Automatic detection and emergency processing system and method for failure of vehicle cruise control and vehicle

Abstract

The invention discloses an automatic detection and emergency processing system and method for vehicle cruise control failure and a vehicle. The system comprises a first controller which is respectively connected with a brake pedal position sensor, an ignition switch, a second controller, a third controller and a fourth controller and is used for judging whether the vehicle cruise control fails or not through signal interaction with the brake pedal position sensor, the second controller, the third controller and the fourth controller, the state of the ignition switch is controlled according to the judgment result; the second controller is connected with the wheel speed sensor; the third controller is connected with the fifth controller, and the fifth controller is connected with the engine; and the fourth controller is connected with the man-machine interaction equipment. According to the invention, automatic detection of vehicle constant-speed cruise failure can be realized, and active reminding and emergency power-off can be carried out when the constant-speed cruise failure occurs.

Description

An automatic detection and emergency handling system, method and vehicle for cruise control failure. Technical Field

[0001] This invention belongs to the field of vehicle control. Specifically, this invention relates to an automatic detection and emergency handling system, method, and vehicle for cruise control failure. Background Technology

[0002] As automobiles become increasingly intelligent, cruise control is widely used in both gasoline and new energy vehicles. However, there are still many cases of cruise control failure. Current emergency power-down solutions typically involve directly cutting off the vehicle's low-voltage power supply, requiring the driver to operate the SSB switch to force a power-down, thus reversing the cruise control malfunction.

[0003] In existing technologies, emergency power-off can be achieved by pressing the one-button start switch three times or pressing it continuously for 3 seconds. However, some car owners are unaware of how to perform emergency power-off, which means that when cruise control fails, they need to call the sales and service provider to obtain emergency power-off instructions. This can cause them to miss the golden time to resolve the problem, increasing the risk of danger.

[0004] In summary, when cruise control fails, existing technology cannot proactively remind drivers to shut down the vehicle in an emergency, or some drivers may not be familiar with the vehicle's functions and therefore cannot perform the emergency shutdown, thus failing to proactively remind drivers to shut down the vehicle in an emergency to ensure their safety. Summary of the Invention

[0005] The present invention aims to overcome the shortcomings of the prior art and proposes an automatic detection and emergency handling system, method and vehicle for vehicle cruise control failure, so as to achieve the following objectives: to realize the automatic detection of vehicle cruise control failure and to actively remind and urgently shut down the power when cruise control fails.

[0006] To achieve the above objectives, the technical solution adopted by the present invention is as follows: The present invention provides an automatic detection and emergency handling system for vehicle cruise control failure. The system includes: a first controller, connected to a brake pedal position sensor, an ignition switch, a second controller, a third controller, and a fourth controller, respectively, for determining whether the vehicle cruise control has failed through signal interaction with the brake pedal position sensor, the second controller, the third controller, and the fourth controller, and controlling the state of the ignition switch according to the determination result; a second controller, connected to a wheel speed sensor, for calculating the vehicle speed signal based on the data collected by the wheel speed sensor and sending it to the first controller; a third controller, connected to a fifth controller, the fifth controller being connected to the engine, for controlling the state of the vehicle cruise control function according to the instructions of the first controller and sending them to the first controller and the fifth controller respectively, correspondingly, the fifth controller controlling the engine's operating state according to the state of the vehicle cruise control function; and a fourth controller, connected to a human-machine interface device, for sending corresponding control signals to the human-machine interface device according to the instructions of the first controller to provide prompts to the user through the human-machine interface device; and receiving instructions input by the user through the human-machine interface device and sending them to the first controller.

[0007] Preferably, the human-computer interaction device includes an in-vehicle central control screen, which is connected to the fourth controller.

[0008] Preferably, the first controller is connected to the second, third, and fourth controllers via a CAN bus; the third controller is connected to the fifth controller via a CAN bus.

[0009] Preferably, the human-computer interaction device has a built-in voice recognition device, which supports users to input commands via voice.

[0010] This invention also provides an automatic detection and emergency handling method for vehicle cruise control failure. Using the aforementioned automatic detection and emergency handling system for vehicle cruise control failure, the method includes the following steps: Step S1: The first controller detects whether the vehicle cruise control function is enabled. If enabled, proceed to the next step; otherwise, terminate. Step S2: The first controller performs an emergency power-down request detection. Based on the current vehicle speed signal, brake pedal status, and cruise control status, it determines whether the vehicle cruise control has failed. If failed, proceed to the next step; otherwise, return to Step S2 and restart the emergency power-down request detection. Step S3: The first controller sends an emergency power-down request to the fourth controller. Correspondingly, the fourth controller controls the human-machine interface device to... The emergency power-down request is provided to the user for confirmation, and the command input by the user through the human-machine interaction device after confirmation is fed back to the first controller; Step S4: The first controller determines whether to initiate the emergency power-down process based on the command input by the user; if initiated, it continues to the next step, otherwise it returns to step S2; Step S5: The first controller sends a command to turn off cruise control to the third controller. After receiving the command, the third controller turns off the cruise control function and feeds back the current cruise control function status to the first controller and the fifth controller. Correspondingly, the fifth controller controls the engine to exit the cruise control working state; at the same time, the first controller sends a power mode switching command to the ignition switch, and correspondingly, the ignition switch switches the power mode to OFF.

[0011] Preferably, in step S2, determining whether the vehicle's cruise control has failed based on the current vehicle speed signal, brake pedal status, and cruise control status includes: if the following conditions are met simultaneously: Condition 1: The vehicle is in cruise control mode; Condition 2: The brake pedal is depressed for a time greater than a preset time threshold; Condition 3: The brake pedal is depressed to a depth greater than a preset depth threshold; Condition 4: The change in vehicle speed is less than a preset change threshold; then the vehicle's cruise control is determined to be failed; otherwise, the vehicle's cruise control is determined to be not failed.

[0012] Preferably, in step S3, the fourth controller sends an emergency power-off request to the user n times consecutively through the human-computer interaction device, where n represents a preset number of times and n is greater than 1.

[0013] Preferably, in step S4, when the number of times the user inputs the consent to the emergency power-down request through the human-computer interaction device is equal to n, the first controller determines to initiate the emergency power-down process; otherwise, the emergency power-down process is not initiated.

[0014] Preferably, in step S4, when the number of times the user inputs the consent to the emergency power-down request through the human-computer interaction device is greater than n-1, the first controller determines to initiate the emergency power-down process; otherwise, the emergency power-down process is not initiated.

[0015] The present invention also provides a vehicle that includes the above-described automatic detection and emergency handling system for cruise control failure.

[0016] The technical advantages of this invention are as follows: As automobiles become increasingly intelligent and software complexity increases, cruise control is used more frequently, leading to a rise in cruise control failures. This invention proactively prompts the driver to cut off the vehicle's power when cruise control fails and braking to reduce speed is impossible. No complex operations are required; the driver only needs to agree via a human-machine interface to disconnect the vehicle's power. Simultaneously, a cruise control disengagement signal is sent to further ensure the vehicle exits cruise control mode, guaranteeing safety. This effectively addresses the issue of some drivers being unfamiliar with vehicle functions and unable to respond effectively to initial cruise control failures. By employing both power-off and cruise control disengagement measures, the invention ensures the vehicle's speed decreases and it can reach a safe area. Attached Figure Description

[0017] Figure 1 is a schematic diagram of an automatic detection and emergency handling system for vehicle cruise control failure provided in an embodiment of the present invention; Figure 2 is a flowchart of a method for an automatic detection and emergency handling system for vehicle cruise control failure provided in an embodiment of the present invention. Detailed Implementation

[0018] The specific embodiments of the present invention will be further described in detail below with reference to the accompanying drawings. This is to help those skilled in the art to have a more complete, accurate, and in-depth understanding of the inventive concept and technical solutions of the present invention, and to facilitate its implementation. It should be noted that the terms "first," "second," etc., used in this application are only for the convenience of describing the technical solutions and to distinguish components; the corresponding component configurations may be the same or different, and are not intended to limit the scope of this application. To make the technical solutions of the present invention clearer, the present invention will be explained and illustrated through the following embodiments.

[0019] This invention provides an automatic detection and emergency handling system, method, and vehicle for cruise control failure. It aims to proactively remind drivers to perform an emergency power-down when cruise control fails, or to address situations where drivers are unfamiliar with vehicle functions and unable to perform an emergency power-down, thus ensuring driver safety. Specifically, it achieves the following: 1. Solving the problem of users being unclear about the emergency power-down procedure by proactively reminding them to ensure safety; that is, by comprehensively judging the changes in vehicle speed when the brake is applied and the cruise control status, it avoids situations where the vehicle cannot effectively decelerate while in cruise control mode, reminding the driver to perform an emergency power-down procedure; 2. Proactively reminding drivers to perform an emergency power-down via a soft switch to avoid accidental operation; that is, the emergency power-down is prompted through human-machine interaction devices such as the central control screen, requiring the driver to confirm multiple times before performing the procedure, thus avoiding accidental operation; 3. Associating the emergency power-down with the cruise control function to ensure the cruise control function is deactivated; that is, after an emergency power-down request is issued, the vehicle domain controller sends an emergency power-down request to the cruise control controller, which receives the request and deactivates the cruise control function, achieving dual protection.

[0020] Specifically, this invention provides an automatic detection and emergency handling system for vehicle cruise control failure, as shown in Figure 1. The system includes: a first controller, connected to a brake pedal position sensor, an ignition switch, a second controller, a third controller, and a fourth controller, respectively, used to determine whether the vehicle's cruise control has failed through signal interaction with the brake pedal position sensor, the second controller, the third controller, and the fourth controller, and to control the state of the ignition switch according to the determination result; the ignition switch is used to control the vehicle's power mode, including an ON position and an OFF position. In the ON position, the engine and vehicle power supply remain connected and supply power normally; in the OFF position, the engine and vehicle power supply are disconnected, and the engine loses power and stops working; the second... A controller, connected to wheel speed sensors, calculates vehicle speed signals based on data collected by the wheel speed sensors and sends them to the first controller; a third controller, connected to a fifth controller, which is connected to the engine, controls the state of the vehicle's cruise control function according to instructions from the first controller and sends the signals to both the first and fifth controllers. Correspondingly, the fifth controller controls the engine's operating state based on the state of the vehicle's cruise control function; a fourth controller, connected to a human-machine interface device, sends corresponding control signals to the human-machine interface device according to instructions from the first controller to provide prompts to the user; and receives instructions input by the user through the human-machine interface device and sends them to the first controller.

[0021] In this embodiment, the first controller is a body domain controller (BCM), the second controller is a microcontroller (MCU), the third controller is a cruise control system (CCS) controller, the fourth controller is an in-vehicle infotainment system controller, and the fifth controller is an engine controller. The body domain controller is connected to the brake pedal position sensor, ignition switch, microcontroller, cruise control system controller, and in-vehicle infotainment system controller, respectively. The microcontroller is connected to the wheel speed sensor. The cruise control system controller is connected to the engine controller, and the engine controller is connected to the engine. The in-vehicle infotainment system controller is connected to the human-machine interface device.

[0022] The vehicle domain controller is the decision center of the invention embodiment and is the natural integration center of the vehicle body functions. It itself needs to process signals from doors, windows, lights and various switches. In this embodiment, it is used to aggregate and process signals from microcontrollers, cruise control system controllers, in-vehicle infotainment system controllers and brake pedal position sensors, which conforms to the vehicle network architecture and can efficiently acquire and coordinate information.

[0023] The microcontroller (MCU) connects directly to the wheel speed sensor and is dedicated to processing real-time vehicle speed signals, providing crucial data for determining the effectiveness of cruise control. The MCU's efficient data processing capabilities ensure data accuracy and low latency.

[0024] The cruise control system (CCS) controller manages the vehicle's cruise control function, controlling its activation or deactivation based on instructions from the vehicle's domain controller. Correspondingly, this embodiment also includes an engine controller connected to the cruise control system controller. The engine controller is the final execution unit controlling the engine's operating state, receiving status signals from the cruise control system controller, and ultimately controlling the engine's torque output to truly deactivate the cruise control function. Using a dedicated CCS controller is key to achieving functional specialization and safety isolation. It focuses on cruise logic and is decoupled from engine control, ensuring that even if a cruise control exit command is issued, it will not directly interfere with other complex engine control strategies, thus guaranteeing vehicle safety.

[0025] The in-vehicle infotainment system controller connects to various human-machine interfaces, enabling direct management of the central control screen, voice control, and other human-machine interaction devices. Controlling warnings and confirmation steps through the in-vehicle infotainment system controller aligns with user habits, achieving clear and reliable human-machine dialogue and effectively preventing accidental operation.

[0026] In this embodiment, due to the multi-controller structure, to facilitate flexible and free communication between the controllers and ensure communication quality and efficiency, the first controller is connected to the second, third, and fourth controllers via a CAN bus; simultaneously, the third controller is connected to the fifth controller via a CAN bus. That is, the body domain controller is connected to the microcontroller, cruise control system controller, and in-vehicle infotainment system controller via a CAN bus; the cruise control system controller is also connected to the engine controller via a CAN bus. Based on the CAN bus, each controller constitutes a different node on the CAN network. In actual operation, any node on the CAN network can actively send information to other nodes at any time, without master-slave distinction, supporting free communication between nodes. This perfectly supports flexible and peer-to-peer data exchange between the multiple controllers in this embodiment, eliminating the need for complex central scheduling. Furthermore, the CAN bus simplifies the wiring between the multiple controllers within the system from a complex mesh structure to a single main channel, significantly reducing wiring harnesses, lowering system complexity and weight, thereby reducing costs while improving system maintainability.

[0027] In this embodiment, to ensure that the emergency power-down request in the event of cruise control failure is clearly and quickly displayed to the user, the human-machine interface device in this embodiment uses an in-vehicle central control screen. This in-vehicle central control screen is connected to the fourth controller, i.e., connected to the in-vehicle infotainment system controller. The in-vehicle central control screen has built-in display screen and touch input functions. It can intuitively prompt the user with the emergency power-down request through the display screen. At the same time, the touch input method facilitates user operation in emergency situations, avoiding complex operations that might prevent the user from confirming the emergency power-down operation and missing the golden time to resolve the problem.

[0028] Furthermore, to further enhance user convenience, the human-machine interface device in this embodiment, namely the in-vehicle central control screen, also incorporates a voice recognition device, supporting user input commands via voice. The voice recognition device has a built-in intelligent AI engine. When it receives an emergency power-down request from the in-vehicle infotainment system controller, it can convert the request into a voice message and broadcast it to the user. It can also intelligently recognize the user's voice and convert it into a user input command signal, sending it back to the in-vehicle infotainment system controller. This voice interaction method achieves redundancy in the human-machine interface design of this embodiment. If one interaction method fails, the other can still operate, ensuring the normal execution of the emergency power-down process. Simultaneously, compared to the display interaction method of the in-vehicle central control screen, the voice interaction method eliminates the need for manual user intervention, providing convenience. Especially in situations where cruise control fails, users often need to hold the steering wheel to ensure the vehicle remains steered. The voice interaction method allows users to interact with the vehicle without taking their hands off the steering wheel, improving vehicle safety.

[0029] The automatic detection and emergency handling system for cruise control failure in this embodiment has the following advantages in its structural design: 1. The Body Domain Controller (BCM) is the core decision-making unit, which is itself the body function integration center. It can directly aggregate and process signals such as braking, vehicle speed, cruise, and human-machine interaction without additional modifications to the vehicle network. It has high information acquisition and coordination efficiency and conforms to the existing vehicle electrical architecture logic. Each controller has a clear division of labor and performs its own duties. The MCU is dedicated to vehicle speed signal processing, the CCS controller is dedicated to cruise logic, the engine controller is dedicated to torque execution, and the in-vehicle infotainment system controller is dedicated to human-machine interaction, avoiding overloading of a single controller. 2. The system in this embodiment forms a cruise control closed loop of "BCM decision → CCS controller command → engine controller execution" and an emergency handling closed loop of "BCM decision → in-vehicle infotainment system controller → human-machine interaction prompt → user confirmation → BCM power-off", ensuring the continuity of command transmission and execution in its structure. 3. The controllers in this embodiment communicate with each other via CAN. Bus networking eliminates the master-slave distinction among nodes, allowing them to actively and freely send and receive information. This perfectly adapts to the flexible and peer-to-peer data exchange needs between multiple controllers, eliminating the need for additional central scheduling logic and simplifying system control logic. 4. This embodiment uses the in-vehicle central control screen as the core interactive device, providing intuitive on-screen prompts for emergency power-down requests. Combined with touch input, this avoids complex operations that could cause users to miss crucial emergency time, aligning with everyday driving interaction logic. Simultaneously, the central control screen incorporates a voice recognition device, forming a dual-interaction redundancy design of touch and voice. If either interaction method fails, the other can independently support the emergency process, ensuring the system continues to function normally even in extreme situations. The voice recognition device allows users to complete confirmation operations without removing their steering wheel, particularly suitable for emergency scenarios where cruise control fails, enhancing driving safety from an interactive structure perspective.

[0030] Based on the aforementioned automatic detection and emergency handling system for vehicle cruise control failure, this invention also provides an automatic detection and emergency handling method for vehicle cruise control failure. In simple terms, the method in this embodiment involves the vehicle domain controller monitoring the cruise control status. Based on the current vehicle speed information and brake pedal status, a comprehensive judgment is made. If it is determined that "the vehicle cannot effectively decelerate and exit cruise control after multiple attempts by the driver to slow down," an emergency power-down reminder will be triggered. After three emergency power-down reminders, each with the driver's consent, the vehicle domain controller will automatically perform an emergency power-down operation. This solution solves the problem of steering wheel lockup caused by the driver's lack of understanding of the vehicle's emergency power-down operation or by an emergency power-down. Automatic emergency power-down ensures that the steering wheel does not lock, allowing the driver to safely drive the vehicle to a safe area, ensuring personal and property safety.

[0031] Specifically, as shown in Figure 2, the method of this embodiment includes the following steps: Step S1: The first controller detects whether the vehicle's cruise control function is enabled. If it is enabled, proceed to the next step; otherwise, end. Step S2: The first controller performs an emergency power-down request detection. Based on the current vehicle speed signal, brake pedal status, and cruise control status, it determines whether the vehicle's cruise control is malfunctioning. If it is malfunctioning, proceed to the next step; otherwise, return to Step S2 and restart the emergency power-down request detection. Step S3: The first controller sends an emergency power-down request to the fourth controller. Correspondingly, the fourth controller controls the human-machine interface device to provide the emergency power-down request to the user for confirmation and to... After confirmation, the command input through the human-machine interface device is fed back to the first controller; Step S4: The first controller determines whether to initiate an emergency power-down process based on the command input by the user; if initiated, it continues to the next step, otherwise it returns to step S2; Step S5: The first controller sends a command to disable cruise control to the third controller. After receiving the command, the third controller disables the cruise control function and feeds back the current cruise control function status to the first controller and the fifth controller. Correspondingly, the fifth controller controls the engine to exit the cruise control working state; at the same time, the first controller sends a power mode switching command to the ignition switch, and correspondingly, the ignition switch switches the power mode to OFF.

[0032] Refer to step S1 of this embodiment. When a user needs to activate the vehicle cruise control function, they can input a request signal to activate the vehicle cruise control function through the in-vehicle central control screen or voice interaction device and send it to the in-vehicle infotainment controller. Correspondingly, the in-vehicle infotainment controller forwards the request signal to activate the vehicle cruise control function to the body domain controller. After receiving the request signal to activate the vehicle cruise control function, the body domain controller synchronously acquires the vehicle speed signal calculated by the microcontroller based on the wheel speed sensor data, and the brake pedal position signal uploaded by the brake pedal position sensor. If the vehicle speed signal and the brake pedal position sensor meet the following conditions: the current vehicle speed is greater than or equal to a preset speed threshold, which is set to 4 in this embodiment. 0 km / h; brake pedal not depressed; and the user's hands are on the steering wheel (identified by a biosensor on the steering wheel and sent to the vehicle domain controller, which is connected to the biosensor). The vehicle domain controller then sends a signal to the cruise control controller allowing the cruise control function to be activated. At this time, the cruise control controller sets the cruise control function to the activated state and sends feedback to both the vehicle domain controller and the engine controller. When the engine controller detects that the cruise control function is activated, it generates a corresponding control command to drive the engine to maintain cruise control. After the vehicle domain controller detects that the cruise control function is activated, it continues to execute step S2.

[0033] Refer to step S2 of this embodiment. After the vehicle domain controller detects that the vehicle cruise control function is activated, it continuously performs an emergency power-down request detection, that is, it determines whether the vehicle cruise control has failed based on the current vehicle speed signal, brake pedal status, and cruise control status. In order to accurately identify the serious anomaly of cruise control failure and minimize misjudgment, and to ensure that failure is only determined and emergency power-down is triggered when the driver has a clear and strong braking intention but the vehicle does not decelerate normally, thus ensuring driving safety, the following conditions are set in this embodiment: Condition 1: The vehicle is in cruise control mode; Condition 2: The brake pedal is depressed for a time greater than a preset time threshold; Condition 3: The brake pedal is depressed to a depth greater than a preset depth threshold; Condition 4: The change in vehicle speed is less than a preset change threshold; If all the above conditions are met simultaneously, the vehicle cruise control is determined to be failed; otherwise, the vehicle cruise control is determined to be not failed. Specifically, in this embodiment, the preset time threshold is 2 seconds, the preset depth threshold is 70% of the total brake pedal travel, and the preset change threshold is 15 km / h. In specific implementation, each threshold can be flexibly set according to the actual situation. The reason for setting this condition is that when the brake pedal is pressed, the cruise control function temporarily disengages, and when the pedal is pressed deeply, the vehicle speed changes noticeably. If these actions are not detected when the cruise control function is activated, it can be considered that the vehicle's cruise control is malfunctioning.

[0034] Condition 1 is a fundamental prerequisite for detection; cruise control failure is only possible if the cruise control function is enabled. If cruise control is not enabled, there is no need to perform failure detection to avoid unnecessary logic consuming system resources and to prevent accidental triggering in non-cruise control scenarios.

[0035] Condition 2 sets a time threshold to exclude normal driver actions such as brief, light braking, thus accurately identifying continuous braking intentions. In normal scenarios, when a driver lightly presses the brake pedal (e.g., a brief tap), cruise control immediately disengages; this is a normal function and not a malfunction. Without a time threshold, brief braking might be mistakenly interpreted as a malfunction. In abnormal scenarios, if the driver continuously presses the brake pedal for more than 2 seconds, it indicates a clear intention to continuously decelerate or stop. Only if the vehicle does not respond in this case does it meet the characteristics of a malfunction. 2 seconds is a reasonable value designed in this embodiment based on practical considerations, filtering out brief operations while promptly capturing abnormal intentions.

[0036] Condition 3 sets a depth threshold to distinguish between light deceleration and heavy emergency braking, thereby identifying strong braking intentions. In normal scenarios, when the driver lightly presses the brake pedal (depth < 70%), only a slight deceleration is needed, and cruise control can disengage normally without being flagged as malfunctioning. In abnormal scenarios, if the brake pedal is pressed to more than 70% of its total travel, it is considered a heavy press, indicating that the driver expects the vehicle to decelerate significantly and rapidly (even come to an emergency stop). If the vehicle does not respond in this situation, it is a typical risk of cruise control failure and must be detected. In this embodiment, setting a 70% depth threshold effectively filters out "light braking" situations, focusing on severe abnormal scenarios.

[0037] Condition 4 is the key result condition for determining cruise control failure, directly used to verify whether braking intent translates into vehicle deceleration. In normal scenarios, when the driver presses the brake pedal deeply and continuously, the vehicle should decelerate significantly, with a speed change much greater than 15 km / h. In this case, cruise control is considered to have disengaged normally and does not trigger a failure. In abnormal scenarios, the driver has a strong braking intent (pressing the brake pedal deeply and continuously), but the vehicle speed hardly changes (change < 15 km / h), indicating that cruise control has not disengaged and is still forcibly maintaining the vehicle speed. The braking system has not effectively intervened, constituting a serious failure that must trigger an emergency power-off. In this embodiment, the 15 km / h threshold balances sensitivity and accuracy; too low a threshold is prone to misjudgment (e.g., small normal deceleration), while too high a threshold will miss the failure (e.g., the vehicle speed only decreases slightly but still appears abnormal).

[0038] Meanwhile, this embodiment requires conditions 1 through 4 to be triggered simultaneously for a failure to be determined. The core principle is to avoid misjudgments caused by a single condition. For example, if only conditions 1 and 2 are met, but the braking depth is insufficient (light braking), i.e., condition 3 is not met, the vehicle decelerates normally and is not considered to have failed. If only conditions 1 and 3 are met, but the braking time is too short (intermittent braking), i.e., condition 2 is not met, the vehicle exits cruise control mode normally and is not considered to have failed. If conditions 1, 2, and 3 are met simultaneously, but the vehicle speed drops significantly, i.e., condition 4 is not met, the vehicle brakes normally and is not considered to have failed. Therefore, when cruise control is activated, a true cruise control failure only occurs when the driver has a strong braking intention (deep and continuous braking) and the vehicle does not decelerate (small speed change). Only then can an emergency power-off be triggered to accurately address the risk without interfering with normal driving.

[0039] Refer to steps S3 and S4 of this embodiment. When the vehicle domain controller detects a cruise control failure, it immediately sends an emergency power-down request to the in-vehicle infotainment controller. Correspondingly, the in-vehicle infotainment controller controls the human-machine interface device to provide the emergency power-down request to the user for confirmation, and feeds back the command input by the user through the human-machine interface device after confirmation to the vehicle domain controller. The vehicle domain controller will determine whether to initiate the emergency power-down process based on the command input by the user; if initiated, it will continue to the next step; otherwise, it will return to step S2.

[0040] However, the above operations are often one-time events. Conventional one-time confirmation mechanisms cannot adapt to scenarios involving abnormal user states and high-risk operations, lacking effective filtering of misoperations and thus creating security vulnerabilities. Cruise control failure is an abnormal vehicle condition, and users are prone to becoming tense and panicked. In such situations, the reliability of a single operation is extremely low, and accidental touches, emotional stress, or other reasons can easily trigger an emergency power-down unnecessarily. An emergency power-down directly cuts off some critical electrical systems of the vehicle (such as entertainment, auxiliary controls, and the engine). Unnecessary triggering (misoperation) may lead to abnormal vehicle functions and disrupted driving control, thereby increasing the risk of accidents.

[0041] Therefore, in this embodiment, the in-vehicle infotainment controller will send an emergency power-down request to the user n times consecutively through the human-machine interaction device. Here, n represents a preset number of times, and n is greater than 1. The setting of n being greater than 1 aims to overcome the low threshold of single-confirmation, forcing the user to complete the entire process of receiving the request, making a decision, and repeatedly confirming, thus compelling the user to regain rational judgment from panic. In this embodiment, n is set to 3, meaning the in-vehicle infotainment controller will send an emergency power-down request to the user 3 times consecutively through the human-machine interaction device. The setting of n=3 avoids the possibility of accidental touches due to too few times (e.g., 2 times) and also avoids response delays in emergency situations due to too many times (e.g., more than 5 times), thus balancing the prevention of accidental touches with emergency efficiency.

[0042] Correspondingly, the vehicle domain controller will only initiate an emergency power-down process when the user confirms the emergency power-down request n times (n=3) through the human-machine interface device; otherwise, it will not. In other words, after receiving an emergency power-down request through the in-vehicle control screen or voice interaction device, the user needs to confirm the request three times consecutively before the vehicle domain controller allows the emergency power-down process. This requirement for n consecutive confirmations further eliminates unintentional touches and other non-subjective erroneous operations, ensuring that each confirmation is a proactive and conscious decision by the user, accurately matching scenarios that truly require an emergency power-down.

[0043] However, in scenarios where cruise control fails, users are prone to becoming tense and panicked. In such situations, repeatedly agreeing to the request n times could place an additional burden on the user. Furthermore, due to their tension and panic, the user might mistakenly select the option to refuse the emergency power-off request during one of the n operations. In this case, according to the aforementioned solution, the emergency power-off process cannot be initiated in time, thus missing the crucial window for resolving the problem. Therefore, in another preferred embodiment of this application, step S4 is designed such that when the number of times the user inputs the emergency power-off request through the human-machine interface device is greater than n-1, the first controller determines to initiate the emergency power-off process; otherwise, it does not. For example, if the human-machine interface device initiates an emergency power-off request to the user three times consecutively, according to this preferred embodiment, the user only needs to agree to the emergency power-off request more than twice for the vehicle domain controller to initiate the emergency power-off process. This cumulative approach reduces the user's burden in emergency situations and ensures the normal execution of the emergency power-off process, effectively improving vehicle safety.

[0044] Finally, refer to step S5. After the body domain controller initiates the emergency power-down procedure, it sends a command to disable cruise control to the cruise control system controller. Upon receiving the command, the cruise control system controller disables the cruise control function and feeds back the current cruise control function status to the body domain controller and the engine controller. Correspondingly, the engine controller controls the engine to exit the cruise control working state. At the same time, the body domain controller sends a power mode switching command to the ignition switch. Correspondingly, the ignition switch switches the power mode to OFF to complete the emergency power-down of the vehicle.

[0045] Compared with the prior art, the automatic detection and emergency handling method for vehicle cruise control failure provided by the embodiments of the present invention has the following advantages: 1. The method of this embodiment takes the cruise control function being enabled as a prerequisite for failure detection. When cruise control is not enabled, the detection logic is not executed, avoiding invalid calculations that occupy system resources, and preventing false triggering in non-cruise scenarios, thereby improving system operating efficiency; 2. The method of this embodiment only determines that cruise control has failed when all four conditions 1 to 4 are met simultaneously. It comprehensively judges failure through multiple dimensions such as brake pedal signal, vehicle speed change, and cruise status, effectively excluding normal operations such as brief braking and light deceleration by the driver, avoiding false judgments triggered by a single condition, and focusing only on serious failure scenarios where the driver has a strong braking intention but the vehicle does not respond. Meanwhile, threshold values ​​for various conditions are set based on actual driving scenarios. This filters out minor and brief braking operations while promptly capturing abnormal braking intentions and vehicle unresponsiveness, avoiding the problems of misjudgment due to excessively small thresholds and missed judgments due to excessively large thresholds. 3. The method in this embodiment achieves power-off after multiple confirmations through a human-computer interaction device, avoiding accidental touches and misoperations in emergency situations, balancing emergency efficiency and operational safety. Specifically, a continuous n-times confirmation mechanism is adopted to replace the conventional single confirmation, forcing the user to complete the entire process of receiving the request, thinking and making a decision, and repeatedly confirming. This forces users in a panicked state to regain rationality, eliminating misoperations caused by trembling hands, accidental touches, emotional stress, and other non-subjective intentions, and preventing unnecessary emergency power-offs. 4. In the preferred embodiment, the method of this invention adopts a cumulative trigger count mechanism, eliminating the need for the user to agree accurately n times consecutively. This reduces the operational difficulty in tense and panicked states and avoids missing the golden time for emergency power-off due to a single mistaken selection of disagreement. In summary, it retains the core advantage of multiple confirmations in preventing accidental touches while solving the operational burden and response delay problems that may be caused by continuous confirmations, further improving vehicle safety and emergency response efficiency in cruise control failure scenarios.

[0046] 5. In summary, this invention forms a complete safety handling closed loop, from accurate failure determination to multiple user confirmations and emergency power-off execution. It not only accurately addresses the serious risks of cruise control failure but also minimizes interference with normal driving, achieving dual protection of risk management and driving safety.

[0047] Meanwhile, this invention also provides a vehicle that includes the above-described automatic detection and emergency handling system for cruise control failure.

[0048] The present invention has been described above by way of example with reference to the accompanying drawings. Obviously, the specific implementation of the present invention is not limited to the above-described manner. Any non-substantial improvements made using the inventive concept and technical solution; or the direct application of the inventive concept and technical solution to other situations without modification, are all within the protection scope of the present invention.

Claims

1. An automatic detection and emergency handling system for vehicle cruise control failure, characterized in that: The system includes: a first controller connected to a brake pedal position sensor, an ignition switch, a second controller, a third controller, and a fourth controller, respectively, for determining whether the vehicle's cruise control is malfunctioning through signal interaction with the brake pedal position sensor, the second controller, the third controller, and the fourth controller, and controlling the state of the ignition switch based on the determination result; a second controller connected to a wheel speed sensor, for calculating the vehicle speed signal based on data collected by the wheel speed sensor and sending it to the first controller; a third controller connected to a fifth controller, the fifth controller being connected to the engine, for controlling the state of the vehicle's cruise control function according to instructions from the first controller and sending the signals to both the first and fifth controllers, correspondingly, the fifth controller controlling the engine's operating state based on the state of the vehicle's cruise control function; and a fourth controller connected to a human-machine interface device, for sending corresponding control signals to the human-machine interface device according to instructions from the first controller to provide prompts to the user through the human-machine interface device; and receiving instructions input by the user through the human-machine interface device and sending them to the first controller.

2. The automatic detection and emergency handling system for vehicle cruise control failure according to claim 1, characterized in that: The human-computer interaction device includes an in-vehicle central control screen, which is connected to the fourth controller.

3. The automatic detection and emergency handling system for vehicle cruise control failure according to claim 1, characterized in that: The first controller is connected to the second, third, and fourth controllers via a CAN bus; the third controller is connected to the fifth controller via a CAN bus.

4. An automatic detection and emergency handling system for vehicle cruise control failure according to claim 1 or 2, characterized in that: The human-computer interaction device has a built-in voice recognition device, which supports users to input commands via voice.

5. An automatic detection and emergency handling method for vehicle cruise control failure, using an automatic detection and emergency handling system for vehicle cruise control failure according to any one of claims 1-4, characterized in that: The method includes the following steps: Step S1: The first controller detects whether the vehicle's cruise control function is enabled. If enabled, proceed to the next step; otherwise, end. Step S2: The first controller performs an emergency power-down request detection. Based on the current vehicle speed signal, brake pedal status, and cruise control status, it determines whether the vehicle's cruise control is malfunctioning. If malfunctioning, proceed to the next step; otherwise, return to Step S2 and restart the emergency power-down request detection. Step S3: The first controller sends an emergency power-down request to the fourth controller. Correspondingly, the fourth controller controls the human-machine interface device to provide the emergency power-down request to the user for confirmation, and after user confirmation, it is processed through the... The instructions input by the human-machine interface device are fed back to the first controller; Step S4: The first controller determines whether to initiate an emergency power-down process based on the user's input instructions; if initiated, it continues to the next step, otherwise it returns to step S2; Step S5: The first controller sends a command to disable cruise control to the third controller. After receiving the command, the third controller disables the cruise control function and feeds back the current cruise control function status to the first controller and the fifth controller. Correspondingly, the fifth controller controls the engine to exit the cruise control working state; at the same time, the first controller sends a power mode switching command to the ignition switch, and correspondingly, the ignition switch switches the power mode to OFF.

6. The automatic detection and emergency handling method for vehicle cruise control failure according to claim 5, characterized in that: In step S2, determining whether the vehicle's cruise control has failed is based on the current vehicle speed signal, brake pedal status, and cruise control status. This includes: if the following conditions are met simultaneously: Condition 1: The vehicle is in cruise control mode; Condition 2: The brake pedal is depressed for a time greater than a preset time threshold; Condition 3: The brake pedal is depressed to a depth greater than a preset depth threshold; Condition 4: The change in vehicle speed is less than a preset change threshold; then the vehicle's cruise control is determined to be failed; otherwise, the vehicle's cruise control is determined to be not failed.

7. The automatic detection and emergency handling method for vehicle cruise control failure according to claim 5, characterized in that: In step S3, the fourth controller sends an emergency power-off request to the user n times consecutively through the human-computer interaction device, where n represents a preset number of times and n is greater than 1.

8. The automatic detection and emergency handling method for vehicle cruise control failure according to claim 7, characterized in that: In step S4, when the number of times the user inputs the consent to the emergency power-down request through the human-computer interaction device is equal to n, the first controller determines to initiate the emergency power-down process; otherwise, the emergency power-down process is not initiated.

9. The automatic detection and emergency handling method for vehicle cruise control failure according to claim 7, characterized in that: In step S4, when the number of times the user inputs the emergency power-down request through the human-computer interaction device is greater than n-1, the first controller determines to initiate the emergency power-down process; otherwise, the emergency power-down process is not initiated.

10. A vehicle, characterized in that: The vehicle includes an automatic detection and emergency handling system for cruise control failure as described in any one of claims 1-4.

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