Accelerator false step prevention control method and device, electronic equipment and computer storage medium

Abstract

This invention relates to the field of vehicle control technology, and particularly to a method, device, electronic device, and computer storage medium for preventing accidental throttle pedal application. The method includes: acquiring the vehicle's current slope, current speed, and current throttle opening; determining the vehicle's current slope condition based on the current slope, calculating a throttle opening threshold based on the current slope and current speed, and determining whether the vehicle has triggered a preset anti-acceleration control condition based on the current throttle opening and the throttle opening threshold; if the vehicle triggers the preset anti-acceleration control condition, then implementing anti-acceleration control on the vehicle. This solves the problems of misjudgment and missed judgment, low accuracy in condition identification, and weak dynamic control performance in related technologies, improving the performance of throttle anti-acceleration control and enhancing driving safety.

Description

Technical Field

[0001] This invention relates to the field of vehicle control technology, and in particular to a method, device, electronic device, and computer storage medium for preventing accidental throttle pedal use. Background Technology

[0002] During actual driving, drivers may accidentally step on the accelerator, especially when driving on a slope. Such misoperation may cause the vehicle to lose control or cause an accident, so appropriate measures to prevent accidental accelerator pedal press are needed.

[0003] In related technologies, erroneous operations are usually judged based on a single threshold such as vehicle speed, acceleration, or the rate of change of pedal opening.

[0004] However, the throttle anti-accidental pressing methods of related technologies are not designed differently for slopes, which easily leads to misjudgment and missed judgment, low working condition recognition accuracy, and weak dynamic control performance, which urgently need to be solved. Summary of the Invention

[0005] This invention provides a method, device, electronic device, and computer storage medium for preventing accidental throttle pedal use, in order to solve the problems of misjudgment and missed judgment, low accuracy of working condition identification, and weak dynamic control performance in related technologies, thereby improving the performance of preventing accidental throttle pedal use and enhancing driving safety.

[0006] A first aspect of the present invention provides a method for preventing accidental throttle pedal application, comprising the following steps: acquiring the current slope, current vehicle speed, and current throttle opening of a vehicle; determining the current slope condition of the vehicle based on the current slope, and calculating a throttle opening threshold based on the current slope and the current vehicle speed, and determining whether the vehicle has triggered a preset anti-acceleration control condition based on the current throttle opening and the throttle opening threshold; if the vehicle triggers the preset anti-acceleration control condition, then performing anti-acceleration control on the vehicle.

[0007] Furthermore, in some embodiments, the current slope condition is an uphill condition, and the step of calculating the throttle opening threshold based on the current slope and the current vehicle speed includes: determining whether the current vehicle speed is less than a preset safe uphill speed; if the current vehicle speed is less than the preset safe uphill speed, then calculating the throttle opening threshold based on the current vehicle speed, the preset safe uphill speed, the current slope, a preset maximum allowable slope value, and the throttle opening at the previous moment; otherwise, using the preset throttle opening as the throttle opening threshold.

[0008] Furthermore, in some embodiments, the current slope condition is a downhill condition, and the step of calculating the throttle opening threshold based on the current slope and the current vehicle speed includes: determining whether the current vehicle speed is greater than a preset downhill safe speed; if the previous vehicle speed is greater than the preset downhill safe speed, then calculating the throttle opening threshold based on the current vehicle speed, the preset downhill safe speed, the current slope, the preset maximum allowable slope value, and the throttle opening at the previous moment.

[0009] Furthermore, in some embodiments, determining whether the vehicle has triggered a preset anti-accidental throttle control condition based on the current throttle opening and the throttle opening threshold includes: determining whether the current throttle opening is greater than the throttle opening threshold; if the current throttle opening is greater than the throttle opening threshold, then determining that the vehicle has triggered the preset anti-accidental throttle control condition.

[0010] Furthermore, in some embodiments, when the current slope condition is a downhill condition and the current vehicle speed is less than or equal to the preset downhill safe speed, the preset anti-accidental stepping control condition is not triggered.

[0011] Furthermore, in some embodiments, the step of preventing accidental pedaling of the vehicle includes: acquiring the current weight of the vehicle, the current motor temperature, and the current motor parameters; determining a target output power based on the current weight, the current motor temperature, the current motor parameters, and the current slope; and limiting the power of the vehicle's drive motor based on the target output power.

[0012] Furthermore, in some embodiments, after determining the anti-accidental stepping control trigger condition of the vehicle based on the current slope conditions, the method further includes: determining whether there is a speed limit request for a safe vehicle speed; if there is a speed limit request for a safe vehicle speed, determining a speed limit ratio coefficient based on the speed limit request for a safe vehicle speed; and updating the preset uphill safe vehicle speed and / or the preset downhill safe vehicle speed based on the speed limit ratio coefficient.

[0013] The throttle misapplication prevention control method provided by the present invention acquires the vehicle's current slope, speed, and throttle opening, determines the uphill and downhill conditions based on the slope, and sets corresponding anti-misapplication trigger conditions. When the vehicle speed and throttle opening meet the trigger conditions, anti-misapplication control is implemented on the vehicle. This solves the problems of misjudgment and missed judgment, low accuracy of condition recognition, and weak dynamic control performance in related technologies, thereby improving the throttle misapplication prevention control performance and enhancing driving safety.

[0014] A second aspect of the present invention provides a throttle misoperation prevention control device, the device comprising: an acquisition module, configured to acquire the current slope, current vehicle speed, and current throttle opening of a vehicle; a judgment module, configured to determine the current slope condition of the vehicle based on the current slope, calculate a throttle opening threshold based on the current slope and the current vehicle speed, and determine whether the vehicle has triggered a preset anti-misoperation control condition based on the current throttle opening and the throttle opening threshold; and a control module, configured to perform anti-misoperation control on the vehicle when the vehicle triggers the preset anti-misoperation control condition.

[0015] Furthermore, in some embodiments, the determination module is specifically used to: determine whether the current vehicle speed is less than a preset uphill safe speed; if the current vehicle speed is less than the preset uphill safe speed, calculate the throttle opening threshold based on the current vehicle speed, the preset uphill safe speed, the current gradient, the preset maximum allowable gradient value, and the throttle opening at the previous moment; otherwise, use the preset throttle opening as the throttle opening threshold.

[0016] Furthermore, in some embodiments, after determining whether the current vehicle speed is less than the preset uphill safe speed, the determining module is further configured to: determine whether the current vehicle speed is greater than the preset downhill safe speed; if the previous vehicle speed is greater than the preset downhill safe speed, then calculate the throttle opening threshold based on the current vehicle speed, the preset downhill safe speed, the current gradient, the preset maximum allowable gradient value, and the throttle opening at the previous moment.

[0017] Furthermore, in some embodiments, the judgment module is also used to: determine whether the current throttle opening is greater than the throttle opening threshold; if the current throttle opening is greater than the throttle opening threshold, then determine that the vehicle triggers the preset anti-accidental pedal control condition.

[0018] Furthermore, in some embodiments, when the current slope condition is a downhill condition and the current vehicle speed is less than or equal to the preset downhill safe speed, the preset anti-accidental stepping control condition is not triggered.

[0019] Furthermore, in some embodiments, the control module is specifically used to: acquire the current weight of the vehicle, the current motor temperature, and the current motor parameters; determine a target output power based on the current weight, the current motor temperature, the current motor parameters, and the current slope; and limit the power of the vehicle's drive motor based on the target output power.

[0020] Furthermore, in some embodiments, after determining the anti-accidental stepping control trigger condition of the vehicle based on the current slope conditions, the determining module is further configured to: determine whether there is a speed limit request for a safe vehicle speed; if there is a speed limit request for a safe vehicle speed, determine a speed limit ratio coefficient based on the speed limit request for a safe vehicle speed; and update the preset uphill safe vehicle speed and / or the preset downhill safe vehicle speed based on the speed limit ratio coefficient.

[0021] The throttle misapplication prevention control device provided in this embodiment of the invention acquires the vehicle's current slope, speed, and throttle opening, determines the uphill and downhill conditions based on the slope, and sets corresponding anti-misapplication trigger conditions. When the vehicle speed and throttle opening meet the trigger conditions, the device implements anti-misapplication control for the vehicle. This solves the problems of misjudgment and missed judgment, low accuracy of condition recognition, and weak dynamic control performance in related technologies, thereby improving the throttle misapplication prevention control performance and enhancing driving safety.

[0022] A third aspect of the present invention provides an electronic device, including: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the throttle anti-accidental-pressing control method described in the above embodiments.

[0023] A fourth aspect of the present invention provides a computer-readable storage medium having a computer program stored thereon, the program being executed by a processor to implement the throttle anti-accidental-pressing control method as described in the above embodiments.

[0024] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0025] The above and / or additional aspects and advantages of the present invention will become apparent and readily understood from the following description of the embodiments taken in conjunction with the accompanying drawings, wherein:

[0026] Figure 1 A flowchart of the accelerator pedal anti-accidental pressing control method provided in an embodiment of the present invention;

[0027] Figure 2 This is a block diagram of a throttle anti-accidental-pressing control device provided according to an embodiment of the present invention;

[0028] Figure 3 This is a schematic diagram of the structure of an electronic device provided according to an embodiment of the present invention. Detailed Implementation

[0029] Embodiments of the present invention are described in detail below, examples of which are illustrated in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain the present invention, and should not be construed as limiting the present invention.

[0030] The following description, with reference to the accompanying drawings, outlines an embodiment of the throttle misapplication prevention control method, apparatus, electronic device, and computer storage medium of the present invention. Addressing the problems of misjudgment and missed judgment, low operating condition recognition accuracy, and weak dynamic control performance in related technologies mentioned in the background section, the present invention provides a throttle misapplication prevention control method. By acquiring the vehicle's current slope, speed, and throttle opening, the method determines the uphill / downhill operating conditions based on the slope and sets corresponding anti-misapplication trigger conditions. When the vehicle speed and throttle opening meet the trigger conditions, anti-misapplication control is implemented on the vehicle. This solves the problems of misjudgment and missed judgment, low operating condition recognition accuracy, and weak dynamic control performance in related technologies, improving throttle misapplication prevention control performance and enhancing driving safety.

[0031] Specifically, Figure 1 This is a flowchart of a throttle anti-accidental pressing control method provided according to an embodiment of the present invention.

[0032] like Figure 1 As shown, the accelerator pedal anti-accidental pressing control method includes the following steps:

[0033] In step S101, the current slope, current speed and current throttle opening of the vehicle are obtained.

[0034] Among them, the current slope of the vehicle refers to the inclination angle of the road surface on which the vehicle is currently traveling, and the current throttle opening refers to the degree to which the driver presses the accelerator pedal.

[0035] Optionally, the vehicle's current slope θ can be obtained through an onboard inertial measurement unit (IMU) or a slope sensor, in degrees; the current vehicle speed v can be obtained through a wheel speed sensor or calculated from the motor speed, in km / h; and the current throttle opening α can be obtained through a pedal position sensor, in %, with a range of (0%-100%).

[0036] It should be noted that the methods for obtaining the current slope, current speed, and current throttle opening of the vehicle mentioned above are merely illustrative. Relevant technicians can obtain the current slope, current speed, and current throttle opening parameters of the vehicle in various ways, and no specific restrictions are imposed here.

[0037] In step S102, the current slope condition of the vehicle is determined based on the current slope, and the throttle opening threshold is calculated based on the current slope and the current vehicle speed. Based on the current throttle opening and the throttle opening threshold, it is determined whether the vehicle has triggered the preset anti-accidental pedal control condition.

[0038] Specifically, it determines whether the current slope is greater than the preset slope. If the current slope is greater than the preset slope, the current working condition is determined to be an uphill working condition. The throttle opening threshold is calculated based on the current slope and the current vehicle speed. Based on the current throttle opening and the throttle opening threshold, it is determined whether to trigger the anti-misoperation control trigger condition for the uphill working condition. Otherwise, the current working condition is determined to be a downhill working condition. The throttle opening threshold is calculated based on the current slope and the current vehicle speed. Based on the current throttle opening and the throttle opening threshold, it is determined whether to trigger the anti-misoperation control trigger condition for the downhill working condition.

[0039] For example, if the current slope is greater than 0 degrees, the current operating condition is determined to be an uphill condition. In this case, the vehicle needs to overcome the slope resistance, and the driving force demand increases. Accidentally pressing the accelerator at low speed can easily cause the drive wheels to slip. Therefore, it is necessary to first calculate the throttle opening threshold based on the current slope and current vehicle speed, and then determine whether to trigger the anti-accidental pressing control condition for uphill conditions based on the current throttle opening and the throttle opening threshold. Otherwise, the current operating condition is determined to be a downhill condition. In this case, the gravity component combined with the motor output can easily cause the vehicle speed to go out of control. It is necessary to limit the throttle sensitivity at high speeds. Therefore, it is necessary to first calculate the throttle opening threshold based on the current slope and current vehicle speed, and then determine whether to trigger the anti-accidental pressing control condition for downhill conditions based on the current throttle opening and the throttle opening threshold.

[0040] It should be noted that there are many ways to calculate the throttle opening threshold based on the current slope and vehicle speed, and the following will provide a detailed explanation with reference to several specific examples.

[0041] As one possible implementation, in some embodiments, the current slope condition is an uphill condition. The throttle opening threshold is calculated based on the current slope and the current vehicle speed, including: determining whether the current vehicle speed is less than a preset uphill safe speed; if the current vehicle speed is less than the preset uphill safe speed, the throttle opening threshold is calculated based on the current vehicle speed, the preset uphill safe speed, the current slope, the preset maximum allowable slope value, and the throttle opening at the previous moment; otherwise, the preset throttle opening is used as the throttle opening threshold.

[0042] Among them, the preset uphill safe speed refers to the safe speed limit imposed on the vehicle based on different slopes and vehicle weights, the preset maximum allowable slope value refers to the maximum slope value allowed for vehicle operation, and the throttle opening threshold refers to the maximum allowable throttle pedal depth when the vehicle can drive normally.

[0043] Specifically, embodiments of the present invention can first obtain the current vehicle speed v and the preset uphill safe vehicle speed v. up (θ), current slope θ, preset maximum allowable slope value θ ref The throttle opening α at the previous moment base Simultaneously, based on the calibration parameters, the conversion coefficient k1 between the safe uphill speed and throttle opening is obtained. Then, if the current vehicle speed v is less than the preset safe uphill speed v0... up In the case of (θ), the throttle opening threshold is:

[0044]

[0045] Furthermore, the current vehicle speed v is greater than or equal to the preset safe uphill speed v up In the case of (θ), the throttle opening threshold is α. ref , where ɑ ref This is the preset throttle opening.

[0046] As another possible implementation, in some embodiments, the current slope condition is a downhill condition, and the throttle opening threshold is calculated based on the current slope and the current vehicle speed, including: determining whether the current vehicle speed is greater than a preset downhill safe speed; if the previous vehicle speed is greater than the preset downhill safe speed, then the throttle opening threshold is calculated based on the current vehicle speed, the preset downhill safe speed, the current slope, the preset maximum allowable slope value and the throttle opening at the previous moment.

[0047] Among them, the preset downhill safe speed refers to the safe speed limit imposed on the vehicle based on different slopes and vehicle weights, and the preset maximum allowable slope value refers to the maximum slope value that the vehicle is allowed to travel on.

[0048] Specifically, embodiments of the present invention can obtain the current vehicle speed v and the preset downhill safe vehicle speed v. down (θ), current slope θ, preset maximum allowable slope value θ ref The throttle opening α at the previous moment base Simultaneously, based on the calibration parameters, the conversion coefficient k2 between the safe downhill speed and throttle opening is obtained. This applies when the current vehicle speed v is greater than the preset safe downhill / uphill speed v. down In the case of (θ), the throttle opening threshold is:

[0049]

[0050] Furthermore, in some embodiments, when the current slope condition is downhill and the current vehicle speed is less than or equal to the preset downhill safe speed, the preset anti-accidental stepping control condition is not triggered.

[0051] Specifically, when the current slope condition is downhill, and the current vehicle speed is less than or equal to the preset downhill safe speed, the preset anti-accidental pedaling control condition will not be triggered, that is:

[0052] No trigger if v≤v down (θ).

[0053] As another possible implementation, embodiments of the present invention can preset a first mapping relationship between slope, speed, and throttle opening thresholds when the current operating condition is uphill. Simultaneously, embodiments of the present invention can also preset a second mapping relationship between slope, speed, and throttle opening thresholds when the current operating condition is downhill. When the current vehicle speed and current slope are obtained, if it is an uphill condition, the throttle opening threshold is determined according to the first mapping relationship; if it is a downhill condition, the throttle opening threshold is determined according to the second mapping relationship. It should be noted that when the current operating condition is uphill, the throttle anti-accidental depress rate limit is increased when the vehicle speed increases, and the throttle anti-accidental depress rate limit is increased when the slope increases; when the current operating condition is downhill, the throttle anti-accidental depress rate limit is increased when the vehicle speed increases, and the throttle anti-accidental depress rate limit is decreased when the slope increases.

[0054] Furthermore, in some embodiments, based on the current throttle opening and the throttle opening threshold, it is determined whether the vehicle has triggered a preset anti-accidental pedal control condition, including: determining whether the current throttle opening is greater than the throttle opening threshold; if the current throttle opening is greater than the throttle opening threshold, it is determined that the vehicle has triggered the preset anti-accidental pedal control condition.

[0055] As one possible approach, when the current operating condition is uphill, the current vehicle speed v and the preset safe uphill speed v are first obtained. up (θ), current slope θ, preset maximum allowable slope value θ ref The throttle opening α at the previous moment base Simultaneously, based on the calibration parameters, the conversion coefficient k1 between the safe uphill speed and throttle opening is obtained. Then, if the current vehicle speed v is less than the preset safe uphill speed v0... up In the case of (θ), the triggering condition is:

[0056]

[0057] That is, if the current throttle opening α is greater than the throttle opening threshold, the vehicle is determined to meet the anti-accidental throttle control trigger condition. It is determined by the ratio of the current vehicle speed to the permitted vehicle speed. It is a slope correction term. The coefficient representing the influence of vehicle weight on drive torque at different slopes is used. To prevent drive wheel slippage due to high torque at low speeds, the limit on the rate of change of throttle anti-misoperation should be reduced. If there is a need for high torque, such as for overtaking, at high speeds, the limit on the rate of change of throttle anti-misoperation should be increased. For low slope values, the limit on the rate of change of throttle anti-misoperation should be reduced. For high slope values, the limit on the rate of change of throttle anti-misoperation should be increased. Thus, the anti-misoperation control conditions when the current slope condition is an uphill condition can be dynamically determined.

[0058] The preset throttle opening refers to the throttle opening that ensures the vehicle speed will not increase under the current driving conditions, and is usually obtained based on actual vehicle testing.

[0059] Furthermore, under the current uphill condition, the current vehicle speed v is greater than or equal to the preset safe uphill speed v up When (θ), the trigger condition for preventing accidental stepping is:

[0060] a>a ref , v≥v up (θ)

[0061] When the current vehicle speed is greater than or equal to the preset safe uphill speed, the speed is too high. If the throttle opening is not safely limited, the vehicle will always be in an unsafe state. Therefore, it is necessary to safely limit the current throttle opening. That is, when the current throttle opening α is greater than the preset throttle opening, the vehicle is determined to meet the conditions for triggering the anti-accidental throttle control.

[0062] In summary, given that the current working condition is determined to be an uphill condition, the trigger condition for the anti-accidental stepping control is:

[0063]

[0064] Among them, v up (θ) represents the safe speed for uphill driving, ɑ base The throttle opening value at the previous moment, v is the current vehicle speed, and θ is the current gradient. ref The maximum permissible gradient is given by k1, which is the conversion factor between the safe speed and throttle opening for uphill driving. ref This is the preset throttle opening.

[0065] Furthermore, given that the current operating condition is downhill, the current vehicle speed v and the preset safe downhill vehicle speed v are obtained. down (θ), current slope θ, preset maximum allowable slope value θ ref The throttle opening α at the previous moment base Simultaneously, based on the calibration parameters, the conversion coefficient k2 between the safe downhill speed and throttle opening is obtained. Then, if the current speed v is less than the preset safe downhill speed v0... down In the case of (θ), the triggering condition is:

[0066]

[0067] That is, if the current throttle opening α is greater than the throttle opening threshold, the vehicle is determined to meet the anti-accidental throttle control trigger condition. It is determined by the ratio of the current vehicle speed to the safe downhill speed. It is a slope correction term. The coefficient of influence of vehicle weight on driving torque at different slopes is used. If normal acceleration power and sufficient safety redundancy are required at low vehicle speeds, the limit of the throttle anti-misoperation rate should be reduced. At low slope values, the limit of the throttle anti-misoperation rate should be increased. At high slope values, the limit of the throttle anti-misoperation rate should be reduced. In this way, the anti-misoperation control conditions when the current slope condition is a downhill condition can be dynamically determined.

[0068] Furthermore, in downhill driving conditions, when the current vehicle speed is less than or equal to the preset safe downhill speed, the preset anti-accidental pedaling control condition is not triggered, i.e.:

[0069] No trigger if v≤v down (θ)

[0070] In summary, given that the current working condition is determined to be a downhill condition, the trigger condition for the anti-accidental stepping control is:

[0071]

[0072] Among them, v down (θ) represents the safe speed for downhill driving, ɑ base The throttle opening value at the previous moment, v is the current vehicle speed, and θ is the current gradient. ref K is the maximum permissible gradient value, and k2 is the conversion factor between the safe vehicle speed and throttle opening in downhill conditions.

[0073] In step S103, if the vehicle triggers the preset anti-accidental pedal control condition, the vehicle is controlled to prevent accidental pedaling.

[0074] Specifically, the vehicle control unit periodically collects the current vehicle operating parameters and uses these parameters to determine whether the anti-accidental pedaling control trigger conditions are met. If the anti-accidental pedaling trigger conditions are met, the drive motor output power can be limited, and an alarm can be issued or a warning of anti-accidental pedaling activation can be displayed on the vehicle display screen. When the anti-accidental pedaling function is detected to be turned off, the anti-accidental pedaling control will be stopped and the judgment logic will be reset.

[0075] For example, the Vehicle Control Unit (VCU) can update the vehicle's current slope, current speed, and current throttle opening every 100ms, and determine the trigger condition for preventing accidental pedal use. If the trigger condition is met, the VCU will control the vehicle by limiting the output power of the drive motor and will issue a warning sound through a buzzer in the vehicle or provide a visual warning through the vehicle's central control screen and instrument panel. Finally, the VCU will stop the anti-accidental pedal use control and reset the judgment logic when it detects that the throttle opening α = 0 for 2 seconds or when the anti-accidental pedal use function is manually turned off.

[0076] It should be noted that the anti-accidental stepping function cannot be turned off when it is triggered; this function can only be turned off when the anti-accidental stepping function is not triggered.

[0077] In some embodiments, the vehicle is controlled to prevent accidental pedaling, including: acquiring the vehicle's current weight, current motor temperature, and current motor parameters; determining a target output power based on the current weight, current motor temperature, current motor parameters, and current slope; and limiting the power of the vehicle's drive motor based on the target output power.

[0078] For example, the slope resistance under the current operating conditions can be calculated based on the current gradient and the current weight of the vehicle to initially determine the power range that meets normal driving requirements. The initial power range can be corrected based on the current motor temperature and inherent parameters. For example, if the motor temperature is close to the overheating threshold, the output power needs to be reduced. If the motor is in a low-temperature state and has not reached the rated power, the power limit can be appropriately relaxed. When the anti-accidental pedal function is triggered, the target output power needs to be further limited to ensure that the vehicle speed does not exceed the safety threshold. After determining the target output power, the vehicle controller converts the target output power into a control signal that the motor can execute, such as a torque command, to directly limit the actual output of the motor and ensure that it does not exceed the target value.

[0079] Furthermore, in some embodiments, after determining the vehicle's anti-accidental step control triggering conditions based on the current slope conditions, the method further includes: determining whether there is a speed limit request for a safe vehicle speed; if there is a speed limit request for a safe vehicle speed, determining a speed limit ratio coefficient based on the speed limit request for a safe vehicle speed; and updating the preset uphill safe vehicle speed and / or the preset downhill safe vehicle speed based on the speed limit ratio coefficient.

[0080] Specifically, the speed limit request for a safe vehicle speed can be issued by the user through the vehicle's central control screen or vehicle control APP, thereby setting the sensitivity of the vehicle's anti-accidental pedal control. For example, when the user issues a speed limit request for a safe vehicle speed, the embodiments of the present invention can determine the corresponding speed limit ratio coefficient (such as 90%, 70%, 50%) based on the speed limit request for a safe vehicle speed, and then update the preset uphill safe vehicle speed and / or the preset downhill safe vehicle speed based on the speed limit ratio coefficient.

[0081] For example, in the current uphill driving condition, the original safe speed is 50 km / h. If the speed limit ratio is determined to be 90% based on the user's speed limit request sent through the vehicle's central control screen or vehicle control APP, then the preset uphill safe speed is corrected to 45 km / h. This means that when the vehicle speed is greater than 45 km / h, the anti-accidental step control strategy is implemented.

[0082] Therefore, upon receiving a speed limit request for a safe vehicle speed, the corresponding speed limit ratio coefficient is determined based on the speed limit request to update the preset uphill safe vehicle speed and / or the preset downhill safe vehicle speed. This makes the triggering of the anti-accidental pedal control strategy more sensitive. Furthermore, the lower the corresponding speed limit ratio coefficient determined based on the speed limit request for a safe vehicle speed, the easier it is to trigger the anti-accidental pedal control strategy. In other words, the lower the speed limit ratio coefficient, the more sensitive the triggering of the anti-accidental pedal control strategy.

[0083] The throttle misapplication prevention control method provided by the present invention acquires the vehicle's current slope, speed, and throttle opening, determines the uphill and downhill conditions based on the slope, and sets corresponding anti-misapplication trigger conditions. When the vehicle speed and throttle opening meet the trigger conditions, anti-misapplication control is implemented on the vehicle. This solves the problems of misjudgment and missed judgment, low accuracy of condition recognition, and weak dynamic control performance in related technologies, thereby improving the throttle misapplication prevention control performance and enhancing driving safety.

[0084] Next, the throttle anti-accidental pressing control device according to an embodiment of the present invention is described with reference to the accompanying drawings.

[0085] Figure 2 This is a block diagram of a throttle anti-accidental-pressing control device provided according to an embodiment of the present invention.

[0086] like Figure 2 As shown, the accelerator pedal anti-accidental pressing control device 10 includes: an acquisition module 100, a judgment module 200, and a control module 300.

[0087] The acquisition module 100 is used to acquire the vehicle's current slope, current speed, and current throttle opening.

[0088] The judgment module 200 is used to determine the current slope condition of the vehicle based on the current slope, and calculate the throttle opening threshold based on the current slope and the current vehicle speed, and determine whether the vehicle has triggered the preset anti-accidental pedal control condition based on the current throttle opening and the throttle opening threshold; the control module is used to perform anti-accidental pedal control on the vehicle when the vehicle triggers the preset anti-accidental pedal control condition.

[0089] Furthermore, in some embodiments, the determination module 200 is specifically used to: determine whether the current vehicle speed is less than the preset uphill safe speed; if the current vehicle speed is less than the preset uphill safe speed, calculate the throttle opening threshold based on the current vehicle speed, the preset uphill safe speed, the current slope, the preset maximum allowable slope value and the throttle opening at the previous moment; otherwise, use the preset throttle opening as the throttle opening threshold.

[0090] Furthermore, in some embodiments, after determining whether the current vehicle speed is less than the preset uphill safe speed, the determination module 200 is also used to: determine whether the current vehicle speed is greater than the preset downhill safe speed; if the previous vehicle speed is greater than the preset downhill safe speed, then calculate the throttle opening threshold based on the current vehicle speed, the preset downhill safe speed, the current slope, the preset maximum allowable slope value and the throttle opening at the previous moment.

[0091] Furthermore, in some embodiments, the determination module 200 is also used to: determine whether the current throttle opening is greater than the throttle opening threshold; if the current throttle opening is greater than the throttle opening threshold, then determine that the vehicle triggers the preset anti-accidental pedal control condition.

[0092] Furthermore, in some embodiments, when the current slope condition is downhill and the current vehicle speed is less than or equal to the preset downhill safe speed, the preset anti-accidental stepping control condition is not triggered.

[0093] Furthermore, in some embodiments, the control module 300 is specifically used to: acquire the current weight of the vehicle, the current motor temperature, and the current motor parameters; determine the target output power based on the current weight, the current motor temperature, the current motor parameters, and the current slope; and limit the power of the vehicle's drive motor based on the target output power.

[0094] Furthermore, in some embodiments, after determining the vehicle's anti-accidental stepping control trigger condition based on the current slope conditions, the determining module 200 is also used to: determine whether there is a speed limit request for a safe vehicle speed; if there is a speed limit request for a safe vehicle speed, determine a speed limit ratio coefficient based on the speed limit request for a safe vehicle speed; and update the preset uphill safe vehicle speed and / or the preset downhill safe vehicle speed based on the speed limit ratio coefficient.

[0095] It should be noted that the above explanation of the embodiment of the throttle anti-accidental pressing control method also applies to the throttle anti-accidental pressing control device of this embodiment, and will not be repeated here.

[0096] The throttle misapplication prevention control device provided in this embodiment of the invention acquires the vehicle's current slope, speed, and throttle opening, determines the uphill and downhill conditions based on the slope, and sets corresponding anti-misapplication trigger conditions. When the vehicle speed and throttle opening meet the trigger conditions, the device implements anti-misapplication control for the vehicle. This solves the problems of misjudgment and missed judgment, low accuracy of condition recognition, and weak dynamic control performance in related technologies, thereby improving the throttle misapplication prevention control performance and enhancing driving safety.

[0097] Figure 3 This is a schematic diagram of an electronic device provided according to an embodiment of the present invention. The electronic device may include:

[0098] The memory 301, the processor 302, and the computer program stored on the memory 301 and capable of running on the processor 302.

[0099] When the processor 302 executes the program, it implements the throttle anti-accidental pressing control method provided in the above embodiments.

[0100] Furthermore, the electronic device also includes:

[0101] Communication interface 303 is used for communication between memory 301 and processor 302.

[0102] The memory 301 is used to store computer programs that can run on the processor 302.

[0103] The memory 301 may include high-speed RAM memory, and may also include non-volatile memory, such as at least one disk storage device.

[0104] If the memory 301, processor 302, and communication interface 303 are implemented independently, then the communication interface 303, memory 301, and processor 302 can be interconnected via a bus to complete communication between them. The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. Buses can be categorized as address buses, data buses, control buses, etc. For ease of representation, Figure 3 The bus is represented by a single thick line, but this does not mean that there is only one bus or one type of bus.

[0105] Optionally, in a specific implementation, if the memory 301, processor 302, and communication interface 303 are integrated on a single chip, then the memory 301, processor 302, and communication interface 303 can communicate with each other through an internal interface.

[0106] Processor 302 may be a central processing unit (CPU), an application specific integrated circuit (ASIC), or one or more integrated circuits configured to implement embodiments of the present invention.

[0107] In addition, embodiments of the present invention also provide a computer-readable storage medium storing a computer program thereon, which, when executed by a processor, implements the above-described method for preventing accidental throttle pedal use.

[0108] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0109] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this invention, "N" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0110] Any process or method description in the flowchart or otherwise herein can be understood as representing a module, segment, or portion of code comprising one or more N executable instructions for implementing custom logic functions or processes, and the scope of preferred embodiments of the invention includes additional implementations in which functions may be performed not in the order shown or discussed, including substantially simultaneously or in reverse order depending on the functions involved, as should be understood by those skilled in the art to which embodiments of the invention pertain.

[0111] It should be understood that various parts of the present invention can be implemented in hardware, software, firmware, or a combination thereof. In the above embodiments, the N steps or methods can be implemented in software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware as in another embodiment, it can be implemented using any one or a combination of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (PGAs), field-programmable gate arrays (FPGAs), etc.

[0112] Those skilled in the art will understand that all or part of the steps of the methods in the above embodiments can be implemented by a program instructing related hardware. The program can be stored in a computer-readable storage medium, and when executed, the program includes one or a combination of the steps of the method embodiments.

Claims

1. An accelerator misapplication prevention control method characterized by comprising: Includes the following steps: Obtain the vehicle's current gradient, current speed, and current throttle opening; The current slope condition of the vehicle is determined based on the current slope, and the throttle opening threshold is calculated based on the current slope and the current vehicle speed. Based on the current throttle opening and the throttle opening threshold, it is determined whether the vehicle has triggered the preset anti-accidental pedal control condition. If the vehicle triggers the preset anti-accidental pedal control condition, then the anti-accidental pedal control is applied to the vehicle. Wherein, the current slope condition is an uphill condition, and the step of calculating the throttle opening threshold based on the current slope and the current vehicle speed includes: determining whether the current vehicle speed is less than a preset safe uphill speed; if the current vehicle speed is less than the preset safe uphill speed, then calculating the throttle opening threshold based on the current vehicle speed, the preset safe uphill speed, the current slope, a preset maximum allowable slope value, and the throttle opening at the previous moment; otherwise, using the preset throttle opening as the throttle opening threshold. Wherein, the current slope condition is a downhill condition, and the step of calculating the throttle opening threshold based on the current slope and the current vehicle speed includes: determining whether the current vehicle speed is greater than a preset downhill safe speed; if the previous vehicle speed is greater than the preset downhill safe speed, then calculating the throttle opening threshold based on the current vehicle speed, the preset downhill safe speed, the current slope, the preset maximum allowable slope value, and the throttle opening at the previous moment.

2. The method of claim 1, wherein, The step of determining whether the vehicle has triggered a preset anti-accidental throttle control condition based on the current throttle opening and the throttle opening threshold includes: Determine whether the current throttle opening is greater than the throttle opening threshold; If the current throttle opening is greater than the throttle opening threshold, then the vehicle is determined to have triggered the preset anti-accidental throttle control condition.

3. The method of claim 1, wherein, When the current slope condition is a downhill condition and the current vehicle speed is less than or equal to the preset downhill safe speed, the preset anti-accidental stepping control condition is not triggered.

4. The method of claim 1, wherein, The method of preventing accidental pedaling on the vehicle includes: Obtain the vehicle's current weight, current motor temperature, and current motor parameters; The target output power is determined based on the current weight, the current motor temperature, the current motor parameters, and the current slope. The power of the vehicle's drive motor is limited based on the target output power.

5. The method of claim 1, wherein, After determining the anti-accidental pedaling control trigger conditions for the vehicle based on the current slope conditions, the method further includes: Determine if there is a speed limit request for a safe speed. If a speed limit request for the safe vehicle speed exists, a speed limit ratio coefficient is determined based on the speed limit request for the safe vehicle speed. The preset uphill safe speed and / or the preset downhill safe speed are updated according to the speed limit ratio coefficient.

6. An accelerator anti-misfire control device characterized by comprising: The device includes: The acquisition module is used to acquire the vehicle's current gradient, current speed, and current throttle opening. The judgment module is used to calculate the throttle opening threshold based on the current slope and the current vehicle speed, and to determine whether the vehicle has triggered the preset anti-accidental pedal control condition based on the current throttle opening and the throttle opening threshold. The control module is used to perform anti-accidental pedal control on the vehicle when the preset anti-accidental pedal control condition is triggered. Wherein, the current slope condition is an uphill condition, and the control module is specifically used to: determine whether the current vehicle speed is less than a preset safe uphill speed; if the current vehicle speed is less than the preset safe uphill speed, calculate the throttle opening threshold based on the current vehicle speed, the preset safe uphill speed, the current slope, the preset maximum allowable slope value, and the throttle opening at the previous moment; otherwise, use the preset throttle opening as the throttle opening threshold. Wherein, the current slope condition is a downhill condition, and the control module is further used to: determine whether the current vehicle speed is greater than the preset downhill safe speed; if the previous vehicle speed is greater than the preset downhill safe speed, then calculate the throttle opening threshold based on the current vehicle speed, the preset downhill safe speed, the current slope, the preset maximum allowable slope value and the throttle opening at the previous moment.

7. An electronic device, comprising: include: A memory, a processor, and a computer program stored in the memory and executable on the processor, the processor executing the program to implement the throttle anti-accidental-pressing control method as described in any one of claims 1-5.

8. A computer-readable storage medium having stored thereon a computer program, characterized in that, The program is executed by the processor to implement the throttle anti-accidental pressing control method as described in any one of claims 1-5.

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