A control method for preventing misoperation of an accelerator pedal

Abstract

This application relates to a control method for a throttle misoperation prevention function. The method includes: when the throttle misoperation prevention function is activated, acquiring in real time vehicle speed, throttle opening, throttle opening change rate, the type of the nearest collision target on the vehicle trajectory, the distance-to-collision time, gear position, and parking brake status; when the vehicle speed is 0, determining and executing a first target throttle misoperation prevention function control strategy based on the throttle opening, throttle opening change rate, distance-to-collision time, and collision target type; adjusting the first target throttle misoperation prevention function control strategy according to the throttle opening and gear position; when the vehicle speed meets a preset low-speed condition, determining and executing a second target throttle misoperation prevention function control strategy based on the throttle opening, throttle opening change rate, and distance-to-collision time; adjusting the second target throttle misoperation prevention function control strategy according to the throttle opening and gear position; and when the vehicle speed meets a preset high-speed condition, executing a third target throttle misoperation prevention function control strategy based on the distance-to-collision time.

Description

Technical Field

[0001] This application relates to the field of vehicle safety control technology, and in particular to a control method for preventing accidental accelerator pedal press. Background Technology

[0002] Currently, new energy vehicles use electric motors to output torque, resulting in faster acceleration response at low speeds and a superior driving experience compared to traditional internal combustion engine vehicles. Especially when parked, the rapid start-up and acceleration response of the vehicle means that accidentally pressing the accelerator could lead to serious consequences.

[0003] Most automakers integrate radar, cameras, and other sensing devices with AEB (Autonomous Emergency Braking) functionality to achieve a certain degree of accelerator pedal misoperation prevention. However, there is currently no clear deactivation mechanism for this feature. If the multi-level control modes of the accelerator pedal misoperation prevention function are not considered, and the AEB activation conditions are met, it can easily lead to accidental triggering of the function, resulting in the driver being unable to drive the vehicle or interfering with normal driver operation. Summary of the Invention

[0004] Therefore, it is necessary to provide a control method for the accelerator pedal anti-accidental pressing function to address the above-mentioned technical problems. The method includes:

[0005] With the vehicle's accelerator pedal anti-accidental pedal function enabled, the vehicle speed, accelerator pedal opening, accelerator pedal opening change rate, type of the nearest collision target on the vehicle's trajectory, time to collision, gear position, and parking brake status are acquired in real time.

[0006] When the vehicle speed is 0, a first target throttle anti-misoperation function control strategy is determined and executed based on the throttle opening, the throttle opening change rate, the distance collision time, and the collision target type.

[0007] The control strategy for the first target throttle anti-accidental pressing function is adjusted according to the throttle opening and the gear position;

[0008] When the vehicle speed meets the preset low speed conditions, the second target throttle anti-accidental pressing function control strategy is determined and executed based on the throttle opening, the throttle opening change rate and the distance collision time.

[0009] The second target throttle anti-accidental pressing function control strategy is adjusted according to the throttle opening and the gear position;

[0010] When the vehicle speed meets the preset high-speed conditions, the third target throttle anti-accidental pressing function control strategy is executed based on the distance-collision time.

[0011] As an optional implementation, when the vehicle speed is 0, based on the throttle opening, the throttle opening change rate, the distance to collision time, and the collision target type, a first target throttle anti-misoperation function control strategy is determined and executed, including:

[0012] When the vehicle speed is 0, if it is detected that the throttle opening increases from a preset first throttle opening threshold to a preset second throttle opening threshold, and the throttle opening change rate increases from a preset first change rate threshold to a preset second change rate threshold, and the distance to collision time is less than a preset first time threshold, then the target collision alarm level corresponding to the collision target type is determined according to the collision target type.

[0013] According to the stated collision alarm level, send a collision alarm message to the driver and a prompt to exit the accelerator pedal anti-misoperation function, and limit the drive torque output.

[0014] As an optional implementation, determining the target collision alarm level corresponding to the collision target type includes:

[0015] If the collision target type is a static target, then the preset Level 1 collision alarm level is determined as the target collision alarm level;

[0016] If the collision target type is a dynamic target, then the preset level 2 collision alarm level is determined as the target collision alarm level.

[0017] As an optional implementation, the control strategy for adjusting the first target throttle anti-misoperation function based on the throttle opening and the gear position includes:

[0018] When an increase in the throttle opening is detected, the target collision alarm level is increased, and a collision alarm message is sent to the driver.

[0019] When the throttle opening is detected to decrease to a preset third throttle opening threshold; or,

[0020] The gear position has been switched to parking; or,

[0021] When the parking brake is detected to be activated, the accelerator pedal anti-accidental pedal function is deactivated.

[0022] As an optional implementation, when the vehicle speed meets the preset low-speed conditions, based on the throttle opening, the throttle opening change rate, and the distance-to-collision time, a second target throttle anti-misoperation function control strategy is determined and executed, including:

[0023] When the vehicle speed meets the low-speed condition, if it is detected that the throttle opening increases from a preset first throttle opening threshold to a preset second throttle opening threshold, and the throttle opening change rate increases from a preset first change rate threshold to a preset second change rate threshold, and the time to collision is less than a preset second time threshold, then a collision alarm message and a prompt to exit the throttle anti-misoperation function are sent to the driver according to the preset first-level collision alarm level, and the drive torque output is limited.

[0024] As an optional implementation, the control strategy for adjusting the second target throttle anti-misoperation function based on the throttle opening and the gear position includes:

[0025] When an increase in throttle opening is detected, a collision alarm message and a prompt to exit the throttle anti-accidental pressing function are sent to the driver according to the preset level 2 collision alarm.

[0026] Adjust the braking pressure according to the distance-collision time;

[0027] When the throttle opening is detected to decrease to a preset third throttle opening threshold, the drive torque output is restored;

[0028] When the gear is detected to have shifted to parking; or...

[0029] When the parking brake is detected to be activated, the accelerator pedal anti-accidental pedal function is deactivated.

[0030] As an optional implementation, the method further includes:

[0031] When the vehicle speed is greater than 0 and less than or equal to a preset vehicle speed threshold, the vehicle speed is determined to meet the low speed condition.

[0032] As an optional implementation, when the vehicle speed meets the preset high-speed conditions, based on the distance-collision time, the third target throttle anti-misoperation function control strategy is executed, including:

[0033] When the vehicle speed meets the high-speed condition, if the time between the collision and the distance is detected to be less than a preset third time threshold, automatic emergency braking is triggered and an automatic emergency braking alarm message is sent to the driver.

[0034] As an optional implementation, the method further includes:

[0035] When the vehicle speed is greater than a preset vehicle speed threshold, it is determined that the vehicle speed meets the high-speed condition.

[0036] As an optional implementation, the method further includes:

[0037] When the vehicle's accelerator pedal misoperation prevention function is activated, and the gear is one of the three: forward, sport, or reverse gear, if the steering wheel angle is detected to be greater than or equal to a preset angle threshold, the accelerator pedal misoperation prevention function will be deactivated.

[0038] This application provides a control method for a throttle misoperation prevention function. The technical solution provided by the embodiments of this application brings at least the following beneficial effects: When the throttle misoperation prevention function of the vehicle is activated, the vehicle speed, throttle opening, throttle opening change rate, the type of the nearest collision target on the vehicle trajectory, the distance to collision time, the gear, and the parking brake status are acquired in real time; when the vehicle speed is 0, a first target throttle misoperation prevention function control strategy is determined and executed based on the throttle opening, the throttle opening change rate, the distance to collision time, and the collision target type; the first target throttle misoperation prevention function control strategy is adjusted according to the throttle opening and the gear; when the vehicle speed meets a preset low-speed condition, a second target throttle misoperation prevention function control strategy is determined and executed based on the throttle opening, the throttle opening change rate, and the distance to collision time; the second target throttle misoperation prevention function control strategy is adjusted according to the throttle opening and the gear; when the vehicle speed meets a preset high-speed condition, a third target throttle misoperation prevention function control strategy is executed based on the distance to collision time. This application can set corresponding accelerator pedal misoperation prevention function control strategies according to vehicle speed, collision target type and driver operation, so that the accelerator pedal misoperation prevention function is more in line with actual driving scenarios. In addition, the vehicle can display the operation method for deactivating the accelerator pedal misoperation prevention function to the driver, guide the driver to operate, and enable the driver to respond effectively in a timely manner, reducing the impact on normal driving needs when the accelerator pedal misoperation prevention function is activated.

[0039] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and do not limit this application. Attached Figure Description

[0040] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0041] Figure 1 A flowchart illustrating a control method for preventing accidental throttle pedal presses, provided in an embodiment of this application;

[0042] Figure 2 A flowchart illustrating a throttle anti-accidental pedal press control strategy provided in this application embodiment;

[0043] Figure 3 A flowchart illustrating a method for determining a collision alarm level, provided in an embodiment of this application;

[0044] Figure 4 A flowchart illustrating an adjustment method for a throttle anti-accidental pedal press control strategy provided in an embodiment of this application;

[0045] Figure 5 A flowchart illustrating an adjustment method for another throttle anti-accidental pedal press control strategy provided in an embodiment of this application;

[0046] Figure 6 A flowchart illustrating an example of a control method for preventing accidental throttle pedal use, provided in an embodiment of this application. Detailed Implementation

[0047] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0048] The following will describe in detail, with reference to specific embodiments, a control method for preventing accidental accelerator pedal presses provided in this application. Figure 1 A flowchart of a control method for preventing accidental throttle pedal use provided in an embodiment of this application is shown below. Figure 1 As shown, the specific steps are as follows:

[0049] Step 101: With the vehicle's throttle anti-accidental-pressing function enabled, acquire in real time the vehicle speed, throttle opening, throttle opening change rate, type of the nearest collision target on the vehicle trajectory, time to collision, gear position, and parking brake status.

[0050] In practice, the vehicle's system acquires multiple parameters in real time to comprehensively understand the vehicle's current operating status. Analyzing the distance and time between the vehicle's trajectory and the collision target, combined with gear position and parking status, provides comprehensive data support for risk assessment of accidental accelerator pedal press. For example, in an autonomous vehicle, if the real-time accelerator opening is 30%, the accelerator opening change rate is 5% / s, the nearest collision target on the vehicle's trajectory is a pedestrian, the time to collision is 1.5 seconds, the current gear is D, and the parking brake is not activated, the system will comprehensively analyze this data to proceed to the next decision-making step.

[0051] Step 102: When the vehicle speed is 0, based on the throttle opening, throttle opening change rate, distance to collision time and collision target type, determine and execute the first target throttle anti-misoperation function control strategy.

[0052] In practice, when the vehicle is stationary (speed 0), a driver's accidental pressing of the accelerator may cause the vehicle to suddenly accelerate and collide with obstacles or pedestrians. Based on parameters such as throttle opening and its rate of change, combined with distance to collision time and target type, a suitable control strategy for stationary conditions can be determined to reduce the likelihood of danger. For example, when the vehicle speed is 0, the system detects that the throttle opening rapidly increases to 40%, with a rate of change of 10% / s, and there is only 1 second remaining to collide with a pedestrian ahead. The system triggers the first target throttle anti-accidental pressing function control strategy, such as forcibly limiting engine output power to keep the vehicle stationary.

[0053] As an optional implementation method, Figure 2 A flowchart of a throttle anti-accidental pressing function control strategy provided in an embodiment of this application is shown below. Figure 2 As shown, in step 102, when the vehicle speed is 0, the specific steps for determining and executing the first target throttle anti-misoperation function control strategy based on throttle opening, throttle opening change rate, distance to collision time, and collision target type are as follows:

[0054] Step 201: When the vehicle speed is 0, if it is detected that the throttle opening increases from a preset first throttle opening threshold to a preset second throttle opening threshold, and the throttle opening change rate increases from a preset first change rate threshold to a preset second change rate threshold, and the time to collision is less than a preset first time threshold, then the target collision alarm level corresponding to the collision target type is determined according to the collision target type.

[0055] In practice, when the vehicle speed is 0, a driver accidentally pressing the accelerator may cause the vehicle to suddenly start and collide. By detecting the accelerator opening and the rate of change of opening, combined with the type of collision target and the distance to the target, potential risks can be accurately assessed. Determining an appropriate alarm level based on the danger level of different target types (such as pedestrians, vehicles, etc.) helps in early warning and taking appropriate measures. For example, when the vehicle is stationary, the system detects the following: the accelerator opening rapidly increases from 10% (first accelerator opening threshold) to 40% (second accelerator opening threshold), the rate of change of accelerator opening increases from 5% / s (first rate of change threshold) to 20% / s (second rate of change threshold), the time to collision is 1 second, less than the preset 2-second threshold, and the collision target type is a pedestrian. The system judges this as a high-risk situation and sets the target collision alarm level to "high," preparing to issue a warning and limit the vehicle's power output.

[0056] As an optional implementation method, Figure 3 A flowchart illustrating a method for determining a collision alarm level provided in this application embodiment is shown below. Figure 3 As shown, step 201 determines the target collision alarm level corresponding to the collision target type based on the collision target type, including:

[0057] Step 301: If the collision target type is a static target, then the preset Level 1 collision alarm level is determined as the target collision alarm level.

[0058] In practice, static targets (such as roadblocks, parked vehicles, or buildings) do not move, and their risk level is relatively low. By setting them to a Level 1 collision warning, excessive intervention can be avoided, but it can still alert the driver and prompt them to take action to ensure safety.

[0059] Step 302: If the collision target type is a dynamic target, then the preset level 2 collision alarm level is determined as the target collision alarm level.

[0060] In practice, dynamic targets (such as pedestrians, cyclists, or other vehicles) are more dangerous due to their movement and unpredictable direction. Setting them to a Level 2 collision alarm level provides a stronger warning or restriction measure to reduce the likelihood of accidents. For example, if the system detects a pedestrian crossing the road ahead with a collision time of 1 second, and the target type is a dynamic target, the system will set the Level 2 collision alarm level to the target collision alarm level according to preset rules.

[0061] Step 202: Send a collision alarm message and a prompt to exit the accelerator pedal misoperation prevention function to the driver according to the collision alarm level, and limit the drive torque output.

[0062] In implementation, the system can promptly issue audible and visual or on-screen alarms to the driver based on the collision alarm level, reminding them to pay attention and providing a prompt that the accelerator pedal misoperation prevention function has been discontinued. Simultaneously, it limits the drive torque output to prevent the vehicle from suddenly starting due to accidental accelerator pedal press, thereby minimizing the risk of collision. The accelerator pedal misoperation prevention function discontinuation prompt further ensures the driver's control over the vehicle. For example, when the system determines the collision alarm level to be "high," it can display the following information to the driver: a text prompt on the instrument panel reads "Collision Alarm Level: Pedestrian Approaching, Please Release the Accelerator!" Simultaneously, it emits a rapid beeping sound, limits the vehicle's drive torque, reduces engine output power to zero, keeps the vehicle stationary, and displays a prompt that the accelerator pedal misoperation prevention function has been discontinued, such as "Accelerator pedal misoperation prevention function activated, release the accelerator to exit the restricted mode." After the driver releases the accelerator, the system discontinues the misoperation prevention function, and the vehicle resumes normal operation.

[0063] Step 103: Adjust the first target throttle anti-accidental pressing function control strategy according to the throttle opening and gear position.

[0064] In practice, different gears and throttle openings will affect the vehicle's power output. By adjusting the control strategy when stationary, improper vehicle starts can be more precisely limited, preventing accidents from occurring.

[0065] As an optional implementation method, Figure 4 A flowchart illustrating an adjustment method for a throttle anti-accidental pedal press control strategy provided in this application embodiment is shown below. Figure 4 As shown, the specific steps of adjusting the first target throttle anti-misoperation function control strategy according to the throttle opening and gear position in step 103 are as follows:

[0066] Step 401: When an increase in throttle opening is detected, the target collision alarm level is increased and a collision alarm message is sent to the driver.

[0067] In practice, when the system detects a further increase in throttle opening, the driver may accidentally press the accelerator, and the vehicle's power output could exacerbate the collision risk. In this situation, by increasing the target collision warning level and sending a warning message, the driver can be promptly alerted, reducing the probability of an accident.

[0068] Step 402: When the throttle opening is detected to decrease to a preset third throttle opening threshold; or,

[0069] The gear has been switched to parking; or,

[0070] When the parking brake is detected to be activated, the accelerator pedal misoperation prevention function is deactivated.

[0071] During implementation, when the throttle opening is detected to decrease to a safe threshold, or the vehicle is shifted into parking gear, or the parking brake is engaged, and the vehicle is in a stable or power-free state, it indicates that the risk of misoperation has been eliminated. At this point, the throttle misoperation prevention function can be deactivated, allowing the vehicle to return to normal operation and avoiding unnecessary interference to the driver.

[0072] Step 104: When the vehicle speed meets the preset low speed conditions, the second target throttle anti-misoperation function control strategy is determined and executed based on the throttle opening, throttle opening change rate and distance-to-collision time.

[0073] In practice, when the vehicle is at low speed, accidentally pressing the accelerator may lead to rapid acceleration, increasing the risk of a collision. By analyzing the accelerator opening, the rate of change of opening, and the time to collision in real time, a more flexible low-speed control strategy can be determined to minimize the risk of danger. For example, if a vehicle is traveling at a low speed of 3 km / h and the accelerator opening suddenly increases to 50% with a rate of change of 20% / s, the distance to the target ahead decreases to 2 seconds. The system then triggers a secondary accelerator anti-accidental-pressing control strategy, such as limiting acceleration, maintaining the vehicle speed below 5 km / h, and issuing an audible warning to the driver.

[0074] As an optional implementation, in step 104, when the vehicle speed meets the preset low-speed conditions, the specific method for determining and executing the second target throttle anti-misoperation function control strategy based on throttle opening, throttle opening change rate, and distance to collision time is as follows:

[0075] When the vehicle speed meets the low-speed condition, if it is detected that the throttle opening increases from the preset first throttle opening threshold to the preset second throttle opening threshold, and the throttle opening change rate increases from the preset first change rate threshold to the preset second change rate threshold, and the time to collision is less than the preset second time threshold, then a collision alarm message and a prompt to exit the throttle anti-misoperation function will be sent to the driver according to the preset first-level collision alarm level, and the drive torque output will be limited.

[0076] In practice, when the vehicle is traveling at low speed, a driver accidentally pressing the accelerator may cause the vehicle to suddenly accelerate and collide with a target ahead. By monitoring parameters such as accelerator opening, accelerator opening rate of change, and time to collision, the level of danger can be accurately assessed. When the above conditions are met, the system triggers a Level 1 collision alarm, sends a warning to the driver, and limits the drive torque output to prevent the danger from escalating. In addition, through the prompt to exit the anti-accelerator-pressing function, the driver can regain active control of the vehicle, reducing the impact of excessive system intervention. For example, when the vehicle is traveling at low speed (8 km / h), the system detects in real time that the accelerator opening rapidly increases from 10% (first accelerator opening threshold) to 40% (second accelerator opening threshold), the accelerator opening rate of change increases from 5% / s (first rate of change threshold) to 15% / s (second rate of change threshold), and the time to collision is 1.5 seconds, less than the preset 2 seconds (second time threshold). The system sends a collision alarm message and an anti-accelerator-pressing function exit prompt to the driver according to the preset Level 1 collision alarm level, and limits the drive torque output.

[0077] As an optional implementation, when the vehicle speed is greater than 0 and less than or equal to a preset vehicle speed threshold, the vehicle speed is determined to meet the low speed condition.

[0078] Step 105: Adjust the second target throttle anti-misoperation function control strategy according to the throttle opening and gear position.

[0079] In practice, by combining the gear position and throttle opening at low speeds, the control strategy can be dynamically adjusted to improve the accuracy and applicability of the anti-accidental pedal function, ensuring the stability and safety of vehicle driving.

[0080] As an optional implementation method, Figure 5 A flowchart of another method for adjusting the throttle anti-accidental pressing function control strategy provided in this application embodiment is shown below. Figure 5 As shown, the specific steps of adjusting the second target throttle anti-misoperation function control strategy according to the throttle opening and gear position in step 105 are as follows:

[0081] Step 501: When an increase in throttle opening is detected, a collision alarm message and a prompt to exit the throttle anti-accidental-pressing function are sent to the driver according to the preset level 2 collision alarm.

[0082] In practice, if the accelerator pedal opening increases further, it indicates that the driver has mistakenly pressed the accelerator and there is a potential collision risk. The system promptly warns the driver and provides suggestions for corrective action by sending a secondary collision warning and a prompt to disengage the accelerator pedal anti-misoperation function, thereby reducing the likelihood of an accident.

[0083] Step 502: Adjust the braking pressure according to the distance to the collision time.

[0084] In practice, adjusting braking pressure based on the time to collision allows for dynamic adjustment of vehicle braking force when a potential collision risk occurs, ensuring a smooth braking process while effectively reducing the risk of collision. For example, if the system detects a collision time of 1.2 seconds between the vehicle ahead and the vehicle itself, and this time further decreases to 0.8 seconds as the throttle opening increases, the system can trigger the braking mechanism based on the collision time, gradually increasing the braking pressure from an initial 0.2 MPa to 0.5 MPa, allowing the vehicle to gradually decelerate to a safe range.

[0085] Step 503: When the throttle opening is detected to decrease to the preset third throttle opening threshold, the drive torque output is restored.

[0086] In practice, when the throttle opening decreases to a preset safety threshold, the risk of accidentally pressing the accelerator is eliminated. At this point, the system restores drive torque output, allowing the vehicle to return to normal power, thus avoiding any continued impact of system intervention on the driving experience.

[0087] Step 504, when the gear shift to parking gear is detected; or,

[0088] When the parking brake is detected to be activated, the accelerator pedal misoperation prevention function is deactivated.

[0089] During implementation, when the gear is shifted to parking or the parking brake is engaged, the vehicle comes to a standstill, and the risk of accidentally pressing the accelerator is completely eliminated. At this point, disabling the anti-accelerator function avoids unnecessary use of system resources and restores the vehicle's normal control mode.

[0090] Step 106: When the vehicle speed meets the preset high-speed conditions, the third target throttle anti-misoperation function control strategy is executed based on the distance-collision time.

[0091] In practice, at high speeds, accidentally pressing the accelerator increases the risk of collision, and the time to collision is a critical parameter. By employing a collision time-based control strategy, braking or other interventions can be taken in a timely manner to reduce the probability of a collision. For example, when a vehicle is traveling at 80 km / h, the system detects a target object (another vehicle) ahead, with a collision time of 2 seconds. The system triggers a third-target accelerator anti-accidental-pressing control strategy, such as prioritizing emergency braking to rapidly reduce the vehicle speed to a safe range and warning the driver to stop the erroneous operation.

[0092] As an optional implementation, the specific method for executing the third target throttle anti-misoperation function control strategy based on the distance-collision time when the vehicle speed meets the preset high-speed conditions in step 106 is as follows:

[0093] When the vehicle speed meets the high-speed conditions, if the time to collision is detected to be less than the preset third time threshold, automatic emergency braking is triggered and an automatic emergency braking alarm message is sent to the driver.

[0094] In practice, under high-speed driving conditions, vehicle inertia and reaction time increase significantly, and accidental acceleration could lead to serious collisions. Through dynamic monitoring based on the time to collision, the system can quickly trigger automatic emergency braking when the time to collision is less than a safe threshold, effectively reducing collision risk or mitigating its impact. Simultaneously, an automatic emergency braking warning message is sent to alert the driver that the system has intervened and guide their subsequent actions. For example, if a vehicle is traveling at 80 km / h on a highway, and the system detects that a vehicle ahead suddenly decelerates, with a collision time of 1 second, below the preset third time threshold (1.5 seconds), and the accelerator pedal remains unchanged while the driver does not take any deceleration measures, the system triggers automatic emergency braking, immediately controlling the vehicle's braking system and applying 0.8 MPa of braking force. The vehicle begins to decelerate rapidly, and after adjusting to a safe distance, the automatic emergency braking gradually reduces the braking force to ensure the vehicle comes to a smooth stop or returns to a safe driving state. A warning message is displayed on the instrument panel: "Warning: Distance to collision time too short, automatic emergency braking has been activated!", along with a continuous high-frequency beeping sound to alert the driver to the current dangerous situation. After braking is complete, the instrument panel can display the message "Emergency braking complete, please recheck road conditions!" The system then exits automatic emergency braking mode, returning control of the vehicle to the driver. This effectively avoids potential high-speed collisions while maintaining driving smoothness and safety as much as possible.

[0095] As an optional implementation, when the vehicle speed is greater than a preset vehicle speed threshold, the vehicle speed is determined to meet the high-speed condition.

[0096] As an optional implementation, when the vehicle's accelerator pedal misoperation prevention function is activated and the gear is one of the three: forward, sport, or reverse gear, if the steering wheel angle is detected to be greater than or equal to a preset angle threshold, the accelerator pedal misoperation prevention function is deactivated.

[0097] In practice, when the steering wheel angle is greater than or equal to a preset angle threshold, it usually indicates that the driver is performing a steering operation, such as a U-turn, a turn, or parking. In this situation, the vehicle's power demand and the driver's throttle control intention may be more clearly defined. To avoid excessive intervention from the throttle misapplication prevention function affecting normal operation, the system chooses to deactivate the misapplication prevention function, completely returning vehicle control to the driver, thereby ensuring smooth and flexible driving. For example: the vehicle's throttle misapplication prevention function is activated, the gear is in D (drive), the vehicle speed is 12 km / h, and the steering wheel angle reaches 45 degrees (the preset angle threshold). The driver is performing a right turn, gradually increasing the throttle to complete the turn. The system monitors the steering wheel angle in real time, and when the angle value reaches the preset threshold (45 degrees), it determines that the driver is performing a steering operation. The system deactivates the throttle misapplication prevention function, restoring normal throttle response. The instrument panel displays the message: "Misapplication prevention function deactivated; steering wheel angle is too large; normal throttle control restored." For example, if the vehicle is in R (reverse) gear and the steering wheel angle reaches 50 degrees, and the driver is reversing into a parking space, the system will similarly deactivate the misapplication prevention function after detection, allowing the driver to precisely control the vehicle's trajectory.

[0098] As an optional implementation method, Figure 6 A flowchart illustrating an example of a control method for preventing accidental throttle pedal use provided in this application embodiment is shown below. Figure 6 As shown, the specific steps are as follows:

[0099] Step 601: With the vehicle's throttle anti-accidental-pressing function enabled, acquire in real time the vehicle speed, throttle opening, throttle opening change rate, type of the nearest collision target on the vehicle trajectory, time to collision, gear position, and parking brake status.

[0100] Step 602: When the vehicle speed is 0, if it is detected that the throttle opening increases from a preset first throttle opening threshold to a preset second throttle opening threshold, and the throttle opening change rate increases from a preset first change rate threshold to a preset second change rate threshold, and the time to collision is less than a preset first time threshold, then if the collision target type is a static target, the preset first-level collision alarm level is determined as the target collision alarm level. If the collision target type is a dynamic target, then the preset second-level collision alarm level is determined as the target collision alarm level.

[0101] Step 603: Send a collision alarm message and a prompt to exit the accelerator pedal misoperation prevention function to the driver according to the collision alarm level, and limit the drive torque output.

[0102] Step 604: When an increase in throttle opening is detected, the target collision alarm level is increased and a collision alarm message is sent to the driver.

[0103] Step 605: When the throttle opening is detected to decrease to a preset third throttle opening threshold; or,

[0104] The gear has been switched to parking; or,

[0105] When the parking brake is detected to be activated, the accelerator pedal misoperation prevention function is deactivated.

[0106] Step 606: When the vehicle speed is greater than 0 and less than or equal to a preset vehicle speed threshold, it is determined that the vehicle speed meets the low speed condition. If it is detected that the throttle opening increases from the preset first throttle opening threshold to the preset second throttle opening threshold, and the throttle opening change rate increases from the preset first change rate threshold to the preset second change rate threshold, and the time to collision is less than the preset second time threshold, then a collision alarm message and a prompt to exit the throttle anti-misoperation function are sent to the driver according to the preset first-level collision alarm level, and the drive torque output is limited.

[0107] Step 607: When an increase in throttle opening is detected, a collision alarm message and a prompt to exit the throttle anti-accidental-pressing function are sent to the driver according to the preset level 2 collision alarm.

[0108] Step 608: Adjust the braking pressure according to the distance to the collision time.

[0109] Step 609: When the throttle opening is detected to decrease to the preset third throttle opening threshold, the drive torque output is restored.

[0110] Step 610, when the gear shift to parking gear is detected; or,

[0111] When the parking brake is detected to be activated, the accelerator pedal misoperation prevention function is deactivated.

[0112] Step 611: When the vehicle speed is greater than the preset vehicle speed threshold, it is determined that the vehicle speed meets the high speed condition. If the time to collision is less than the preset third time threshold, automatic emergency braking is triggered and an automatic emergency braking alarm message is sent to the driver.

[0113] Step 612: When the vehicle's accelerator pedal misoperation prevention function is activated and the gear is one of the three: forward, sport, or reverse gear, if the steering wheel angle is detected to be greater than or equal to a preset angle threshold, the accelerator pedal misoperation prevention function is deactivated.

[0114] This application provides a control method for a throttle misoperation prevention function. The technical solution provided by this application has at least the following beneficial effects: When the throttle misoperation prevention function of the vehicle is activated, the vehicle speed, throttle opening, throttle opening change rate, the type of the nearest collision target on the vehicle trajectory, the distance to collision time, gear position, and parking brake status are acquired in real time; when the vehicle speed is 0, a first target throttle misoperation prevention function control strategy is determined and executed based on the throttle opening, throttle opening change rate, distance to collision time, and collision target type; the first target throttle misoperation prevention function control strategy is adjusted according to the throttle opening and gear position; when the vehicle speed meets a preset low-speed condition, a second target throttle misoperation prevention function control strategy is determined and executed based on the throttle opening, throttle opening change rate, and distance to collision time; the second target throttle misoperation prevention function control strategy is adjusted according to the throttle opening and gear position; when the vehicle speed meets a preset high-speed condition, a third target throttle misoperation prevention function control strategy is executed based on the distance to collision time. This application can set corresponding accelerator pedal misoperation prevention function control strategies according to vehicle speed, collision target type and driver operation, so that the accelerator pedal misoperation prevention function is more in line with actual driving scenarios. In addition, the vehicle can display the operation method for deactivating the accelerator pedal misoperation prevention function to the driver, guide the driver to operate, and enable the driver to respond effectively in a timely manner, reducing the impact on normal driving needs when the accelerator pedal misoperation prevention function is activated.

[0115] It should be understood that, although Figures 1 to 6 The steps in the flowchart are shown sequentially as indicated by the arrows, but these steps are not necessarily executed in the order indicated by the arrows. Unless otherwise specified herein, there is no strict order in which these steps are executed, and they can be performed in other orders. Figures 1 to 6 At least some of the steps in the process may include multiple steps or multiple stages. These steps or stages are not necessarily completed at the same time, but may be executed at different times. The execution order of these steps or stages is not necessarily sequential, but may be executed in turn or alternately with other steps or at least some of the steps or stages in other steps.

[0116] It is understood that the same / similar parts between the various embodiments of the methods described above in this specification can be referred to each other. Each embodiment focuses on the differences from other embodiments, and relevant parts can be referred to the description of other method embodiments.

[0117] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0118] It should also be noted that the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for display, data used for analysis, etc.) involved in this application are all information and data authorized by the user or fully authorized by all parties.

[0119] The various embodiments in this specification are described in a related manner. Similar or identical parts between embodiments can be referred to mutually. Each embodiment focuses on describing the differences from other embodiments. In particular, the system embodiments are basically similar to the method embodiments, so the description is relatively simple; relevant parts can be referred to the descriptions of the method embodiments.

[0120] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0121] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the invention patent. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this patent application should be determined by the appended claims.

Claims

1. A control method of a false acceleration prevention function, characterized by, The method includes: With the vehicle's accelerator pedal anti-accidental pedal function enabled, the vehicle speed, accelerator pedal opening, accelerator pedal opening change rate, type of the nearest collision target on the vehicle's trajectory, time to collision, gear position, and parking brake status are acquired in real time. According to the collision warning level, send a collision warning message to the driver and a prompt to disengage the accelerator pedal anti-misoperation function, and limit the drive torque output; When the vehicle speed meets the preset low-speed conditions, based on the throttle opening, the throttle opening change rate, and the distance-to-collision time, a second target throttle anti-misoperation function control strategy is determined and executed; including: When the vehicle speed meets the low speed condition, if it is detected that the throttle opening increases from a preset first throttle opening threshold to a preset second throttle opening threshold, and the throttle opening change rate increases from a preset first change rate threshold to a preset second change rate threshold, and the time to collision is less than a preset second time threshold, then a collision alarm message and a prompt to exit the throttle anti-misoperation function are sent to the driver according to the preset first-level collision alarm level, and the drive torque output is limited. The second target throttle anti-accidental pressing function control strategy is adjusted according to the throttle opening and the gear position; When the vehicle speed meets the preset high-speed conditions, based on the distance-collision time, a third-target throttle anti-misoperation function control strategy is executed; including: When the vehicle speed meets the high-speed condition, if the collision time is detected to be less than a preset third time threshold, automatic emergency braking is triggered and an automatic emergency braking alarm message is sent to the driver. When the vehicle's accelerator pedal misoperation prevention function is activated, and the gear is one of the three: forward, sport, or reverse gear, if the steering wheel angle is detected to be greater than or equal to a preset angle threshold, the accelerator pedal misoperation prevention function will be deactivated.

2. The method of claim 1, wherein, The step of determining the target collision alarm level corresponding to the collision target type includes: If the collision target type is a static target, then the preset Level 1 collision alarm level is determined as the target collision alarm level; If the collision target type is a dynamic target, then the preset level 2 collision alarm level is determined as the target collision alarm level.

3. The method of claim 1, wherein, The control strategy for adjusting the first target throttle anti-misoperation function based on the throttle opening and the gear position includes: When an increase in the throttle opening is detected, the target collision alarm level is increased, and a collision alarm message is sent to the driver. When the throttle opening is detected to decrease to a preset third throttle opening threshold; or, The gear position has been switched to parking; or, When the parking brake is detected to be activated, the accelerator pedal anti-accidental pedal function is deactivated.

4. The method of claim 1, wherein, The control strategy for adjusting the second target throttle anti-misoperation function based on the throttle opening and the gear position includes: When an increase in throttle opening is detected, a collision alarm message and a prompt to exit the throttle anti-accidental pressing function are sent to the driver according to the preset level 2 collision alarm. Adjust the braking pressure according to the distance-collision time; When the throttle opening is detected to decrease to a preset third throttle opening threshold, the drive torque output is restored; When the gear is detected to have shifted to parking; or... When the parking brake is detected to be activated, the accelerator pedal anti-accidental pedal function is deactivated.

5. The method of claim 1, wherein, The method further includes: When the vehicle speed is greater than 0 and less than or equal to a preset vehicle speed threshold, the vehicle speed is determined to meet the low speed condition.

6. The method of claim 1, wherein, The method further includes: When the vehicle speed is greater than a preset vehicle speed threshold, it is determined that the vehicle speed meets the high-speed condition.

Images