Vehicle pedal opening degree calculation method and apparatus, computer program product, and vehicle

Abstract

A vehicle pedal opening degree calculation method and apparatus, a computer program product, and a vehicle. The vehicle pedal opening degree calculation method comprises: acquiring an initial pedal opening degree and a fault type of a target vehicle; determining a pedal opening degree attenuation coefficient value on the basis of the fault type, wherein the pedal opening degree attenuation coefficient value is used for representing the attenuation degree of the pedal opening degree of the target vehicle under the fault type; and calculating a target pedal opening degree from the initial pedal opening degree and the pedal opening degree attenuation coefficient value.

Description

Vehicle pedal opening degree calculation method, device, computer program product and vehicle TECHNICAL FIELD

[0001] The present disclosure relates to the technical field of vehicle fault processing, in particular to a vehicle pedal opening degree calculation method, device, computer program product and vehicle. BACKGROUND

[0002] The vehicle controller can analyze the current driver's torque demand by obtaining the accelerator pedal (also known as the throttle pedal, hereinafter referred to as the pedal) opening degree and the gear, and then control the powertrain to output a predetermined size of torque. However, when the pedal fails, the torque demand obtained by analysis will not truly reflect the driver's driving demand. In order to solve this problem, the prior art usually uses a method of reducing the maximum driving ability of the vehicle to prevent pedal opening degree signal distortion. Specifically, based on the form of amplitude constraint on the pedal opening degree, when the pedal opening degree is below the target value (for example: 50%), no intervention is performed, and when the pedal opening degree reaches or exceeds the target value, the pedal opening degree is output according to the target value.

[0003] It can be understood that the above method used in the prior art is simple, but when the driver steps the pedal opening degree below the target value, the driver's driving feeling remains normal, and when the driver steps the pedal opening degree to a depth of the target value or above, the driver will have a "kick empty" feeling when there is no psychological preparation for the fault, which is very dangerous when this situation occurs in certain driving behaviors (for example: overtaking by using the shoulder). That is, the pedal fault processing method provided by the prior art reduces the power, but leads to poor drivability and safety of the vehicle.

[0004] From the above analysis, it can be seen that the prior art uses a single amplitude constraint on the vehicle pedal opening degree, which is prone to cause the driver to have a "kick empty" feeling when reaching the constraint amplitude, resulting in poor driving safety. There is currently no effective solution to this problem.

[0005] SUMMARY

[0006] The present disclosure provides a vehicle pedal opening degree calculation method, device, computer program product and vehicle to at least solve the technical problem that the prior art uses a single amplitude constraint on the vehicle pedal opening degree, which is prone to cause the driver to have a "kick empty" feeling when reaching the constraint amplitude, resulting in poor driving safety.

[0007] According to an aspect of an embodiment of the present disclosure, a vehicle pedal opening degree calculation method is provided, comprising:

[0008] obtaining an initial pedal opening and a fault type of a target vehicle; determining a pedal opening attenuation coefficient value according to the fault type, wherein the pedal opening attenuation coefficient value is used to represent a degree of attenuation of the pedal opening of the target vehicle under the fault type; and calculating the initial pedal opening and the pedal opening attenuation coefficient value to obtain a target pedal opening.

[0009] Optionally, the fault type includes a first fault type, a second fault type, and a third fault type, wherein the first fault type is that both pedals of the target vehicle are faulty, the second fault type is that any one pedal of the target vehicle is faulty, and the third fault type is that the pedal openings of the target vehicle are inconsistent.

[0010] Optionally, determining the pedal opening attenuation coefficient value according to the fault type includes: in response to the fault type being the first fault type, determining the pedal opening attenuation coefficient value to be a first value; and in response to the fault type being the second fault type or the third fault type, determining the pedal opening attenuation coefficient value according to a target function and a current road slope.

[0011] Optionally, the vehicle pedal opening calculation method further includes: obtaining a plurality of motion curves of the target vehicle under a target power mode, wherein different motion curves are used to represent a correlation between different operating parameters of the target vehicle; and determining the target function according to at least the plurality of motion curves.

[0012] Optionally, the plurality of motion curves include a first curve, a second curve, and a third curve, the first curve is used to represent a correlation between a wheel-end output torque, a vehicle speed, and a pedal opening of the target vehicle, the second curve is used to represent a correlation between a rolling resistance and the vehicle speed of the target vehicle, the third curve is used to represent a correlation between an air resistance and the vehicle speed of the target vehicle, and the target function is used to represent a correlation between the pedal opening, the road slope, and an acceleration of the target vehicle.

[0013] Optionally, determining the target function according to at least the plurality of motion curves includes: inducing the target function according to the plurality of motion curves, the road slope, a curb weight of the target vehicle, and a transmission ratio.

[0014] Optionally, in response to the fault type being the second fault type or the third fault type, determining the pedal opening attenuation coefficient value according to the target function and the current road slope includes: in response to the fault type being the second fault type or the third fault type, determining a target acceleration of the target vehicle to be a second value; and based on the target function, calculating the current road slope and the second value to obtain the pedal opening attenuation coefficient value.

[0015] Optionally, calculating the initial pedal opening and the pedal opening attenuation coefficient value to obtain the target pedal opening includes: performing a multiplication operation on the initial pedal opening and the pedal opening attenuation coefficient value to obtain the target pedal opening.

[0016] According to another aspect of the embodiments of the present disclosure, a vehicle pedal opening degree calculation device is also provided, comprising:

[0017] The acquisition module is configured to acquire an initial pedal opening degree and a fault type of a target vehicle; the first determination module is configured to determine a pedal opening degree attenuation coefficient value according to the fault type, wherein the pedal opening degree attenuation coefficient value is used to represent the attenuation degree of the pedal opening degree of the target vehicle under the fault type; and the calculation module is configured to calculate the initial pedal opening degree and the pedal opening degree attenuation coefficient value to obtain a target pedal opening degree.

[0018] Optionally, the fault type includes a first fault type, a second fault type and a third fault type, wherein the first fault type is that both pedals of the target vehicle are faulty, the second fault type is that any one pedal of the target vehicle is faulty, and the third fault type is that the pedal opening degrees of the target vehicle are inconsistent.

[0019] Optionally, the first determination module is configured to: in response to the fault type being the first fault type, determine the pedal opening degree attenuation coefficient value to be a first value; and in response to the fault type being the second fault type or the third fault type, determine the pedal opening degree attenuation coefficient value according to a target function and a current road slope.

[0020] Optionally, the vehicle pedal opening degree calculation device further comprises a second determination module configured to acquire a plurality of motion curves of the target vehicle under a target power mode, wherein different motion curves are used to represent the correlation between different operating parameters of the target vehicle; and the target function is determined according to at least the plurality of motion curves.

[0021] Optionally, the plurality of motion curves include a first curve, a second curve and a third curve, the first curve is used to represent the correlation between the wheel end output torque, the vehicle speed and the pedal opening degree of the target vehicle, the second curve is used to represent the correlation between the rolling resistance and the vehicle speed of the target vehicle, the third curve is used to represent the correlation between the air resistance and the vehicle speed of the target vehicle, and the target function is used to represent the correlation between the pedal opening degree, the road slope and the acceleration of the target vehicle.

[0022] Optionally, the second determination module is configured to induce the target function according to the plurality of motion curves, the road slope, the curb weight of the target vehicle and the transmission ratio.

[0023] Optionally, the first determination module is configured to: in response to the fault type being the second fault type or the third fault type, determine the target acceleration of the target vehicle to be a second value; and based on the target function, calculate the current road slope and the second value to obtain the pedal opening degree attenuation coefficient value.

[0024] Optionally, the computing module is configured to multiply the initial pedal opening and the pedal opening attenuation coefficient value to obtain the target pedal opening.

[0025] According to a further aspect of the embodiments of the present disclosure, a computer program product is also provided, which comprises a computer program. When the computer program is executed by a processor, the vehicle pedal opening calculation method of any one of the preceding aspects is implemented.

[0026] According to a further aspect of the embodiments of the present disclosure, a vehicle is also provided, which comprises an on-board memory and an on-board processor. The on-board memory stores a computer program, and the on-board processor is configured to run the computer program to execute the vehicle pedal opening calculation method of any one of the preceding aspects.

[0027] In the embodiments of the present disclosure, the initial pedal opening and the fault type of the target vehicle are first obtained, then the pedal opening attenuation coefficient value is determined according to the fault type, wherein the pedal opening attenuation coefficient value is used to represent the attenuation degree of the pedal opening of the target vehicle under the fault type, and finally the initial pedal opening and the pedal opening attenuation coefficient value are calculated to obtain the target pedal opening. By calculating the pedal opening attenuation coefficient value according to the real-time detected vehicle fault type, the purpose of dynamically constraining the pedal opening according to the vehicle fault type is achieved, thereby realizing the technical effect of improving the flexibility of vehicle pedal opening control to improve the driving safety of the vehicle, and further solving the technical problem that the single amplitude constraint of the vehicle pedal opening in the prior art is easy to cause the driver to have a "kick empty feeling" when reaching the constraint amplitude, resulting in poor driving safety. BRIEF DESCRIPTION OF DRAWINGS

[0028] The accompanying drawings, which are included to provide a further understanding of the present disclosure, constitute a part of the present disclosure, and the illustrative embodiments of the present disclosure and their description serve to explain the present disclosure, and do not constitute improper limitations on the present disclosure. In the drawings:

[0029] FIG. 1 is a hardware structure block diagram of a vehicle terminal for a vehicle pedal opening calculation method according to an embodiment of the present disclosure;

[0030] FIG. 2 is a flowchart of a vehicle pedal opening calculation method according to an embodiment of the present disclosure;

[0031] FIG. 3 is a flowchart of a vehicle pedal opening calculation process according to an embodiment of the present disclosure;

[0032] FIG. 4 is a structural block diagram of a vehicle pedal opening calculation device according to an embodiment of the present disclosure. DETAILED DESCRIPTION

[0033] In order to better understand the present disclosure, the technical solutions in the embodiments of the present disclosure will be clearly and completely described below in conjunction with the accompanying drawings in the embodiments of the present disclosure. Obviously, the described embodiments are only a part of the embodiments of the present disclosure, rather than all the embodiments. Based on the embodiments in the present disclosure, all other embodiments obtained by those skilled in the art without creative work should fall within the scope of the present disclosure.

[0034] It should be noted that the terms "first", "second", and the like in the specification and claims of the present disclosure and the above-described drawings are used to distinguish similar objects, and do not necessarily indicate a specific order or a chronological sequence. It should be understood that the data thus used can be interchanged under appropriate circumstances, so that the embodiments of the present disclosure described herein can be implemented in an order other than that illustrated or described herein. In addition, the terms "include" and "have" and any variations thereof are intended to cover non-exclusive inclusion, for example, a process, method, system, product or device that includes a series of steps or units does not have to be limited to those steps or units clearly listed, but can include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0035] According to the embodiments of the present disclosure, a method embodiment of a vehicle pedal opening degree calculation method is provided. It should be noted that the steps shown in the flowchart of the accompanying drawings can be executed in a computer system such as a set of computer executable instructions, and although the logical order is shown in the flowchart, in some cases, the steps shown or described herein can be executed in an order different from that herein.

[0036] Fig. 1 is a hardware structure block diagram of a vehicle terminal for an optional vehicle pedal opening degree calculation method according to an embodiment of the present disclosure. As shown in Fig. 1, the vehicle terminal 10 (or a mobile device 10 in communication association with a vehicle) can include one or more processors 102 (the processor 102 can include, but not limited to, a processing device such as a microcontroller unit (MCU) or a field programmable gate array (FPGA)), a memory 104 for storing data, and a transmission device 106 for communication function. In addition, the vehicle terminal 10 can further include a display device 110, an input / output device 108 (i.e., an I / O device), a universal serial bus (USB) port (which can be included as one of the ports of a computer bus, not shown in the figure), a network interface (not shown in the figure), a power supply (not shown in the figure), and / or a camera (not shown in the figure). It should be understood by those skilled in the art that the structure shown in Fig. 1 is only schematic, and does not limit the structure of the vehicle terminal 10 described above. For example, the vehicle terminal 10 can include more or less components than those shown in Fig. 1, or have a different configuration from that shown in Fig. 1.

[0037] It should be noted that the one or more processors 102 and / or other data processing circuits described above can be embodied in whole or in part as software, hardware, firmware, or any combination thereof. In addition, the data processing circuit can be a single independent processing module, or all or part of any one of the other elements incorporated into the vehicle terminal 10 (or mobile device).

[0038] The memory 104 can be used to store software programs and modules of application software, such as program instructions / data storage means corresponding to the vehicle pedal opening degree calculation method in the embodiments of the present disclosure. The processor 102 executes various functional applications and data processing by running the software programs and modules stored in the memory 104, i.e., implements the vehicle pedal opening degree calculation method described above. The memory 104 can include a high-speed random access memory, and can further include a non-volatile memory, such as one or more magnetic storage devices, flash memories, or other non-volatile solid-state memories. In some examples, the memory 104 can further include a memory remotely disposed with respect to the processor 102, which can be connected to the vehicle terminal 10 through a network. Examples of the network include, but are not limited to, the Internet, an intranet, a local area network, a mobile communication network, and combinations thereof.

[0039] The transmission device 106 is configured to receive or send data via a network. The network can include a wireless network provided by a communication provider of the vehicle terminal 10. In one example, the transmission device 106 includes a network interface controller (NIC) that can be connected to other network devices through a base station to communicate with the Internet. In one example, the transmission device 106 can be a radio frequency (RF) module that is configured to communicate with the Internet wirelessly.

[0040] In the above operating environment, the vehicle pedal opening degree calculation method according to the embodiments of the present disclosure is provided as shown in FIG. 2, which is a flowchart of a vehicle pedal opening degree calculation method according to an embodiment of the present disclosure. As shown in FIG. 2, the method includes the following implementation steps:

[0041] In step S201, an initial pedal opening degree and a fault type of a target vehicle are obtained.

[0042] In step S202, a pedal opening degree attenuation coefficient value is determined according to the fault type, wherein the pedal opening degree attenuation coefficient value is used to represent the attenuation degree of the pedal opening degree of the target vehicle under the fault type.

[0043] In step S203, the initial pedal opening degree and the pedal opening degree attenuation coefficient value are calculated to obtain a target pedal opening degree.

[0044] The initial pedal opening degree can be used to represent the pedal depth of the driver of the target vehicle at the last moment. The fault type can be used to indicate a pedal-related fault of the target vehicle, which can be determined by a pedal sensor of the target vehicle.

[0045] As an optional implementation, the pedal fault includes a first fault type, a second fault type, and a third fault type. The first fault type can be used to indicate that both pedals of the target vehicle are faulty, and the determination basis of the first fault type can be that both the first pedal sensor and the second pedal sensor of the target vehicle are faulty. The second fault type can be used to indicate that any one pedal of the target vehicle is faulty, and the determination basis of the second fault type can be that one of the first pedal sensor or the second pedal sensor of the target vehicle is faulty. The third fault type can be used to indicate a pedal difference fault, and the determination basis of the third fault type can be that the pedal opening degrees obtained and analyzed by the first pedal sensor and the second pedal sensor are inconsistent.

[0046] It should be noted that the fault of the vehicle pedal sensor can be one of the following: the pedal sensor wiring is broken or damaged, the internal components of the pedal sensor are damaged or aged, the pedal sensor installation position is incorrect or interfered by external equipment, communication failure occurs between the pedal sensor and the vehicle electronic controller, the pedal sensor power supply circuit fails, and the pedal sensor is blocked by foreign matter. The above is only an example, and the present disclosure is not limited to the fault of the vehicle pedal sensor.

[0047] The steps S201-S203 of the present disclosure can dynamically adjust the output pedal opening degree (i.e., the target pedal opening degree) of the vehicle pedal according to the pedal opening degree attenuation coefficient value determined according to the fault type of the vehicle pedal during vehicle driving.

[0048] In the embodiment of the present disclosure, the initial pedal opening degree and the fault type of the target vehicle are first obtained, then the pedal opening degree attenuation coefficient value is determined according to the fault type, wherein the pedal opening degree attenuation coefficient value is used to represent the attenuation degree of the pedal opening degree of the target vehicle under the fault type, and finally the initial pedal opening degree and the pedal opening degree attenuation coefficient value are calculated to obtain the target pedal opening degree. By calculating the pedal opening degree attenuation coefficient value according to the real-time detected vehicle fault type, the purpose of dynamically constraining the pedal opening degree according to the vehicle fault type is achieved, thereby realizing the technical effect of improving the flexibility of the vehicle pedal opening degree control to improve the vehicle driving safety, and further solving the technical problem that the single amplitude constraint of the vehicle pedal opening degree in the prior art is easy to cause the driver to have a "empty feeling" when reaching the constraint amplitude, resulting in poor driving safety.

[0049] The above method of the embodiment of the present disclosure will be further introduced below.

[0050] In an optional embodiment, in step S202, determining the pedal opening degree attenuation coefficient value according to the fault type comprises:

[0051] Step S221, in response to the fault type being the first fault type, determining that the pedal opening degree attenuation coefficient value is a first value;

[0052] Step S222, in response to the fault type being the second fault type or the third fault type, determining the pedal opening degree attenuation coefficient value according to the target function and the current road slope.

[0053] As an optional implementation, when the fault type of the vehicle pedal is the first fault type described above, the pedal opening degree attenuation coefficient value can be determined as 0 (i.e., the first value); when the fault type of the vehicle pedal is the second fault type or the third fault type described above, the pedal opening degree attenuation coefficient value can be determined according to the target function and the current road slope of the vehicle.

[0054] It should be noted that the target function can be used to represent the relationship among the pedal opening degree, the acceleration, and the road slope of the vehicle; the current road slope can be obtained by measuring the inclination angle of the vehicle using a vehicle-mounted sensor or a GPS device, can be obtained by using a vehicle-mounted camera to shoot the road surface and then analyzing the slope of the road surface in the image through image processing technology, or can be obtained by directly obtaining the slope information of the current position of the vehicle from a vehicle-mounted navigation system.

[0055] In an optional embodiment, the vehicle pedal opening degree calculation method further comprises:

[0056] In step S204, a plurality of motion curves of the target vehicle in the target power mode are obtained, wherein different motion curves are used to represent the correlation between different operating parameters of the target vehicle.

[0057] In step S205, the target function is determined according to at least the plurality of motion curves.

[0058] The target power mode can be the strongest power mode of the target vehicle. As an optional implementation, the target vehicle is a hybrid vehicle, which can have the following driving modes: normal mode, pure electric mode, high-speed mode, economy mode, and sports mode. For the hybrid vehicle, the strongest power mode is usually the sports mode.

[0059] As an optional implementation, the plurality of motion curves include a first curve, a second curve, and a third curve. The first curve can be used to represent the correlation among the wheel-end output torque, the vehicle speed, and the pedal opening degree of the target vehicle. The second curve can be used to represent the correlation between the rolling resistance of the target vehicle and the vehicle speed. The third curve can be used to represent the correlation between the air resistance of the target vehicle and the vehicle speed. The target function can be used to represent the correlation among the pedal opening degree, the road slope, and the acceleration of the target vehicle.

[0060] It should be noted that the first curve, the second curve, and the third curve can be curves obtained through bench simulation tests and real vehicle road sliding tests. For the same pedal opening degree, the corresponding torque is different in different driving modes. For example, the torque of the hybrid vehicle in the economy mode is much smaller than that in the sports mode. After the maximum pedal opening degree is constrained, when the acceleration of the vehicle in the strongest power mode of the target vehicle is lower than a safety value, the acceleration of the vehicle in other driving modes of the target vehicle is also lower than the safety value. Therefore, selecting the plurality of motion curves in the strongest power mode can ensure that all driving modes of the target vehicle are covered.

[0061] In an optional embodiment, in step S205, determining the target function according to at least the plurality of motion curves comprises:

[0062] In step S251, the target function is induced according to the plurality of motion curves, the road slope, the target vehicle's kerb mass and the transmission ratio.

[0063] In the technical solution provided by the present disclosure, the fourth curve can be calculated by combining the first curve, the second curve and the third curve with the road slope, the target vehicle's kerb mass and the transmission ratio. The fourth curve can be used to represent the correlation between the pedal opening, the road slope and the target vehicle's acceleration. According to the fourth curve, a function relationship expression (i.e., a target function) of the pedal opening, the road slope and the target vehicle can be induced, as shown in the following formula (1): a=f(0,a) Formula (1)

[0064] In the above formula (1), a represents the pedal opening, which is expressed in percentage; 0 and a are independent variables, where 0 represents the road slope where the target vehicle is located, which is expressed in degrees, and a represents the target vehicle's acceleration, which is expressed in meters per second squared.

[0065] It should be noted that the value of the pedal opening decay coefficient can be the absolute value of the pedal opening a.

[0066] In an optional embodiment, in step S222, in response to the fault type being the second fault type or the third fault type, the pedal opening decay coefficient value is determined according to the target function and the current road slope, including:

[0067] In step S2221, in response to the fault type being the second fault type or the third fault type, the target acceleration of the target vehicle is determined to be a second value.

[0068] In step S2222, the current road slope and the second value are calculated based on the target function to obtain the pedal opening decay coefficient value.

[0069] As an optional implementation, when the target vehicle pedal has the second fault type or the third fault type, it is assumed that the target vehicle's acceleration a is 2 meters per second squared. According to the real-time collected current road slope 0, the real-time dynamic value of the pedal opening decay coefficient can be determined by the above formula (1).

[0070] In an optional embodiment, in step S203, the target pedal opening is calculated by multiplying the initial pedal opening and the pedal opening decay coefficient value, including:

[0071] In step S231, the target pedal opening is calculated by multiplying the initial pedal opening and the pedal opening decay coefficient value.

[0072] In the technical solution provided by the present disclosure, the pedal opening degrees of two adjacent time points are denoted as a1 and a2, where a1 represents the pedal opening degree of the previous time point (i.e., the initial pedal opening degree), and a2 represents the pedal opening degree of the next time point (i.e., the target pedal opening degree). The initial pedal opening degree and the pedal opening degree attenuation coefficient value (denoted as k) are multiplied to obtain the target pedal opening degree, which can be shown in the following formula (2): a2=k×a1 Formula (2)

[0073] The above method is further described below in combination with FIG. 3.

[0074] FIG. 3 is a flowchart of a vehicle pedal opening degree calculation process according to an embodiment of the present disclosure. As shown in FIG. 3, the vehicle pedal opening degree calculation method provided by the present disclosure determines the functional constraint relationship among the current road slope of the target vehicle, the current acceleration of the target vehicle, and the pedal opening degree according to the first curve, the second curve, and the third curve in the strongest power mode of the target vehicle, and then determines the pedal opening degree attenuation coefficient value according to the current fault type of the target vehicle, so as to calculate the pedal opening degree attenuation coefficient value that dynamically changes in real time. The maximum pedal opening degree of the target vehicle is dynamically constrained by using the pedal opening degree attenuation coefficient value, so that the driver of the target vehicle can perceive the decrease in the power of the vehicle when the pedal fault occurs, so as to help the driver avoid the driving risk caused by the decrease in the power of the vehicle in time, and the driver can not feel "empty" during driving, thereby improving the driving safety of the vehicle and improving the driving experience of the driver.

[0075] In the present embodiment, a vehicle pedal opening degree calculation device is also provided, which is used to implement the above-described embodiments and preferred embodiments, and will not be described again. As used below, a "module" can be a combination of software and / or hardware that implements a predetermined function. Although the device described in the following embodiments is preferably implemented in software, implementation in hardware or a combination of software and hardware is also possible and contemplated.

[0076] FIG. 4 is a structural block diagram of a vehicle pedal opening degree calculation device according to an embodiment of the present disclosure. As shown in FIG. 4, the device includes:

[0077] The acquisition module 401 is configured to acquire the initial pedal opening degree and the fault type of the target vehicle.

[0078] The first determination module 402 is configured to determine the pedal opening degree attenuation coefficient value according to the fault type, where the pedal opening degree attenuation coefficient value is used to represent the attenuation degree of the pedal opening degree of the target vehicle under the fault type.

[0079] The calculation module 403 is configured to calculate the initial pedal opening and the pedal opening decay coefficient value to obtain a target pedal opening.

[0080] Optionally, the acquisition module 401 comprises: the fault type comprises a first fault type, a second fault type and a third fault type, wherein the first fault type is that both pedals of the target vehicle are faulty, the second fault type is that any one pedal of the target vehicle is faulty, and the third fault type is that the pedal openings of the target vehicle are inconsistent.

[0081] Optionally, the first determination module 402 is configured to: in response to the fault type being the first fault type, determine that the pedal opening decay coefficient value is a first value; and in response to the fault type being the second fault type or the third fault type, determine the pedal opening decay coefficient value according to the target function and the current road slope.

[0082] Optionally, the vehicle pedal opening calculation device further comprises: a second determination module 404 (not shown in the figure) configured to acquire a plurality of motion curves of the target vehicle in a target power mode, wherein different motion curves are used to represent the correlation between different operating parameters of the target vehicle; and determine the target function according to at least the plurality of motion curves.

[0083] Optionally, the second determination module 404 (not shown in the figure) comprises: the plurality of motion curves comprise a first curve, a second curve and a third curve, the first curve is used to represent the correlation between the wheel end output torque, the vehicle speed and the pedal opening of the target vehicle, the second curve is used to represent the correlation between the rolling resistance and the vehicle speed of the target vehicle, and the third curve is used to represent the correlation between the air resistance and the vehicle speed of the target vehicle, and the target function is used to represent the correlation between the pedal opening, the road slope and the acceleration of the target vehicle.

[0084] Optionally, the second determination module 404 (not shown in the figure) is configured to: induce the target function according to the plurality of motion curves, the road slope, the curb weight of the target vehicle and the transmission ratio.

[0085] Optionally, the first determination module 402 is configured to: in response to the fault type being the second fault type or the third fault type, determine that the target acceleration of the target vehicle is a second value; and calculate the current road slope and the second value based on the target function to obtain the pedal opening decay coefficient value.

[0086] Optionally, the calculation module 403 is configured to: perform a multiplication operation on the initial pedal opening and the pedal opening decay coefficient value to obtain the target pedal opening.

[0087] It should be noted that the above various modules can be implemented by software or hardware, and for the latter, the implementation can be achieved by the following ways, but is not limited to: all the above modules are located in the same processor; or the above various modules are located in different processors in any combination.

[0088] According to another aspect of the embodiments of the present disclosure, a computer program product is also provided, which comprises a computer program, and the computer program is executed by a processor to implement the vehicle pedal opening degree calculation method of any one of the preceding embodiments.

[0089] According to another aspect of the embodiments of the present disclosure, a vehicle is also provided, which comprises an on-board memory and an on-board processor, the on-board memory stores a computer program, and the on-board processor is configured to run the computer program to execute the vehicle pedal opening degree calculation method of any one of the preceding embodiments.

[0090] Optionally, in the present embodiment, the on-board processor can be configured to execute the following steps by the computer program:

[0091] Step S1, obtaining an initial pedal opening degree and a fault type of a target vehicle;

[0092] Step S2, determining a pedal opening degree attenuation coefficient value according to the fault type, wherein the pedal opening degree attenuation coefficient value is used to represent the attenuation degree of the pedal opening degree of the target vehicle under the fault type;

[0093] Step S3, calculating the initial pedal opening degree and the pedal opening degree attenuation coefficient value to obtain a target pedal opening degree.

[0094] Optionally, the specific examples in the present embodiment can refer to the examples described in the above embodiments and optional implementation manners thereof, and the present embodiment will not be described here.

[0095] The serial numbers of the above embodiments of the present disclosure are only for description, and do not represent the advantages and disadvantages of the embodiments.

[0096] In the above embodiments of the present disclosure, the description of each embodiment has its own emphasis, and the parts not described in detail in a certain embodiment can refer to the relevant description of other embodiments.

[0097] In several embodiments provided by the present disclosure, it should be understood that the disclosed technology can be implemented in other manners. For example, the described unit embodiments can be divided into other ways, for example, the units or components can be combined or integrated into another system, or some features can be ignored or not executed. In addition, the displayed or discussed mutual couplings or direct couplings or communication connections can be implemented by using some interfaces, and the indirect couplings or communication connections can be implemented in electronic, mechanical, or other forms.

[0098] The units described as separate components can or can not be physically separate, and the components shown as units can or can not be physical units, that is, can be located in one place, or can be distributed on multiple units. Some or all of the units can be selected according to actual needs to achieve the purpose of the embodiment.

[0099] In addition, each functional unit in the various embodiments of the present disclosure can be integrated in one processing unit, or each unit can exist physically, or two or more units can be integrated in one unit. The integrated unit can be implemented in the form of hardware, or in the form of a software functional unit.

[0100] When the integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer readable storage medium. Based on this understanding, the technical solutions of the present disclosure essentially or the part that makes a contribution to the prior art, or all or part of the technical solutions can be embodied in the form of a software product. The computer software product is stored in a storage medium, and includes several instructions for causing a computer device (which can be a personal computer, a server, or a network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of the present disclosure. The foregoing storage medium includes: a U disk, a read-only memory (ROM), a random access memory (RAM), a mobile hard disk, a magnetic disk or an optical disk, and various media that can store program codes.

[0101] The above descriptions are only preferred embodiments of the present disclosure, and it should be pointed out that, for those skilled in the art, without departing from the principles of the present disclosure, some improvements and refinements can be made, and these improvements and refinements should be regarded as the protection scope of the present disclosure.

Claims

1. A method for calculating a vehicle pedal opening, comprising: Obtain the initial pedal opening and fault type of the target vehicle; Determining a pedal opening attenuation coefficient value according to the fault type, wherein the pedal opening attenuation coefficient value is used to represent the attenuation degree of the pedal opening of the target vehicle under the fault type; The initial pedal opening and the pedal opening attenuation coefficient value are calculated to obtain a target pedal opening.

2. The vehicle pedal opening calculation method according to claim 1, wherein: The fault types include: a first fault type, a second fault type and a third fault type, wherein the first fault type is that both pedals of the target vehicle fail, the second fault type is that any one pedal of the target vehicle fails, and the third fault type is that the openings of the two pedals of the target vehicle are inconsistent.

3. The method for calculating the vehicle pedal opening according to claim 2, wherein: Determining the pedal opening attenuation coefficient value according to the fault type includes: In response to the fault type being the first fault type, determining the pedal opening attenuation coefficient value to be a first value; In response to the fault type being the second fault type or the third fault type, the pedal opening attenuation coefficient value is determined according to an objective function and a current road surface gradient.

4. The method for calculating the vehicle pedal opening according to claim 3, wherein: The vehicle pedal opening calculation method further includes: Acquiring a plurality of motion curves of the target vehicle under a target power mode, wherein different motion curves are used to characterize correlations between different operating parameters of the target vehicle; The objective function is determined based on at least the plurality of motion curves.

5. The method for calculating the vehicle pedal opening according to claim 4, wherein: The multiple motion curves include a first curve, a second curve and a third curve. The first curve is used to characterize the correlation between the wheel-end output torque, vehicle speed and pedal opening of the target vehicle. The second curve is used to characterize the correlation between the rolling resistance of the target vehicle and the vehicle speed. The third curve is used to characterize the correlation between the air resistance of the target vehicle and the vehicle speed. The objective function is used to characterize the correlation between the pedal opening, road slope and acceleration of the target vehicle.

6. The method for calculating the vehicle pedal opening according to claim 5, wherein: Determining the objective function based on at least the plurality of motion curves comprises: The objective function is derived based on the multiple motion curves, the road slope, the curb weight and the transmission ratio of the target vehicle.

7. The method for calculating the vehicle pedal opening according to claim 6, wherein: In response to the fault type being the second fault type or the third fault type, determining the pedal opening attenuation coefficient value according to the objective function and the current road surface slope includes: In response to the fault type being the second fault type or the third fault type, determining a target acceleration of the target vehicle to be a second value; Based on the objective function, the current road surface slope and the second value are calculated to obtain the pedal opening attenuation coefficient value.

8. The method for calculating the vehicle pedal opening according to claim 7, wherein: Calculating the initial pedal opening and the pedal opening attenuation coefficient value to obtain the target pedal opening includes: The target pedal opening is obtained by multiplying the initial pedal opening and the pedal opening attenuation coefficient value.

9. A vehicle pedal opening calculation device, comprising: an acquisition module, configured to acquire an initial pedal opening and a fault type of a target vehicle; a first determining module configured to determine a pedal opening attenuation coefficient value according to the fault type, wherein the pedal opening attenuation coefficient value is used to represent an attenuation degree of the pedal opening of the target vehicle under the fault type; The calculation module is configured to calculate the initial pedal opening and the pedal opening attenuation coefficient value to obtain a target pedal opening.

10. The vehicle pedal opening calculation device according to claim 9, wherein: The fault types include: a first fault type, a second fault type and a third fault type, wherein the first fault type is that both pedals of the target vehicle fail, the second fault type is that any one pedal of the target vehicle fails, and the third fault type is that the openings of the two pedals of the target vehicle are inconsistent.

11. The vehicle pedal opening calculation device according to claim 10, wherein: The first determining module is configured to: in response to the fault type being the first fault type, determine the pedal opening attenuation coefficient value to be a first value; In response to the fault type being the second fault type or the third fault type, the pedal opening attenuation coefficient value is determined according to an objective function and a current road surface gradient.

12. The vehicle pedal opening calculation device according to claim 11, wherein: The vehicle pedal opening calculation device also includes: a second determination module, which is configured to obtain multiple motion curves of the target vehicle under the target power mode, wherein different motion curves are used to characterize the correlation between different operating parameters of the target vehicle; and determine the objective function based on at least the multiple motion curves.

13. The vehicle pedal opening calculation device according to claim 12, wherein: The multiple motion curves include a first curve, a second curve and a third curve. The first curve is used to characterize the correlation between the wheel-end output torque, vehicle speed and pedal opening of the target vehicle. The second curve is used to characterize the correlation between the rolling resistance of the target vehicle and the vehicle speed. The third curve is used to characterize the correlation between the air resistance of the target vehicle and the vehicle speed. The objective function is used to characterize the correlation between the pedal opening, road slope and acceleration of the target vehicle.

14. The vehicle pedal opening calculation device according to claim 13, wherein: The second determination module is configured to: obtain the objective function based on the multiple motion curves, the road slope, the curb weight and the transmission ratio of the target vehicle.

15. The vehicle pedal opening calculation device according to claim 14, wherein: The first determination module is configured to: determine the target acceleration of the target vehicle as a second value in response to the fault type being the second fault type or the third fault type; and calculate the current road surface slope and the second value based on the objective function to obtain the pedal opening attenuation coefficient value.

16. The vehicle pedal opening calculation device according to claim 15, wherein: The calculation module is configured to perform a multiplication operation on the initial pedal opening and the pedal opening attenuation coefficient value to obtain the target pedal opening.

17. A computer program product, comprising a computer program, wherein when the computer program is executed by a processor, the vehicle pedal opening degree calculation method according to any one of claims 1 to 8 is implemented.

18. A vehicle comprising an on-board memory and an on-board processor, wherein the on-board memory stores a computer program, and the on-board processor is configured to run the computer program to execute the vehicle pedal opening calculation method according to any one of claims 1 to 8.

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