A method and apparatus for processing an accelerator pedal signal

Abstract

The application discloses a throttle pedal signal processing method and device, and relates to the technical field of vehicle control. The method comprises the following steps: when the throttle pedal changes greatly, obtaining the suspension stroke change rate of the vehicle and the damping coefficient of the vehicle suspension; when it is determined that the suspension stroke change rate is greater than a first threshold value and the damping coefficient is greater than a second threshold value, not responding to the signal generated when the throttle pedal changes greatly; the first threshold value is negatively correlated with the driving speed of the vehicle, and the second threshold value is negatively correlated with the driving speed of the vehicle; thereby preventing the influence caused by the throttle pedal disturbance, and guaranteeing the stability of vehicle driving and the vehicle driving experience of the user. When it is determined that the suspension stroke change rate is less than or equal to the first threshold value and / or the damping coefficient is less than or equal to the second threshold value, the signal generated when the throttle pedal changes greatly is responded, and the control of the driver on the vehicle is guaranteed.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, and in particular to a method and apparatus for processing accelerator pedal signals. Background Technology

[0002] The function of the accelerator pedal is to translate the driver's intention to press it into a power command from the engine. Its control methods include electronic control. Electronic control refers to mapping the electrical signal generated by changes in pedal depth into torque, and then controlling the engine based on that torque.

[0003] In some scenarios, when a driver operates the accelerator pedal, factors such as adjusting their seating position, foot fatigue, and vehicle vibrations may cause disturbances to the pedal. These disturbances do not reflect the driver's actual intention to press the pedal. These disturbances cause changes in pedal depth, which, based on the aforementioned electronic control mechanism, affects engine torque control, leading to changes in vehicle speed. This impacts vehicle stability and the user experience, and also results in energy loss.

[0004] Therefore, how to filter out disturbances to the accelerator pedal, ensure vehicle stability, and enhance the user experience are technical problems that need to be solved. Summary of the Invention

[0005] This application provides a method and apparatus for processing accelerator pedal signals, used to sense the driver's true pedaling intention, prevent the impact of accelerator pedal disturbances, and ensure vehicle driving stability and user experience.

[0006] In a first aspect, this application provides an accelerator pedal signal processing method, which can be applied to equipment on a vehicle. The equipment on the vehicle includes, but is not limited to, devices used to realize intelligent driving or assisted driving functions such as: Vehicle Control Unit (VCU), Vehicle Integrated Unit (VIU), Vehicle Domain Controller (VDC), Cockpit Domain Controller (CDC), Mobile Data Center (MDC), Electronic Control Unit (ECU), Engine Control Unit (ECU), and Motor Control Unit (MCU). The specific form of these devices is not limited.

[0007] The method includes: acquiring the suspension travel rate and the damping coefficient of the vehicle suspension when the accelerator pedal depth changes; determining whether the suspension travel rate is greater than a first threshold and whether the damping coefficient is greater than a second threshold, wherein the first threshold is negatively correlated with the vehicle speed and the second threshold is negatively correlated with the vehicle speed; if the suspension travel rate is greater than the first threshold and the damping coefficient is greater than the second threshold, then no response is given to the signal generated when the accelerator pedal depth changes; if the suspension travel rate is less than or equal to the first threshold and / or the damping coefficient is less than or equal to the second threshold, then a response is given to the signal generated when the accelerator pedal depth changes.

[0008] In the above scheme, the presence of an accelerator pedal disturbance event is determined by the rate of change of suspension travel and the damping coefficient. Specifically, when the rate of change of suspension travel is greater than a first threshold and the damping coefficient is greater than a second threshold, it indicates that the vehicle may have experienced bumps or other disturbances. This means that the driver did not intend to press / release the accelerator pedal. In this case, the change in accelerator pedal depth is determined to be caused by a disturbance, i.e., an accelerator pedal disturbance event has occurred. Therefore, the signal generated when the accelerator pedal depth changes is not responded to, and thus no torque control is applied to the engine, preventing the impact of accelerator pedal disturbance and ensuring vehicle stability and user experience. When the rate of change of suspension travel is less than or equal to the first threshold and / or the damping coefficient is less than or equal to the second threshold, it indicates that the driver intended to press / release the accelerator pedal, i.e., no accelerator pedal disturbance event has occurred. In this case, the signal generated when the accelerator pedal depth changes is responded to, and torque control is applied to the engine to ensure driver control of the vehicle. Optionally, the engine includes, but is not limited to, a combustion engine and an electric motor.

[0009] In addition, the first and second thresholds are values ​​based on the dynamic changes in the vehicle's speed, which can improve the accuracy of determining whether the driver intends to press the accelerator pedal, that is, improve the accuracy of judging accelerator pedal disturbances.

[0010] One possible design method also includes: obtaining the change in the damping coefficient; determining that the change in the damping coefficient is from small to large.

[0011] In this design, considering that the damping coefficient changes from small to large in scenarios where the vehicle experiences slight bumps, the method of this application is executed under the premise that the change in the damping coefficient meets the condition (i.e., the change in the damping coefficient changes from small to large). In this way, this application can be implemented for specific scenarios, further improving the accuracy of judging accelerator pedal disturbances.

[0012] One possible design method also includes: obtaining the depth change value of the accelerator pedal; determining that the depth change value is less than a third threshold.

[0013] In this design, considering that the depth change of the accelerator pedal is small in scenarios where disturbances are caused by driver posture adjustment, foot fatigue, etc., the method of this application is executed under the premise that the depth change value meets the condition (i.e., the depth change value is less than the third threshold). In this way, this application can be implemented for specific scenarios, further improving the accuracy of judging accelerator pedal disturbances.

[0014] One possible design method also includes: acquiring the vehicle's acceleration; determining that the absolute value of the acceleration is less than a fourth threshold.

[0015] In this design, considering that the acceleration is generally small or even zero when the vehicle is in a high-speed driving scenario or a stable driving scenario, the method of this application is executed under the premise that the acceleration meets the condition (i.e., the absolute value of the acceleration is less than the fourth threshold). In this way, this application can be implemented for specific scenarios, further improving the accuracy of judging accelerator pedal disturbances.

[0016] One possible design method also includes: obtaining the vehicle's speed; determining that the speed is within a preset speed range.

[0017] In this design, the influence of vehicle speed (hereinafter referred to as vehicle speed) on disturbance is considered. Under the premise that the vehicle speed meets the conditions (i.e., the vehicle speed is within the preset vehicle speed range), the method of this application is executed, which further improves the accuracy of judging accelerator pedal disturbance.

[0018] One possible design is that the first threshold and the second threshold are associated with vehicle speed ranges, which include at least two speed ranges. The first threshold and the second threshold are different for different speed ranges. The first threshold is negatively correlated with the speeds included in the speed range, and the second threshold is negatively correlated with the speeds included in the speed range.

[0019] In this design, the first and second thresholds are associated with vehicle speed ranges, which improves the efficiency of determining the first and second thresholds. Associating multiple first and second thresholds based on the number of divided vehicle speed ranges ensures the accuracy of determining the first and second thresholds, thereby further ensuring the accuracy of determining whether the driver intends to press the accelerator pedal. It can be understood that the more vehicle speed ranges available, the higher the accuracy of determining the first and second thresholds.

[0020] Secondly, this application provides an apparatus for performing the method as described in the first aspect or any of the designs in the first aspect. The apparatus includes a transceiver unit and a processing unit. Referring to the method in the first aspect, the processing unit controls the transceiver unit to acquire the suspension travel rate of the vehicle and the damping coefficient of the vehicle suspension when the accelerator pedal depth changes; determines whether the suspension travel rate is greater than a first threshold and whether the damping coefficient is greater than a second threshold, the first threshold being negatively correlated with the vehicle's travel speed and the second threshold being negatively correlated with the vehicle's travel speed; if the suspension travel rate is greater than the first threshold and the damping coefficient is greater than the second threshold, then no response is given to the signal generated when the accelerator pedal depth changes; if the suspension travel rate is less than or equal to the first threshold and / or the damping coefficient is less than or equal to the second threshold, then a response is given to the signal generated when the accelerator pedal depth changes.

[0021] Referring to the method in the first aspect above, the processing unit is further configured to: control the transceiver unit to acquire the change of the damping coefficient; and determine that the change of the damping coefficient is from small to large.

[0022] Referring to the method in the first aspect above, the processing unit is further configured to: control the transceiver unit to acquire the depth change value of the accelerator pedal; and determine that the depth change value is less than a third threshold.

[0023] Referring to the method in the first aspect above, the processing unit is further configured to: control the transceiver unit to acquire the vehicle's acceleration; and determine that the absolute value of the acceleration is less than a fourth threshold.

[0024] Referring to the method in the first aspect above, the processing unit is further configured to: control the transceiver unit to acquire the vehicle's driving speed; and determine that the driving speed is within a preset speed range.

[0025] Referring to the method in the first aspect above, the first threshold and the second threshold are associated with a vehicle speed range, which includes at least two speed ranges. The first threshold is different for different speed ranges, and the second threshold is different for different speed ranges. The first threshold is negatively correlated with the speeds included in the speed range, and the second threshold is negatively correlated with the speeds included in the speed range.

[0026] Thirdly, this application provides an apparatus including a processor coupled to a memory; the processor is configured to execute a computer program or instructions stored in the memory to cause the electronic device to perform the method as described in the first aspect or any of the designs in the first aspect.

[0027] Fourthly, this application provides a computer-readable storage medium storing program code that, when run on a computer, causes the computer to perform the method as described in the first aspect or any of the designs in the first aspect.

[0028] Fifthly, this application provides a computer program product that, when run on a computer, causes the computer to perform the method as described in the first aspect and any one of the designs in the first aspect.

[0029] In a sixth aspect, this application provides a chip including a processor and a data interface. The processor reads instructions stored in a memory through the data interface and executes the methods described in the first aspect or any of the designs in the first aspect.

[0030] In one possible design, the chip may also include a memory containing instructions, which the processor executes. When the instructions are executed, the processor performs the method described in the first aspect or any of the designs in the first aspect.

[0031] In a seventh aspect, this application provides a vehicle including a controller, a sensor, and an accelerator pedal; wherein the controller is used to perform the method as described in the first aspect or any of the designs in the first aspect, and the sensor is used to detect one or more of the following: the suspension travel of the vehicle, the rate of change of the suspension travel of the vehicle, the damping coefficient of the vehicle suspension, the change of the damping coefficient, the acceleration of the vehicle, the change in the depth of the accelerator pedal, and the driving speed of the vehicle.

[0032] In some embodiments, the vehicle includes a new energy vehicle, a hybrid vehicle, a range-extended electric vehicle, or a fuel vehicle, which is not limited herein.

[0033] The technical effects achievable by any of the second to seventh aspects described above can be described with reference to the technical effects achievable by any design in the first aspect described above, and repetitions will not be discussed. Based on the implementations provided in the above aspects, this application can also make further combinations to provide more implementations. Attached Figure Description

[0034] Figure 1 A schematic diagram of the system architecture provided in this application embodiment; Figure 2 This is a flowchart illustrating an accelerator pedal signal processing method provided in Example 1 of this application. Figure 3 This is a flowchart illustrating an accelerator pedal signal processing method provided in Example 2 of this application. Figure 4This is a flowchart illustrating an accelerator pedal signal processing method provided in Example 3 of this application. Figure 5 This is a flowchart illustrating an accelerator pedal signal processing method provided in Example 4 of this application. Figure 6 This is a flowchart illustrating an accelerator pedal signal processing method provided in Example 5 of this application. Figure 7 This application provides a schematic diagram illustrating the vehicle speed change caused by accelerator pedal disturbance in an embodiment of the present application. Figure 8 This is a schematic diagram of energy loss provided in related technologies; Figure 9 A schematic diagram of energy loss provided for an embodiment of this application; Figure 10 A schematic diagram of the structure of an apparatus provided in an embodiment of this application; Figure 11 This is a schematic diagram of another device provided in an embodiment of this application. Detailed Implementation

[0035] To better illustrate the methods provided in the embodiments of this application, the concepts and terms involved in the embodiments of this application will be briefly explained first.

[0036] The accelerator pedal, also known as the gas pedal, translates the driver's input into engine power commands. With the continuous development of automotive electronics technology, accelerator pedal control methods include electronic types. Electronic accelerator pedals refer to mapping electrical signals generated by changes in pedal depth into torque, and then controlling the engine based on this torque. Accelerator pedals are physically arranged in two ways: floor-mounted and suspended. Floor-mounted pedals, also known as organ-type pedals, have their pivot point located at the bottom of the pedal, allowing the entire foot to rest on it, with the heel as the fulcrum. They are suitable for sports vehicles, high-performance vehicles, or models prioritizing comfort. Suspended pedals, also known as suspended pedals, have their pivot point located at the top of a support frame, with the forefoot providing the fulcrum. They are suitable for ordinary sedans, small vehicles, and urban commuter vehicles.

[0037] A position sensor is a transducer used to detect the position, displacement, or amount of motion of an object, and can convert physical displacement into an electrical signal output. In the embodiments of this application, a position sensor is provided inside the accelerator pedal, which can convert signals such as the accelerator pedal depth and angular velocity into electrical signals and transmit them to the engine control unit (ECU) or motor control unit (MCU).

[0038] MCU is a core component of the power system of new energy vehicles. It is used to convert the DC power energy of the power battery into high-voltage AC power and drive the motor to output mechanical energy.

[0039] In some scenarios, such as high-speed driving or non-intelligent driving / non-cruise control situations, the driver needs to use the accelerator pedal to operate the vehicle. During this operation, factors such as the driver's seating position, foot fatigue, and vehicle vibrations can cause disturbances to the accelerator pedal. These disturbances are not the driver's actual intention to press the pedal. These disturbances control the accelerator pedal, causing changes in pedal depth, such as decreasing (releasing) or increasing (depressing) the pedal. Changes in pedal depth affect engine torque control, leading to changes in vehicle speed, impacting vehicle stability and user experience, and increasing overall fuel consumption. In short, accelerator pedal disturbances can increase or decrease vehicle torque and speed, ultimately leading to increased fuel consumption and additional energy loss.

[0040] Currently, for scenarios where the driver has no intention to accelerate or decelerate (or in other words, no actual intention to press / release the accelerator pedal), but rather the accelerator pedal is disturbed due to leg fatigue from prolonged driving / adjustment of seating posture, or road bumps, the following solutions are proposed to ensure stable vehicle speed and reduce energy loss.

[0041] Option 1 involves optimizing the vibration source based on the brake pedal's vibration frequency and adding weight to the brake pedal to reduce brake pedal vibration. This approach enables rapid identification and optimization of the vibration source and related components causing brake pedal vibration, ultimately ensuring that the brake pedal vibration meets the target requirements.

[0042] Option 1 considers the vibration of the brake pedal itself, rather than external factors (such as the driver lifting or pressing the pedal). Furthermore, it responds to each vibration (i.e., optimizes) without identifying whether the vibration is a disturbance.

[0043] Option 2 determines the filtering time of the accelerator pedal opening value by measuring the change in the accelerator pedal opening value, thereby limiting the filtered accelerator pedal opening value within a suitable range to eliminate the accelerator pedal vibration problem caused by factors such as voltage instability.

[0044] Option 2 considers pedal signal jitter caused by voltage instability, eliminates the influence of electronic devices on the brake pedal, rather than the influence of external factors (such as the driver lifting or pressing the brake pedal) on the brake pedal, and does not identify whether the vibration is a disturbance.

[0045] Option 3: When the driving demand state is a fast response demand state, the signal is filtered according to the preset fast response filtering parameters; when the driving demand state is not a fast response demand state, the corrected filtering parameters are calculated, and the signal is filtered according to the filtering parameters obtained by superimposing the corrected filtering parameters and the preset basic filtering parameters, wherein the basic filtering parameters are greater than or equal to the fast response filtering parameters.

[0046] Scheme 3 considers optimizing the signal generated by the pedal vibration based on different states. Therefore, this scheme responds (i.e. optimizes) for each vibration and does not identify whether the vibration is a disturbance.

[0047] In view of this, embodiments of this application provide an accelerator pedal signal processing method and apparatus, which aims to sense the driver's true pedaling intention, identify whether there is a disturbance in the accelerator pedal, thereby preventing the impact caused by accelerator pedal disturbance, ensuring the stability of vehicle driving and the user's driving experience.

[0048] The technical solutions in the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings.

[0049] In the following embodiments, the terminology used is for the purpose of describing particular embodiments only and is not intended to be limiting of this application. As used in the specification and appended claims of this application, the singular expressions “a,” “an,” “the,” “the,” “the,” and “this” are intended to also include expressions such as “one or more,” unless the context clearly indicates otherwise. It should also be understood that in the embodiments of this application, “one or more” means one, two, or more; “and / or” describes the relationship between related objects, indicating that three relationships may exist; for example, A and / or B can represent: A alone, A and B simultaneously, or B alone, where A and B can be singular or plural. The character “ / ” generally indicates that the preceding and following related objects are in an “or” relationship.

[0050] In the description of this specification, references to "one embodiment" or "some embodiments," etc., mean that one or more embodiments of this application include a specific feature, structure, or characteristic described in connection with that embodiment. Therefore, the phrases "in one embodiment," "in some embodiments," "in other embodiments," "in still other embodiments," etc., appearing in different parts of this specification, do not necessarily refer to the same embodiment, but rather mean "one or more, but not all, embodiments," unless otherwise specifically emphasized. The terms "comprising," "including," "having," and variations thereof mean "including but not limited to," unless otherwise specifically emphasized.

[0051] The "multiple" mentioned in the embodiments of this application refers to two or more. It should be noted that in the description of the embodiments of this application, terms such as "first" and "second" are used only for the purpose of distinguishing descriptions and should not be construed as indicating or implying relative importance, nor should they be construed as indicating or implying order.

[0052] In some embodiments, the communication method provided in this application can be applied to devices on a vehicle, including but not limited to Vehicle Control Unit (VCU), Vehicle Integrated Unit (VIU), Vehicle Domain Controller (VDC), Cockpit Domain Controller (CDC), Mobile Data Center (MDC), Electronic Control Unit (ECU), Engine Control Unit (ECU), Motor Control Unit (MCU), and other devices used to implement intelligent driving or assisted driving functions, and their specific forms are not limited.

[0053] Optionally, vehicles may include: road vehicles, water vehicles, air vehicles, industrial equipment, agricultural equipment, or entertainment equipment, etc. For example, vehicles may be means of transportation (such as commercial vehicles, passenger cars, motorcycles, flying cars, trains, etc.), industrial vehicles (such as forklifts, trailers, tractors, etc.), engineering vehicles (such as excavators, bulldozers, cranes, etc.), agricultural equipment (such as lawnmowers, harvesters, etc.), amusement equipment, toy vehicles, etc. The specific form of the vehicle is not limited in the embodiments of this application.

[0054] In some embodiments, the accelerator pedal signal processing method provided in this application can be applied to a vehicle system. See also... Figure 1 , Figure 1 This is a schematic diagram of a system architecture provided for an embodiment of this application. For example... Figure 1 As shown, the system architecture includes an accelerator pedal, a position sensor, an MCU, a VDC, an electric motor, and a throttle valve. It should be noted that the illustration uses an engine as an example of an electric motor; in some embodiments, the engine can also be fuel-powered, and this application does not limit the scope of the embodiments.

[0055] Figure 1In this system, the position sensor detects changes in the accelerator pedal depth. When a depth change occurs, a corresponding electrical signal is generated and sent to the MCU. The MCU verifies this signal; if successful, it performs a mapping process to convert the signal into an accelerator pedal depth value (or accelerator pedal opening value). This accelerator pedal depth value is then mapped into torque, which is sent to the VDC (Vehicle Control Center). The VDC calculates the required torque for the electric motor based on parameters such as vehicle speed and torque, generates a control signal based on this required torque, and finally sends this control signal to the MCU. Upon receiving the control signal, the MCU controls the electric motor to regulate vehicle acceleration and deceleration.

[0056] For example, the acceleration and deceleration scenarios based on the accelerator pedal are as follows.

[0057] Acceleration scenario: When the driver presses the accelerator pedal, the electric motor speed increases, and the vehicle accelerates.

[0058] Deceleration scenario: When the driver releases the accelerator pedal, the electric motor speed decreases, and the vehicle decelerates.

[0059] In some embodiments, the system may also include, but is not limited to, electronic components such as speed sensors, acceleration sensors, damping sensors, and suspension travel sensors, which are not limited in the embodiments of this application.

[0060] Optionally, electronic components such as VDC, MCU and position sensor communicate via CAN bus / LIN bus, which is not limited to the embodiments of this application.

[0061] It should be noted that the above system architecture is only an example, and the embodiments in this application are not intended to limit the scope of the invention.

[0062] based on Figure 1 The accelerator pedal signal processing method provided in this application embodiment can be executed by the aforementioned VDC / MCU, or by devices such as VCU / VIU, and this application embodiment does not impose any restrictions.

[0063] In the accelerator pedal signal processing method provided in this application embodiment, when the accelerator pedal depth changes, it can be determined whether the accelerator pedal is a disturbance. Optionally, determining whether the accelerator pedal is a disturbance can be based on one or more of the following criteria: Criterion 1: Whether the rate of change of the vehicle's suspension travel is greater than the first threshold.

[0064] Criterion 2: Whether the damping coefficient of the suspension is greater than the second threshold.

[0065] Criterion 3: Does the damping coefficient change from small to large?

[0066] Criterion 4: Whether the change in the depth of the accelerator pedal is less than the third threshold.

[0067] Criterion 5: Whether the absolute value of the vehicle's acceleration is less than the fourth threshold.

[0068] Criterion 6: Whether the vehicle's speed is within the preset speed range.

[0069] In some embodiments, other criteria may also be included, such as whether the map information meets preset conditions, etc., which are not limited in this application embodiment.

[0070] Based on the above, the embodiments of this application provide the following exemplary examples.

[0071] For example 1, please refer to Figure 2 , Figure 2 This is a flowchart illustrating an accelerator pedal signal processing method provided in Example 1 of this application. Figure 2 As shown, the process includes the following steps: Step 201: When the accelerator pedal depth changes, obtain the rate of change of the vehicle's suspension travel and the damping coefficient of the vehicle's suspension.

[0072] In this embodiment, the change in accelerator pedal depth can be determined based on a position sensor. For example, the MCU determines that a change in accelerator pedal depth has occurred when it receives an electrical signal generated by the position sensor.

[0073] In this embodiment, the suspension travel change rate refers to the rate at which the suspension travel changes per unit time. Optionally, the suspension travel change rate can be determined based on the suspension travel at two moments during the process of the accelerator pedal depth change. For example, if the suspension travel at the first moment during the process of the accelerator pedal depth change is 100mm, and the suspension travel at the second moment during the process of the accelerator pedal depth change is 100.35mm, and the time difference between the first moment and the second moment is 10ms, then the suspension travel change rate is 35mm / s. It should be noted that the first moment can be the moment when the accelerator pedal depth changes, and the second moment can be a moment after the accelerator pedal depth change; this embodiment does not impose such a limitation.

[0074] Optionally, the suspension travel is obtained based on the suspension travel sensor, which is not limited in the embodiments of this application.

[0075] Optionally, the suspension travel change rate is determined by the MCU based on the suspension travel before and after the accelerator pedal travel depth changes. This embodiment of the application does not limit this.

[0076] Optionally, the damping coefficient of the vehicle suspension is the damping coefficient corresponding to the moment when the accelerator pedal depth changes. This damping coefficient is based on the damping sensor, and the embodiments of this application are not limited herein.

[0077] Step 202: Determine whether the rate of change of suspension travel is greater than the first threshold. If yes, proceed to step 203; otherwise, proceed to step 205.

[0078] Optionally, the first threshold is a value preset based on experience, such as 30 mm / s, etc., which is not limited in this embodiment of the application.

[0079] Optionally, the first threshold is a value determined based on the vehicle's speed, with different first thresholds corresponding to different vehicle speeds. For example, if the vehicle speed is 80 km / h, the corresponding first threshold is 30 mm / s; if the vehicle speed is 90 km / h, the corresponding first threshold is 28 mm / s. It should be noted that the first thresholds corresponding to different speeds can be preset values ​​based on experience, and this embodiment of the application does not impose such limitations.

[0080] In this embodiment, the first threshold is negatively correlated with the vehicle's speed; that is, the higher the vehicle's speed, the smaller the first threshold. This is because a higher vehicle speed increases the likelihood of disturbance to the accelerator pedal when the vehicle experiences bumps, thereby improving the accuracy of judging accelerator pedal disturbance.

[0081] It is understandable that when the rate of change of suspension travel exceeds the first threshold, it indicates that the vehicle may have experienced bumps, driver seat adjustments, or foot relaxation, which means that the driver did not intend to press the accelerator pedal and there may have been accelerator pedal disturbance.

[0082] Step 203: Determine whether the damping coefficient is greater than the second threshold. If yes, proceed to step 204; otherwise, proceed to step 205.

[0083] Optionally, the second threshold is a value preset based on experience, such as 0.35, etc., which is not limited in this embodiment of the application.

[0084] Optionally, the second threshold is a value determined based on the vehicle's speed, with different second thresholds corresponding to different vehicle speeds. For example, if the vehicle speed is 80 km / h, the corresponding first threshold is 0.35; if the vehicle speed is 90 km / h, the corresponding first threshold is 0.32. It should be noted that the second thresholds corresponding to different speeds can be preset values ​​based on experience, and this embodiment of the application does not impose such limitations.

[0085] In this embodiment, the second threshold is negatively correlated with the vehicle's speed; that is, the higher the vehicle's speed, the smaller the second threshold. This is because a higher vehicle speed increases the likelihood of disturbance to the accelerator pedal when the vehicle experiences bumps, thereby improving the accuracy of judging accelerator pedal disturbance.

[0086] It is understandable that when the damping coefficient is greater than the second threshold, it indicates that the vehicle may have experienced a bumpy situation. At this time, the damping coefficient will increase, which means that the driver did not intend to press the accelerator pedal, and there may have been a disturbance to the accelerator pedal.

[0087] Step 204: Do not respond to signals generated when the accelerator pedal depth changes.

[0088] Refer to the above Figure 1 The signal generated when the accelerator pedal depth changes can be simply referred to as the accelerator pedal signal. Based on the above steps, it can be determined that this signal is generated when the accelerator pedal depth changes in a specific way (i.e., when the above conditions are met), and this signal belongs to the disturbance signal.

[0089] In some embodiments, the signal can be an electrical signal sent from the position sensor to the MCU (which indicates the accelerator pedal depth), or an electrical signal sent from the MCU to the VDC (which indicates the torque required by the electric motor). Therefore, this step can be understood as not responding to changes in accelerator pedal depth or not responding to electric motor torque control. Thus, a change in accelerator pedal depth will not trigger engine torque control, preventing instability caused by accelerator pedal disturbances and ensuring vehicle stability and user experience.

[0090] Step 205: Respond to the signal generated when the accelerator pedal depth changes.

[0091] Refer to the above Figure 1 The signal generated when the accelerator pedal depth changes can be an electrical signal sent from the position sensor to the MCU (indicating the accelerator pedal depth value), or an electrical signal sent from the MCU to the VDC (indicating the torque demanded by the electric motor). Therefore, this step can be understood as responding to changes in accelerator pedal depth and responding to electric motor torque control, thus enabling the engine to control torque during this change in accelerator pedal depth, ensuring driver control of the vehicle.

[0092] For a detailed description of the motor control, please refer to the above. Figure 1 The specific details of the content will not be elaborated upon in this application's embodiments. It should be noted that this application's embodiments use an electric motor as an example, but this is not a limitation. In some embodiments, the engine can also be a combustion engine.

[0093] In summary, in Example 1, when the rate of change of suspension travel is greater than the first threshold and the damping coefficient is greater than the second threshold, it indicates that the vehicle may have experienced bumps or other disturbances. This means the driver did not intend to press / release the accelerator pedal. In this case, the change in accelerator pedal depth is determined to be based on a disturbance, i.e., an event of accelerator pedal disturbance has occurred. Therefore, the signal generated when the accelerator pedal depth changes is not responded to, and thus no torque control is applied to the engine, preventing the impact of accelerator pedal disturbance and ensuring vehicle stability and user experience. When the rate of change of suspension travel is less than or equal to the first threshold and / or the damping coefficient is less than or equal to the second threshold, it indicates that the driver intended to press / release the accelerator pedal, i.e., no accelerator pedal disturbance has occurred. In this case, the signal generated when the accelerator pedal depth changes is responded to, and torque control is applied to the engine to ensure driver control of the vehicle.

[0094] For example 2, please refer to Figure 3 , Figure 3 This is a flowchart illustrating an accelerator pedal signal processing method provided in Example 2 of this application. Figure 3 As shown, the process includes the following steps: Step 301: When the accelerator pedal depth changes, obtain the rate of change of the vehicle's suspension travel, the damping coefficient of the vehicle's suspension, and the change of the damping coefficient.

[0095] In this step, the rate of change of suspension travel and the damping coefficient can be referred to the content of step 201 above, and will not be repeated here in the embodiments of this application.

[0096] In this embodiment, the change in damping coefficient refers to the change in the magnitude of the damping coefficient per unit time. Optionally, the change in damping coefficient can be determined based on the suspension travel corresponding to two moments during the change in accelerator pedal depth. For example, if the damping coefficient at the moment the accelerator pedal depth changes is less than the damping coefficient at the next moment, the change in damping coefficient is determined to be from large to small; conversely, the change in damping coefficient is determined to be from small to large.

[0097] Step 302: Determine whether the damping coefficient changes from small to large. If so, proceed to step 303; otherwise, proceed to step 306.

[0098] In this step, a change in the damping coefficient from small to large indicates that the vehicle experienced a slight bump. Conversely, a change in the damping coefficient from large to small or remaining unchanged indicates that the vehicle did not experience a slight bump.

[0099] Step 303: Determine whether the rate of change of suspension travel is greater than the first threshold. If yes, proceed to step 304; otherwise, proceed to step 306.

[0100] This step can refer to the content of step 202 above, and will not be repeated here in the embodiments of this application.

[0101] Step 304: Determine whether the damping coefficient is greater than the second threshold. If yes, proceed to step 305; otherwise, proceed to step 306.

[0102] This step can refer to the content of step 203 above, and will not be repeated here in the embodiments of this application.

[0103] Step 305: Do not respond to signals generated when the accelerator pedal depth changes.

[0104] This step can refer to the content of step 204 above, and will not be repeated here in the embodiments of this application.

[0105] Step 306: Respond to the signal generated when the accelerator pedal depth changes.

[0106] This step can refer to the content of step 205 above, and will not be repeated here in the embodiments of this application.

[0107] In summary, Example 2, when the damping coefficient changes from small to large, the rate of change of suspension travel exceeds the first threshold, and the damping coefficient exceeds the second threshold, it indicates that the vehicle has experienced a bumpy situation. In this case, the change in accelerator pedal depth is based on a disturbance, i.e., an accelerator pedal disturbance event has occurred. Therefore, the system does not respond to the signal generated by the change in accelerator pedal depth, and consequently, it does not control the engine torque, thus preventing the impact of the accelerator pedal disturbance and ensuring vehicle stability and the user experience. It can be understood that based on the change in damping coefficient, it is possible to determine whether an accelerator pedal disturbance event has occurred in scenarios involving slight bumps, thereby further improving the accuracy of accelerator pedal disturbance detection.

[0108] For example, see Example 3. Figure 4 , Figure 4 This is a flowchart illustrating an accelerator pedal signal processing method provided in Example 3 of this application. Figure 4 As shown, the process includes the following steps: Step 401: When the accelerator pedal depth changes, obtain the vehicle's suspension travel rate, the vehicle's suspension damping coefficient, the change in the damping coefficient, and the accelerator pedal depth change value.

[0109] In this step, the rate of change of suspension travel, the damping coefficient, and the changes in the damping coefficient can be referred to the content of step 301 above, and will not be repeated here in the embodiments of this application.

[0110] In this embodiment, the change in accelerator pedal depth refers to the amount of change in accelerator pedal depth after a change in pedal depth. Optionally, the change in accelerator pedal depth can be determined based on the pedal depth before and after the change. For example, if the pedal depth before the change is 20mm and the pedal depth after the change is 21mm, then the change in accelerator pedal depth is 1mm.

[0111] Optionally, the depth values ​​before and after the accelerator pedal depth change are detected by the position sensor, and the depth change value of the accelerator pedal is determined by the MCU based on the depth values ​​before and after the accelerator pedal depth change. This embodiment of the application is not limited here.

[0112] Step 402: Determine whether the depth change value is less than the third threshold. If yes, proceed to step 403; otherwise, proceed to step 407.

[0113] Optionally, the third threshold is a value preset based on experience, such as 0.5 mm, etc., which is not limited in this embodiment of the application.

[0114] In this step, if the depth change value is less than the third threshold, it means that the depth change value of the accelerator pedal is small, and the current scenario may be a disturbance of the accelerator pedal caused by factors such as driver posture adjustment or foot fatigue.

[0115] Step 403: Determine whether the damping coefficient changes from small to large. If so, proceed to step 404; otherwise, proceed to step 407.

[0116] This step can refer to the content of step 302 above, and will not be repeated here in the embodiments of this application.

[0117] Step 404: Determine whether the rate of change of suspension travel is greater than the first threshold. If yes, proceed to step 405; otherwise, proceed to step 407.

[0118] This step can refer to the content of step 202 above, and will not be repeated here in the embodiments of this application.

[0119] Step 405: Determine whether the damping coefficient is greater than the second threshold. If yes, proceed to step 406; otherwise, proceed to step 407.

[0120] This step can refer to the content of step 203 above, and will not be repeated here in the embodiments of this application.

[0121] Step 406: Do not respond to signals generated when the accelerator pedal depth changes.

[0122] This step can refer to the content of step 204 above, and will not be repeated here in the embodiments of this application.

[0123] Step 407: Respond to the signal generated when the accelerator pedal depth changes.

[0124] This step can refer to the content of step 205 above, and will not be repeated here in the embodiments of this application.

[0125] In summary, Example 3 determines that an accelerator pedal disturbance event has occurred when the accelerator pedal depth change value is less than the third threshold, the damping coefficient changes from small to large, the suspension travel rate changes more than the first threshold, and the damping coefficient is greater than the second threshold. Therefore, the system does not respond to the signal generated by the accelerator pedal depth change, and consequently, it does not perform torque control on the engine, thus preventing the impact of accelerator pedal disturbances and ensuring vehicle stability and user experience. It can be understood that based on the accelerator pedal depth change value, scenarios such as driver posture adjustment and foot fatigue can be used to determine whether an accelerator pedal disturbance event has occurred, thereby further improving the accuracy of accelerator pedal disturbance detection.

[0126] For example, see Example 4. Figure 5 , Figure 5 This is a flowchart illustrating an accelerator pedal signal processing method provided in Example 4 of this application. Figure 5 As shown, the process includes the following steps: Step 501: When the accelerator pedal depth changes, acquire the vehicle's suspension travel rate of change, the vehicle's suspension damping coefficient, the change in the damping coefficient, the accelerator pedal depth change value, and the vehicle's acceleration.

[0127] In this step, the rate of change of suspension travel, damping coefficient, the change of damping coefficient, and the change of accelerator pedal depth can be referred to the content of step 401 above, and will not be repeated here in the embodiments of this application.

[0128] Optionally, the vehicle's acceleration is detected by an acceleration sensor, and this embodiment of the application is not limited thereto.

[0129] Step 502: Determine whether the absolute value of the acceleration is less than the fourth threshold. If yes, proceed to step 503; otherwise, proceed to step 508.

[0130] Optionally, the fourth threshold is a preset value based on experience, for example, the fourth threshold is 1 m / s. 2 The embodiments described in this application are not limited thereto.

[0131] In this step, if the absolute value of the acceleration is less than the fourth threshold, it indicates that the vehicle's acceleration / deceleration is relatively small. The current scenario may be caused by driver posture adjustment, foot fatigue, vehicle bumps, or other reasons that cause disturbances to the accelerator pedal.

[0132] Step 503: Determine whether the depth change value is less than the third threshold. If yes, proceed to step 504; otherwise, proceed to step 508.

[0133] This step can refer to the content of step 402 above, and will not be repeated here in the embodiments of this application.

[0134] Step 504: Determine whether the damping coefficient changes from small to large. If so, proceed to step 505; otherwise, proceed to step 508.

[0135] This step can refer to the content of step 302 above, and will not be repeated here in the embodiments of this application.

[0136] Step 505: Determine whether the rate of change of suspension travel is greater than the first threshold. If yes, proceed to step 506; otherwise, proceed to step 508.

[0137] This step can refer to the content of step 202 above, and will not be repeated here in the embodiments of this application.

[0138] Step 506: Determine whether the damping coefficient is greater than the second threshold. If yes, proceed to step 507; otherwise, proceed to step 508.

[0139] This step can refer to the content of step 203 above, and will not be repeated here in the embodiments of this application.

[0140] Step 507: Do not respond to signals generated when the accelerator pedal depth changes.

[0141] This step can refer to the content of step 204 above, and will not be repeated here in the embodiments of this application.

[0142] Step 508: Respond to the signal generated when the accelerator pedal depth changes.

[0143] This step can refer to the content of step 205 above, and will not be repeated here in the embodiments of this application.

[0144] In summary, Example 4 determines that an accelerator pedal disturbance has occurred when the absolute value of the vehicle's acceleration is less than the fourth threshold, the change in accelerator pedal depth is less than the third threshold, the damping coefficient changes from small to large, the rate of change of suspension travel is greater than the first threshold, and the damping coefficient is greater than the second threshold. Therefore, the system does not respond to the signal generated by the change in accelerator pedal depth, and consequently, it does not perform torque control on the engine, thus preventing the impact of accelerator pedal disturbances and ensuring vehicle stability and user experience. It can be understood that based on vehicle acceleration, the system can determine whether an accelerator pedal disturbance has occurred in high-speed or stable driving scenarios, thereby further improving the accuracy of accelerator pedal disturbance detection.

[0145] For example, see Example 5. Figure 6 , Figure 6 This is a flowchart illustrating an accelerator pedal signal processing method provided in Example 5 of this application. Figure 6 As shown, the process includes the following steps: Step 601: When the accelerator pedal depth changes, acquire the vehicle's suspension travel rate, suspension damping coefficient, damping coefficient change, accelerator pedal depth change value, vehicle acceleration, and vehicle speed.

[0146] In this step, the rate of change of the vehicle's suspension travel, the damping coefficient of the vehicle's suspension, the change of the damping coefficient, the change of the accelerator pedal depth, and the vehicle's acceleration can be referred to the content of step 501 above, and will not be repeated here in the embodiments of this application.

[0147] Optionally, the vehicle's speed is detected by a speed sensor, and this embodiment of the application is not limited thereto.

[0148] Step 602: Determine whether the driving speed is within the preset speed range. If yes, proceed to step 603; otherwise, proceed to step 609.

[0149] In this step, the vehicle speed range can be a value preset based on experience, such as a vehicle speed range of 80km / h-100km / h, etc., which is not limited in this embodiment of the application.

[0150] Optionally, the vehicle speed range includes at least two, such as the following three ranges: [80km / h-100km / h), [100km / h-120km / h), and [120km / h-140km / h]. This embodiment of the application does not limit the range or number of vehicle speed ranges.

[0151] Optionally, the first and second thresholds are associated with vehicle speed ranges, with different first and second thresholds corresponding to different speed ranges. For example, the first threshold for [80km / h-100km / h) is 30mm / s, and the second threshold for [80km / h-100km / h) is 0.35; the first threshold for [100km / h-120km / h) is 25mm / s, and the second threshold for [100km / h-120km / h) is 0.30; the first threshold for [120km / h-140km / h) is 20mm / s, and the second threshold for [120km / h-140km / h) is 0.25.

[0152] In this embodiment, the first threshold is negatively correlated with the vehicle speeds included in the speed range, and the second threshold is also negatively correlated with the vehicle speeds included in the speed range. That is, the higher the value of the speed range, the smaller the first threshold; similarly, the higher the value of the speed range, the smaller the second threshold. This is to take into account that the higher the vehicle speed, the greater the possibility of disturbance to the accelerator pedal when the vehicle experiences bumps, thereby improving the accuracy of judging accelerator pedal disturbance.

[0153] In this step, the influence of vehicle speed (hereinafter referred to as vehicle speed) on accelerator pedal disturbance is considered, which can further improve the accuracy of judging accelerator pedal disturbance.

[0154] Step 603: Determine whether the absolute value of the acceleration is less than the fourth threshold. If yes, proceed to step 604; otherwise, proceed to step 609.

[0155] This step can refer to the content of step 502 above, and will not be repeated here in the embodiments of this application.

[0156] Step 604: Determine whether the depth change value is less than the third threshold. If yes, proceed to step 605; otherwise, proceed to step 609.

[0157] This step can refer to the content of step 402 above, and will not be repeated here in the embodiments of this application.

[0158] Step 605: Determine whether the damping coefficient changes from small to large. If so, proceed to step 606; otherwise, proceed to step 609.

[0159] This step can refer to the content of step 302 above, and will not be repeated here in the embodiments of this application.

[0160] Step 606: Determine whether the rate of change of suspension travel is greater than the first threshold. If yes, proceed to step 607; otherwise, proceed to step 609.

[0161] This step can refer to the content of step 202 above, and will not be repeated here in the embodiments of this application.

[0162] Step 607: Determine whether the damping coefficient is greater than the second threshold. If yes, proceed to step 608; otherwise, proceed to step 609.

[0163] This step can refer to the content of step 203 above, and will not be repeated here in the embodiments of this application.

[0164] Step 608: Do not respond to signals generated when the accelerator pedal depth changes.

[0165] This step can refer to the content of step 204 above, and will not be repeated here in the embodiments of this application.

[0166] Step 609: Respond to the signal generated when the accelerator pedal depth changes.

[0167] This step can refer to the content of step 205 above, and will not be repeated here in the embodiments of this application.

[0168] In summary, Example 5 determines that an accelerator pedal disturbance event has occurred when the vehicle's speed is within a preset speed range, the absolute value of the vehicle's acceleration is less than the fourth threshold, the change in accelerator pedal depth is less than the third threshold, the damping coefficient changes from small to large, and the rate of change of suspension travel is greater than the first threshold and the damping coefficient is greater than the second threshold. Therefore, the system does not respond to the signal generated by the change in accelerator pedal depth, and consequently, it does not perform torque control on the engine, thus preventing the impact of accelerator pedal disturbances and ensuring vehicle stability and user experience. It can be understood that based on vehicle speed, more high-speed driving scenarios can be used to determine whether an accelerator pedal disturbance event has occurred, thereby further improving the accuracy of accelerator pedal disturbance detection.

[0169] It should be noted that more instances can be achieved based on different combinations of criteria. The above instances are merely examples, and the embodiments in this application are not intended to limit the scope of the application.

[0170] In some embodiments, criteria for determining whether the accelerator pedal is disturbed can be added or removed depending on factors such as the application scenario and vehicle type. Figures 2-6 This is just an example, not a limitation.

[0171] In some embodiments, this application is applicable to scenarios with rough / pothole / uneven road surfaces, which can filter out the accelerator pedal disturbance caused by the vehicle bumping due to the road surface, thereby enabling the vehicle to remain stable and reducing energy loss caused by frequent acceleration and deceleration of the vehicle due to accelerator pedal disturbance.

[0172] In some embodiments, this application can also be applied to the brake pedal, that is, replacing the accelerator pedal with the brake pedal. For details, please refer to the above content. The embodiments of this application will not be repeated here.

[0173] Based on the above description Figures 2-6 For the method, please refer to Figure 7 , Figure 7 This application provides a schematic diagram illustrating the vehicle speed change caused by accelerator pedal disturbance. For example... Figure 7 As shown, the horizontal axis represents time in seconds (s), and the vertical axis represents vehicle speed in kilometers per hour (km / h). As illustrated, disturbances to the accelerator pedal cause frequent acceleration and deceleration of the vehicle, resulting in energy loss.

[0174] Please see Figure 8 , Figure 8This is a schematic diagram of energy loss provided in related technologies. For example... Figure 8 As shown, the horizontal axis represents time in hours (h), and the vertical axis represents the vehicle's battery consumption in kilowatt-hours (kW·h). Please refer to [link / reference]. Figure 9 , Figure 9 This is a schematic diagram of energy loss provided for an embodiment of this application. Figure 9 As shown in the figure, the horizontal axis represents time in hours (h), and the vertical axis represents the vehicle's battery consumption in kilowatt-hours (kW·h). Figure 8 This is a schematic diagram showing the effect of not eliminating accelerator pedal disturbance; the final energy loss is 17.2 kWh. Figure 9 The schematic diagram for eliminating accelerator pedal disturbances shows a final energy loss of 16.7 kWh. This demonstrates that this application can reduce energy loss caused by frequent acceleration and deceleration of the vehicle due to accelerator pedal disturbances.

[0175] Based on the above description Figures 2-6 In addition to the above method, this application can also provide an apparatus. This apparatus can perform the above... Figures 2-6 The method and related features can be found in the above method embodiments, and will not be repeated here. Please refer to... Figure 10 , Figure 10 This is a schematic diagram of the structure of a device provided in an embodiment of this application. The device 1000 includes a transceiver unit 1010 and a processing unit 1020.

[0176] It should be noted that the aforementioned transceiver unit 1010 and processing unit 1020 can be implemented using virtual modules. For example, transceiver unit 1010 can be implemented using software functional units or virtual devices, and processing unit 1020 can be implemented using software functions or virtual devices. Alternatively, transceiver unit 1010 and processing unit 1020 can also be implemented using physical devices. For example, if the device 1000 is implemented using chip / chip circuitry, transceiver unit 1010 and processing unit 1020 can be integrated processors, microprocessors, or integrated circuits.

[0177] The unit division in this application embodiment is illustrative and only represents one logical functional division. In actual implementation, other division methods may be used. Furthermore, the functional units in each embodiment of this application can be integrated into a single processor, exist as separate physical units, or two or more units can be integrated into a single module. The integrated module can be implemented in hardware or as a software functional module.

[0178] The specific operations of the transceiver unit 1010 and the processing unit 1020 are described below.

[0179] The processing unit 1020 is used to control the transceiver unit 1010 to acquire the suspension travel rate and the damping coefficient of the vehicle suspension when the accelerator pedal depth changes; determine whether the suspension travel rate is greater than a first threshold and whether the damping coefficient is greater than a second threshold, wherein the first threshold is negatively correlated with the vehicle's driving speed and the second threshold is negatively correlated with the vehicle's driving speed; if the suspension travel rate is greater than the first threshold and the damping coefficient is greater than the second threshold, then no response is given to the signal generated when the accelerator pedal depth changes; if the suspension travel rate is less than or equal to the first threshold and / or the damping coefficient is less than or equal to the second threshold, then a response is given to the signal generated when the accelerator pedal depth changes.

[0180] In one possible implementation, the processing unit is further configured to: control the transceiver unit 1010 to acquire the change of the damping coefficient; and determine that the change of the damping coefficient is from small to large.

[0181] In one possible implementation, the processing unit is further configured to: control the transceiver unit 1010 to acquire the depth change value of the accelerator pedal; and determine that the depth change value is less than a third threshold.

[0182] In one possible implementation, the processing unit is further configured to: control the transceiver unit 1010 to acquire the vehicle's acceleration; and determine that the absolute value of the acceleration is less than a fourth threshold.

[0183] In one possible implementation, the processing unit is further configured to: control the transceiver unit 1010 to acquire the vehicle's driving speed; and determine that the driving speed is within a preset speed range.

[0184] In one possible implementation, the first threshold and the second threshold are associated with a vehicle speed range, which includes at least two speed ranges. The first threshold and the second threshold are different for different speed ranges. The first threshold is negatively correlated with the speeds included in the speed range, and the second threshold is negatively correlated with the speeds included in the speed range.

[0185] Figure 11 This is a schematic diagram of another device provided in an embodiment of this application.

[0186] The device 1100 includes a memory 1110, a processor 1120, and a communication interface 1130. The memory 1110, processor 1120, and communication interface 1130 are connected via an internal connection path. The memory 1110 stores instructions, and the processor 1120 executes the instructions stored in the memory 1110 to control the communication interface 1130 to acquire information, thereby enabling the device 1100 to implement the aforementioned method. Optionally, the memory 1110 can be coupled to the processor 1120 via an interface, or it can be integrated with the processor 1120.

[0187] It should be noted that the communication interface 1130 described above uses a transceiver device, such as, but not limited to, a transceiver. The communication interface 1130 may also include an input / output interface.

[0188] Processor 1120 stores one or more computer programs, which include instructions. When the instructions are executed by processor 1120, the device 1100 performs the methods described in the above embodiments.

[0189] In implementation, each step of the above method can be completed by the integrated logic circuitry of the hardware in the processor 1120 or by instructions in software form. The method disclosed in the embodiments of this application can be directly implemented by a hardware processor, or by a combination of hardware and software modules in the processor. The software modules can reside in random access memory, flash memory, read-only memory, programmable read-only memory, electrically erasable programmable memory, registers, or other mature storage media in the art. This storage medium is located in memory 1110, and the processor 1120 reads the information in memory 1110 and, in conjunction with its hardware, completes the steps of the above method. To avoid repetition, detailed descriptions are not provided here.

[0190] As one possible implementation, device 1100 can be a physical device, such as including one or more of the following modules: central processing unit (CPU), microprocessor unit (MPU), application-specific integrated circuit (ASIC), field-programmable gate array (FPGA), complex programmable logic device (CPLD), coprocessor (assisting the central processing unit in completing corresponding processing and applications), microcontroller unit (MCU), domain controller (DC), vehicle domain controller (VDC), electronic control unit (ECU), cockpit domain controller (CDC), vehicle integrated unit (VIU), vehicle domain controller (VDC), motor control unit (MCU), etc. Furthermore, device 1100 includes at least one processor integrated in the form of a system-on-a-chip (SOC), commonly referred to by those skilled in the art as an SOC. The SOC may include at least one processor, and when the SOC includes multiple processors, the types of processors may be different.

[0191] This application also provides a computer-readable storage medium storing program code that, when run on a computer, causes the computer to perform any of the methods described in the above embodiments.

[0192] This application also provides a computer program product, which includes a computer program that, when run, causes a computer to perform any of the methods described in the above embodiments.

[0193] This application also provides a chip, including: a circuit for performing any of the methods in the above embodiments.

[0194] This application embodiment also provides a vehicle, including as follows: Figure 10 or Figure 11 Any of the devices shown. Alternatively, it may include a controller, a sensor, and an accelerator pedal; wherein the controller is used to execute any of the methods in the above embodiments, and the sensor is used to detect one or more of the following: vehicle suspension travel, vehicle suspension travel rate of change, vehicle suspension damping coefficient, change in damping coefficient, vehicle acceleration, accelerator pedal depth change, and vehicle speed. Related features can be found in the above method embodiments and will not be repeated here.

[0195] Those skilled in the art will recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0196] Those skilled in the art will understand that, for the sake of convenience and brevity, the specific working processes of the systems, devices, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here.

[0197] In the several embodiments provided in this application, it should be understood that the disclosed systems, apparatuses, and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between apparatuses or units may be electrical, mechanical, or other forms.

[0198] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0199] In addition, the functional units in the various embodiments of this application can be integrated into a processing module, or each unit can exist physically separately, or two or more units can be integrated into one unit.

[0200] If the aforementioned functions are implemented as software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or a portion of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0201] It should be noted that the personal information and data processing (e.g., collection, storage, use, processing, transmission, provision and disclosure) involved in this application that are protected by the laws and regulations of the relevant countries and regions comply with the relevant laws and regulations of the relevant countries and regions.

[0202] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A method for processing accelerator pedal signals, characterized in that, The method includes: When the depth of the accelerator pedal changes, the rate of change of the vehicle's suspension travel and the damping coefficient of the vehicle's suspension are obtained; Determine whether the rate of change of the suspension travel is greater than a first threshold and whether the damping coefficient is greater than a second threshold, wherein the first threshold is negatively correlated with the vehicle's driving speed and the second threshold is negatively correlated with the vehicle's driving speed; If the rate of change of suspension travel is greater than the first threshold and the damping coefficient is greater than the second threshold, then the signal generated when the accelerator pedal depth changes will not be responded to; if the rate of change of suspension travel is less than or equal to the first threshold and / or the damping coefficient is less than or equal to the second threshold, then the signal generated when the accelerator pedal depth changes will be responded to.

2. The accelerator pedal signal processing method according to claim 1, characterized in that, The method further includes: Obtain the change in the damping coefficient; The damping coefficient is determined to change from small to large.

3. The accelerator pedal signal processing method according to claim 1 or 2, characterized in that, The method further includes: Obtain the depth change value of the accelerator pedal; The depth change value is determined to be less than the third threshold.

4. The accelerator pedal signal processing method according to any one of claims 1-3, characterized in that, The method further includes: Obtain the vehicle's acceleration; The absolute value of the acceleration is determined to be less than the fourth threshold.

5. The accelerator pedal signal processing method according to any one of claims 1-4, characterized in that, The method further includes: Obtain the vehicle's speed; The driving speed is determined to be within a preset speed range.

6. The accelerator pedal signal processing method according to any one of claims 1-5, characterized in that, The first threshold and the second threshold are associated with vehicle speed ranges, which include at least two speed ranges. The first threshold and the second threshold are different for different speed ranges. The first threshold is negatively correlated with the speeds included in the speed range, and the second threshold is negatively correlated with the speeds included in the speed range.

7. An apparatus, characterized in that, The device includes a transceiver unit and a processing unit; The processing unit is used to control the transceiver unit to acquire the suspension travel rate and the damping coefficient of the vehicle suspension when the accelerator pedal depth changes; determine whether the suspension travel rate is greater than a first threshold and whether the damping coefficient is greater than a second threshold, wherein the first threshold is negatively correlated with the vehicle's driving speed and the second threshold is negatively correlated with the vehicle's driving speed; if the suspension travel rate is greater than the first threshold and the damping coefficient is greater than the second threshold, then no response is given to the signal generated when the accelerator pedal depth changes; if the suspension travel rate is less than or equal to the first threshold and / or the damping coefficient is less than or equal to the second threshold, then a response is given to the signal generated when the accelerator pedal depth changes.

8. The apparatus according to claim 7, characterized in that, The processing unit is also used for: The transceiver unit is controlled to acquire the changes in the damping coefficient. The damping coefficient is determined to change from small to large.

9. The apparatus according to claim 7 or 8, characterized in that, The processing unit is also used for: The transceiver unit is controlled to acquire the depth change value of the accelerator pedal; The depth change value is determined to be less than the third threshold.

10. The apparatus according to any one of claims 7-9, characterized in that, The processing unit is also used for: The transceiver unit is controlled to acquire the vehicle's acceleration; The absolute value of the acceleration is determined to be less than the fourth threshold.

11. The apparatus according to any one of claims 7-10, characterized in that, The processing unit is also used for: The transceiver unit is controlled to acquire the vehicle's speed. The driving speed is determined to be within a preset speed range.

12. The apparatus according to any one of claims 7-11, characterized in that, The first threshold and the second threshold are associated with vehicle speed ranges, which include at least two speed ranges. The first threshold and the second threshold are different for different speed ranges. The first threshold is negatively correlated with the speeds included in the speed range, and the second threshold is negatively correlated with the speeds included in the speed range.

13. A device, characterized in that, The method includes a processor coupled to a memory storing program instructions that, when executed by the processor, implement the method of any one of claims 1 to 6.

14. A computer-readable storage medium, characterized in that, The computer-readable medium stores program code that, when run on a computer, causes the computer to perform the method as described in any one of claims 1 to 6.

15. A computer program product, characterized in that, When the computer program product is run on a computer, it causes the computer to perform the method as described in any one of claims 1 to 6.

16. A vehicle, characterized in that, Includes a controller, sensors, and an accelerator pedal, the controller being used to perform the method as described in any one of claims 1 to 6; The sensor is used to detect one or more of the following: vehicle suspension travel, vehicle suspension travel rate of change, vehicle suspension damping coefficient, damping coefficient change, vehicle acceleration, accelerator pedal depth change, and vehicle speed.

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