pedal signal fails, thereby improving the driving stability and safety of the vehicle.

[0068] Corresponding to the above embodiments, this application also proposes a vehicle.

[0069] See Figure 2As shown, the vehicle 300 of this application includes a memory 310, a processor 320, and a vehicle control program stored in the memory 310 and executable on the processor 320. When the processor executes the vehicle control program, it implements the aforementioned vehicle control method.

[0070] It should be noted that the above-described embodiments of the vehicle control method and the explanation of its beneficial effects also apply to the vehicles in the embodiments of this application. To avoid redundancy, they will not be elaborated in detail here.

[0071] It should be noted that the logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as a sequenced list of executable instructions for implementing logical functions, and can be embodied in any computer-readable medium for use by, or in conjunction with, an instruction execution system, apparatus, or device (such as a computer-based system, a processor-included system, or other system that can fetch and execute instructions from, an instruction execution system, apparatus, or device). For the purposes of this specification, "computer-readable medium" can be any means that can contain, store, communicate, propagate, or transmit programs for use by, or in conjunction with, an instruction execution system, apparatus, or device. More specific examples (a non-exhaustive list) of computer-readable media include: an electrical connection having one or more wires (electronic device), a portable computer disk drive (magnetic device), random access memory (RAM), read-only memory (ROM), erasable and editable read-only memory (EPROM or flash memory), fiber optic devices, and portable optical disc read-only memory (CDROM). Alternatively, the computer-readable medium may be paper or other suitable media on which the program can be printed, since the program can be obtained electronically, for example, by optically scanning the paper or other medium, followed by editing, interpreting, or otherwise processing as necessary, and then stored in a computer memory.

[0072] It should be understood that various parts of this application can be implemented using hardware, software, firmware, or a combination thereof. In the above embodiments, multiple steps or methods can be implemented using software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware, as in another embodiment, it can be implemented using any one or a combination of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (PGAs), field-programmable gate arrays (FPGAs), etc.

[0073] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0074] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0075] In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "joining," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise expressly limited. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0076] Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of this application.

Claims

1. A method for controlling a vehicle, characterized in that, The accelerator pedal signal of the vehicle includes a first accelerator pedal signal and a second accelerator pedal signal, wherein the first accelerator pedal signal and the second accelerator pedal signal are proportionally related, and the method includes: Acquire the first accelerator pedal signal and the second accelerator pedal signal; If neither the first accelerator pedal signal nor the second accelerator pedal signal is faulty, the predicted signal of the second accelerator pedal is determined based on the first accelerator pedal signal, the proportional relationship, and the preset signal, and the superimposed signal of the second accelerator pedal is determined based on the second accelerator pedal signal and the preset signal. If it is determined, based on the predicted signal and the superimposed signal, that there is no valid accelerator pedal signal, the vehicle speed is controlled. The method of determining that there is no valid accelerator pedal signal based on the predicted signal and the superimposed signal includes: determining that there is no valid accelerator pedal signal when the absolute value of the difference between the predicted signal and the superimposed signal is greater than a first preset threshold; determining a target accelerator pedal signal based on the first accelerator pedal signal, the proportional relationship, and the second accelerator pedal signal when the absolute value of the difference between the predicted signal and the superimposed signal is less than or equal to the first preset threshold; and determining that there is no valid accelerator pedal signal if the target accelerator pedal signal is less than a second preset threshold. Specifically, if both the first accelerator pedal signal and the second accelerator pedal signal are faulty, it is determined that there is no valid accelerator pedal signal; if one of the first accelerator pedal signal and the second accelerator pedal signal is faulty, and the other accelerator pedal signal is less than a third preset threshold, it is determined that there is no valid accelerator pedal signal. The step of determining the predicted signal of the second accelerator pedal based on the first accelerator pedal signal, the proportional relationship, and the preset signal includes: determining a reference second accelerator pedal signal based on the first accelerator pedal signal and the proportional relationship; and determining the predicted signal based on the sum of the reference second accelerator pedal signal and the preset signal.

2. The vehicle control method according to claim 1, characterized in that, Determining the superimposed signal of the second accelerator pedal based on the second accelerator pedal signal and the preset signal includes: The superimposed signal is determined based on the sum of the second accelerator pedal signal and the preset signal.

3. The vehicle control method according to claim 1, characterized in that, The preset signal is a rectangular pulse signal.

4. The vehicle control method according to any one of claims 1-3, characterized in that, Also includes: If it is determined that there is no valid accelerator pedal signal, the system controls the vehicle to issue a warning and controls the vehicle to travel at a preset speed.

5. The vehicle control method according to claim 4, characterized in that, Controlling the vehicle speed includes: When the vehicle is traveling at the preset speed, receive and respond to the control command of the virtual throttle; The opening of the accelerator pedal is compensated based on the control command of the virtual throttle, and the target torque is determined based on the compensated opening of the accelerator pedal. The vehicle speed is controlled based on the target torque.

6. The vehicle control method according to claim 5, characterized in that, The virtual throttle is the cruise control button.

7. A vehicle, characterized in that, The system includes a memory, a processor, and a vehicle control program stored in the memory and executable on the processor. When the processor executes the vehicle control program, it implements the vehicle control method according to any one of claims 1-6.

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