A method and system for controlling vehicle throttle misapplication in a ramp condition

Abstract

This invention provides a method and system for controlling vehicle throttle misapplication under slope conditions, relating to the field of vehicle throttle misapplication control technology. This invention collects road condition data and vehicle driving data in real time, sets throttle misapplication judgment conditions for downhill curve conditions, and activates the throttle misapplication control mode if the judgment conditions are met. It analyzes the road condition data and vehicle driving data to obtain a target torque control amount; distributes the target torque control amount equally to each wheel, calculates the throw suppression torque, and coordinates the distribution to each wheel based on the throw suppression torque and the target torque control amount; continuously acquires the driver's requested drive torque until the torque difference is no greater than a preset difference threshold, at which point the throttle misapplication control mode ends. By dynamically determining the safe target torque and coordinating the distribution of torque to each wheel, it reduces the risk of throw-out in curves while suppressing accidental acceleration, improving the stability, safety, and control smoothness of driving on slopes and curves.

Description

Technical Field

[0001] This invention relates to the field of vehicle accelerator pedal misoperation control technology, specifically a method and system for controlling vehicle accelerator pedal misoperation under slope conditions. Background Technology

[0002] When a vehicle is driving downhill on a curve, the longitudinal slope of the road causes it to tend to accelerate in the direction of the slope. Simultaneously, because the vehicle is in a curve, it also relies on the lateral adhesion of its tires to maintain its trajectory. If the driver mistakenly presses the accelerator pedal instead of the brake pedal in this situation, the vehicle will receive additional driving torque on top of its existing downhill acceleration, causing a rapid increase in speed. This can lead to a risk of veering off the curve due to the combined effects of road curvature, vehicle speed, and lateral acceleration, compromising the vehicle's safety on the curve.

[0003] Existing methods for controlling throttle misapplication typically focus on identifying abnormal throttle pedal opening or abnormal longitudinal acceleration, and then uniformly limiting or cutting off vehicle power output upon detection of misapplication. While this approach can suppress rapid acceleration to some extent, in downhill cornering scenarios, vehicle risk manifests not only as increased longitudinal speed but also as a tendency to throw off course due to changes in lateral vehicle position. If the control process does not dynamically determine the safe torque limit based on factors such as road longitudinal slope, road curvature, vehicle speed, and vehicle lateral acceleration, and does not coordinate the torque distribution to each wheel based on steering wheel angle, lateral offset, and wheel slip, it becomes difficult to simultaneously suppress longitudinal acceleration and maintain lateral stability during cornering.

[0004] Therefore, it is necessary to provide a vehicle throttle misapplication control method applicable to slope and curve conditions. After determining that the vehicle is in a downhill curve with misapplication of the throttle, the method can determine the target torque control amount based on road condition data and vehicle driving data before and after the misapplication is triggered, constrain the current driving torque of the vehicle, and generate outward projection suppression torque when the vehicle has a tendency to throw outward in the curve. In this way, the torque of each wheel is coordinated and distributed to solve the problem of rapid acceleration and deviation to the outside of the curve caused by misapplication of the throttle on a downhill curve.

[0005] The information disclosed in the background section is only intended to enhance the understanding of the background of this disclosure, and therefore may include information that does not constitute prior art known to those skilled in the art. Summary of the Invention

[0006] The purpose of this invention is to provide a method and system for controlling accidental throttle input in vehicles under slope conditions, so as to solve the problems mentioned in the background art.

[0007] To achieve the above objectives, the present invention provides the following technical solution: A method for controlling accidental accelerator pedal depressing in vehicles under slope conditions, comprising the following steps: S1: Real-time collection of road condition data and vehicle driving data; setting the accelerator pedal mis-press judgment conditions for downhill curve conditions; if the collected data meets the accelerator pedal mis-press judgment conditions, the accelerator pedal mis-press control mode is activated. S2: Extract road condition data and vehicle driving data for the current moment and a period of time before the accelerator pedal is accidentally pressed. Refer to the power output pattern under normal vehicle driving conditions to calculate the reference torque control quantity. Combine the longitudinal slope of the road, road curvature, vehicle speed, and lateral acceleration to dynamically correct the reference torque control quantity, and obtain the target torque control quantity used to suppress accidental acceleration. S3: Force the driver's real-time request for drive torque to be constrained to the target torque control amount, and distribute the target torque control amount evenly to each wheel in the initial stage. Pre-configure the cornering outward control trigger conditions based on steering wheel angle, lateral offset, and wheel side deflection parameters, and monitor the vehicle's lateral driving status in real time. S4: If the real-time lateral driving state meets the curve throw control triggering conditions, the throw suppression torque to counteract the curve throw trend is calculated based on the real-time vehicle speed, road curvature, and lateral offset state. The throw suppression torque and the target torque control amount are coordinated and differentiatedly distributed to each wheel to suppress the vehicle's curve throw deviation through the wheel-side torque difference. S5: Real-time update and collect the driver's requested drive torque, calculate the real-time torque difference between the real-time requested drive torque and the target torque control amount, and when the real-time torque difference is not greater than the preset difference threshold, determine that the driver's erroneous operation has been released and exit the accelerator erroneous operation control mode.

[0008] Furthermore, the road condition data includes road longitudinal slope, road curvature, curve radius, and curve direction; The vehicle driving data includes vehicle speed, longitudinal acceleration, lateral acceleration, yaw rate, steering wheel angle, accelerator pedal opening, accelerator pedal opening rate of change, and lateral offset of the vehicle relative to the lane. The criteria for judging accidental accelerator pedal press in downhill curve scenarios adopt a four-level progressive verification mechanism, which includes judgment of downhill curve conditions, judgment of abnormal accelerator pedal operation, judgment of conflict of driving intentions, and judgment of amplified driving risks in curves. Only when all four conditions are met simultaneously is it determined that the vehicle has performed an accidental accelerator pedal press in downhill curve. The specific judgment logic is as follows: Determination of downhill curve conditions: When the longitudinal slope of the road corresponding to the vehicle's direction of travel is less than or equal to the preset downhill slope threshold, and the absolute value of the road curvature is greater than or equal to the preset curvature threshold, and the corresponding curve radius is less than or equal to the preset curve radius threshold, the vehicle is determined to be in a downhill curve condition. Throttle Abnormal Operation Judgment: Under the premise of meeting the downhill curve conditions, if the real-time throttle pedal opening is greater than the preset opening threshold and the throttle pedal opening change rate is greater than the preset change rate threshold, it is determined that the driver has performed an abnormal throttle operation, and the trigger time of the abnormal throttle operation is recorded. Driving Intent Conflict Determination: Construct a backtracking time window with the moment of abnormal throttle trigger as the endpoint. If the vehicle is in a deceleration state, the longitudinal acceleration is less than the preset longitudinal acceleration threshold, and the steering wheel angle is greater than the preset angle threshold within the window, it indicates that the driver has no intention to actively steer or overtake. The acceleration operation under the foot contradicts the overall vehicle driving state, and the intent conflict condition is determined to be met. Determining the amplification of cornering risks: Construct a monitoring time window starting from the moment the throttle is abnormally triggered. If any of the following risk phenomena occur within the window: the increase in vehicle speed, the increase in longitudinal acceleration, the increase in lateral acceleration, and the increase in yaw rate all exceed their respective preset thresholds, or the lateral deviation of the vehicle to the outside of the corner increases significantly, it is determined that the excessive throttle operation has induced the vehicle to accelerate rapidly and throw the vehicle body outward, thus meeting the conditions for amplifying cornering risks.

[0009] Furthermore, road condition data and vehicle driving data for the current moment and a period of time before the accelerator pedal was accidentally pressed are extracted. Referring to the power output pattern under normal driving conditions, the baseline torque control value is calculated. The specific logic is as follows: Obtain the preset mapping relationship between the accelerator pedal opening and the driving torque of the whole vehicle, and analyze the real-time driving torque of the vehicle at each sampling moment based on the mapping relationship; construct a backtracking time window with the moment of accidental pedal press as the endpoint, calculate the average value of the driving torque at all sampling moments within the backtracking time window, and set it as the reference torque control quantity. Furthermore, the baseline torque control value is dynamically corrected by combining the road longitudinal slope, road curvature, vehicle speed, and lateral acceleration to obtain the target torque control value used to limit the vehicle's rapid acceleration. The specific logic is as follows: The system synchronously collects four types of correction parameters within the backtracking time window: road longitudinal slope, road curvature, vehicle speed, and lateral acceleration. The average value of each correction parameter is calculated to construct a benchmark state that matches the reference torque. A fixed torque reduction margin is preset, and each correction parameter at the current moment is compared with the benchmark state. If any correction parameter is worse than the benchmark state and exceeds a preset tolerance threshold, the preset torque reduction margin is subtracted from the existing torque. If any correction parameter is better than or equal to the benchmark state, the torque value remains unchanged. All correction parameters are iterated and corrected sequentially, ultimately outputting the target torque control amount adapted to real-time downhill curves.

[0010] Furthermore, the logic for forcibly constraining the driver's real-time request for drive torque to a target torque control amount, and then evenly distributing the target torque control amount to each wheel, is as follows: Receive the driver's real-time request for drive torque based on the accelerator pedal, and compare the requested drive torque with the aforementioned target torque control value; If the driver requests a driving torque less than or equal to the target torque control amount, the driver's original requested driving torque will be used as the vehicle's actual driving torque. If the driver requests a driving torque greater than the target torque control amount, it is determined that there is an excessive power demand caused by accidental pedaling. The excessive torque exceeding the target torque control amount will be cut off, and the target torque control amount will be set as the vehicle's actual driving torque. Among them, the target torque control quantity is the maximum safe driving torque that the vehicle is allowed to output under the current curve downhill condition; The target torque control amount is equally distributed to each wheel of the vehicle.

[0011] Furthermore, pre-configure the cornering outward throw control trigger conditions based on steering wheel angle, lateral offset, and wheel sideslip parameters. The specific logic is as follows: The system collects real-time data on the vehicle's steering wheel angle, lateral offset, wheel slip angle, and lateral acceleration. It also sets preset thresholds for lateral offset, wheel slip angle, and lateral acceleration. When the steering wheel angle is aligned with the current curve direction, and the vehicle's lateral offset toward the outside of the curve exceeds the preset offset threshold, and at least one wheel slip angle or lateral acceleration exceeds the corresponding preset threshold, the system determines that the vehicle is experiencing a tendency to throw outwards due to centrifugal force, triggering curve throw control. Wheel slip parameters include wheel slip angle and lateral acceleration.

[0012] Furthermore, based on vehicle speed, road curvature, and lateral offset, the outward-throw suppressing torque used to counteract the outward-throwing tendency during curves is calculated. The specific logic is as follows: Real-time vehicle speed, road curvature, and lateral offset of the vehicle body relative to the curve centerline are retrieved to obtain the torque of the target torque control amount equally distributed to each wheel of the vehicle, which is used as the reference torque component. The difference between the lateral offset and the preset lateral offset threshold is calculated to obtain the offset correction coefficient. The reference torque component is multiplied by the offset correction coefficient to finally obtain the outward throw suppression torque.

[0013] Furthermore, the outward throw suppression torque and the target torque control amount are coordinated and differentiatedly distributed to each wheel. The outward throw deviation of the vehicle in corners is suppressed by the torque difference at the wheel edges. The specific logic is as follows: The target torque control amount of each wheel after equal distribution is used as the reference value for wheel torque distribution. Based on the current curve direction, the inner and outer wheels of the vehicle are distinguished, and the calculated outward throw suppression torque is used as the adjustment amount. For the outer wheel, the adjustment amount is reduced based on the wheel torque distribution reference value; for the inner side of the curve, the adjustment amount is increased based on the wheel torque distribution reference value, thus creating a torque difference between the inner and outer wheels. The original target torque control amount is kept unchanged before and after distribution, and the vehicle is suppressed from turning outwards by relying solely on the torque difference between the inner and outer wheels.

[0014] Furthermore, the specific logic of S5 is as follows: During continuous operation of the control mode, the driver's request for drive torque is periodically collected in real time; The target torque control value is retrieved, and the difference is calculated. The real-time torque difference is equal to the difference between the real-time requested drive torque and the target torque control value. The real-time torque difference is continuously compared with a preset difference threshold. When the real-time torque difference is not greater than the preset difference threshold for consecutive periods, the erroneous throttle action is determined to be released, and the erroneous throttle control mode is exited.

[0015] The present invention further provides a vehicle accelerator pedal misoperation control system under slope conditions, the system being used to implement any of the above-described vehicle accelerator pedal misoperation control methods under slope conditions, specifically including: The data acquisition module is used to collect road condition data and vehicle driving data in real time, and to set the accelerator pedal mis-press judgment conditions for downhill curve conditions. If the collected data meets the accelerator pedal mis-press judgment conditions, the accelerator pedal mis-press control mode is activated. The torque analysis module is used to extract road condition data and vehicle driving data for the current moment and a period of time before the accelerator pedal is accidentally pressed. Referring to the power output pattern of the vehicle under normal driving conditions, it calculates the reference torque control quantity and dynamically corrects the reference torque control quantity by combining the longitudinal slope of the road, the road curvature, the vehicle speed, and the lateral acceleration to obtain the target torque control quantity used to suppress the sudden acceleration caused by accidental pressing. The outward throw analysis module is used to forcibly constrain the driver's real-time request drive torque to the target torque control amount, and in the initial stage, the target torque control amount is evenly distributed to each wheel. It pre-configures the outward throw control trigger conditions based on steering wheel angle, lateral offset, and wheel side deflection parameters, and monitors the vehicle's lateral driving status in real time. The outward throw control module is used to calculate the outward throw suppression torque to counteract the outward throw trend based on the real-time vehicle speed, road curvature, and lateral offset state if the real-time lateral driving state meets the outward throw control trigger conditions. The outward throw suppression torque and the target torque control amount are coordinated and differentiatedly distributed to each wheel to suppress the outward throw deviation of the vehicle in the curve through the wheel-side torque difference. The judgment control module is used to update and collect the driver's requested drive torque in real time, calculate the real-time torque difference between the real-time requested drive torque and the target torque control amount, and determine that the driver's erroneous operation is released when the real-time torque difference is not greater than the preset difference threshold, thus exiting the erroneous accelerator pedal control mode.

[0016] Compared with the prior art, the beneficial effects of the present invention are: This solution collects real-time road condition data and vehicle driving data, and sets judgment conditions for accidental accelerator pedal press in downhill and curve scenarios. It can incorporate road slope, curve condition, and vehicle driving status into the accidental press recognition process. Compared with the method of judging solely based on abnormal accelerator pedal opening or vehicle speed, this solution can more effectively identify the risk of accidental accelerator pedal press in slopes and curves, reduce the possibility of accidental triggering caused by normal throttle replenishment, ordinary downhill driving, or short-term pedal fluctuations, and improve the accuracy of accelerator pedal press control activation.

[0017] This solution, upon activating the accelerator pedal misapplication control mode, does not simply cut off vehicle power. Instead, it extracts road condition data and vehicle driving data from the current moment and a period prior to the misapplication, calculates a baseline torque control amount based on the power output pattern under normal driving conditions, and dynamically corrects this amount by incorporating road longitudinal slope, road curvature, vehicle speed, and vehicle lateral acceleration to obtain a target torque control amount used to limit rapid vehicle acceleration. This ensures that the vehicle's driving torque is constrained within a safe range that matches the current slope and curve conditions, suppressing excessive drive output caused by misapplication while avoiding significant power surges that could affect vehicle ride smoothness and stability.

[0018] This solution, in addition to constraining the vehicle's driving torque, combines steering wheel angle, lateral offset, and wheel slip parameters to determine if the vehicle has a risk of cornering outwards. When the cornering outwards control trigger condition is met, a cornering outwards suppression torque is generated based on the torque difference between the original requested driving torque at the moment the mis-application control is activated and the target torque control amount, and the target torque control amount is collaboratively distributed to each wheel. Through this method, this solution not only limits the vehicle's longitudinal acceleration but also suppresses the tendency of the vehicle to drift outwards in corners, improving the vehicle's path-keeping ability and driving safety in scenarios of accidental accelerator pedal application on slopes and curves. Attached Figure Description

[0019] Figure 1 This is a schematic diagram of the overall method flow of the present invention; Figure 2 This is a diagram showing the torque variation of the inner and outer wheels during the activation and deactivation of the throttle misoperation control mode in this invention. Figure 3 This is a schematic diagram of the overall system structure of the present invention. Detailed Implementation

[0020] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to specific embodiments.

[0021] It should be noted that, unless otherwise defined, the technical or scientific terms used in this invention should have the ordinary meaning understood by one of ordinary skill in the art to which this invention pertains. The terms "first," "second," and similar terms used in this invention do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Terms such as "comprising" or "including" mean that the element or object preceding the word encompasses the elements or objects listed following the word and their equivalents, without excluding other elements or objects. Terms such as "connected" or "linked" are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. Terms such as "upper," "lower," "left," and "right" are used only to indicate relative positional relationships; when the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0022] Example: Please see Figures 1-2 The present invention provides a technical solution: A method for controlling accidental accelerator pedal depressing in vehicles under slope conditions, comprising the following steps: S1: Real-time collection of road condition data and vehicle driving data; setting the accelerator pedal mis-press judgment conditions for downhill curve conditions; if the collected data meets the accelerator pedal mis-press judgment conditions, the accelerator pedal mis-press control mode is activated. The vehicle driving data includes vehicle speed, longitudinal acceleration, lateral acceleration, yaw rate, steering wheel angle, accelerator pedal opening, accelerator pedal opening change rate, and lateral offset of the vehicle relative to the lane. Specifically, the lateral offset of the vehicle relative to the lane refers to the straight-line distance between the vehicle's center of gravity and the lane centerline in the lateral direction of the road, with the lane centerline as the reference reference. Among them, vehicle speed, longitudinal acceleration, lateral acceleration, yaw rate, steering wheel angle, accelerator pedal opening, and lateral offset of the vehicle relative to the lane are instantaneous values, and the accelerator pedal opening change rate is a change characteristic quantity calculated based on a continuous time period.

[0023] The aforementioned vehicle driving data is collected by onboard sensors and controllers located at different positions on the vehicle: vehicle speed is calculated by wheel speed sensors, drive motor speed sensors, or the vehicle controller; longitudinal acceleration, lateral acceleration, and yaw rate are collected by inertial measurement units installed near the vehicle's center of gravity or in the middle of the vehicle body; steering wheel angle is collected by a steering wheel angle sensor installed at the steering column or steering gear; accelerator pedal opening and accelerator pedal opening change rate are collected by pedal position sensors installed on the accelerator pedal assembly and calculated by the controller; the lateral offset of the vehicle relative to the lane is calculated from the distances to the left and right lane boundaries collected by lidar installed on the inside of the windshields on both sides of the vehicle, specifically: the absolute difference between the distances to the left and right lane boundaries collected by lidar installed on the inside of the windshields on both sides of the vehicle.

[0024] The criteria for judging accelerator pedal misapplication in downhill curve scenarios employ a four-layer progressive verification mechanism, which includes judgment of downhill curve conditions, judgment of abnormal accelerator pedal operation, judgment of conflict of driving intentions, and judgment of amplified driving risks in curves. The reason for adopting the above progressive verification method is that the risk of loss of control of the vehicle in downhill curve scenarios is not determined solely by the accelerator pedal action, but by the combined effects of road gradient, curve curvature, driver pedal operation, vehicle's historical driving status, and the vehicle's dynamic response after misapplication. If the judgment is based solely on the accelerator pedal opening or the rate of change of pedal opening, it is easy to misjudge normal throttle replenishment, short-term acceleration, or reasonable power requests during uphill driving as misapplication. By filtering through multiple layers of conditions, the judgment of misapplication can be made more consistent with the high-risk specific condition of downhill curves.

[0025] Specifically, the system first determines whether the vehicle is in a downhill curve condition. When the longitudinal slope of the road corresponding to the vehicle's direction of travel is less than or equal to a preset downhill slope threshold, and the absolute value of the road curvature is greater than or equal to a preset curvature threshold, and the corresponding curve radius is less than or equal to a preset curve radius threshold, the vehicle is determined to be in a downhill curve condition. The reason for this determination is that downhill roads will cause the vehicle to be affected by the gravitational component along the direction of travel, and the vehicle will naturally have an acceleration tendency. Meanwhile, curve roads require the vehicle to maintain a certain lateral adhesion to maintain its trajectory. When these two factors are combined, the vehicle is more sensitive to additional driving torque. Therefore, determining whether the vehicle is in a downhill curve environment first can limit subsequent mis-stepping judgments to scenarios with a high risk of rapid acceleration and throwing.

[0026] Under the premise of meeting the downhill curve condition, further judgment is made on abnormal throttle operation. If the real-time throttle pedal opening is greater than the preset opening threshold and the rate of change of the throttle pedal opening is greater than the preset rate of change threshold, it is determined that the driver has made an abnormal throttle operation, and the trigger time of the abnormal throttle operation is recorded. The reason for setting this judgment is that throttle mis-pressing is usually manifested as a rapid increase in pedal opening in a short period of time, and the increase is significantly greater than the operation characteristics when the vehicle is driving smoothly or when normal throttle is added. By judging the throttle pedal opening and the rate of change of the throttle pedal opening at the same time, it can reflect both the intensity of the power request after the pedal is pressed and the suddenness of the pressing action, thereby improving the accuracy of the identification of the mis-pressing operation itself.

[0027] Subsequently, a backtracking time window is constructed with the moment of abnormal throttle triggering as the endpoint, and a driving intention conflict judgment is performed. If the vehicle is in a deceleration state as a whole within this window, the longitudinal acceleration is less than the preset longitudinal acceleration threshold, and the steering wheel angle is greater than the preset steering angle threshold, it indicates that the vehicle is closer to a deceleration or steady-state cornering state in a downhill curve before the accidental throttle trigger, rather than an active acceleration, overtaking, or acceleration out of the curve state. At this time, there is a clear contradiction between the sudden large throttle input from the driver's foot and the vehicle's previous deceleration and steering state, so the driving intention conflict condition is met. The reason for setting this judgment is that a sudden change in the throttle pedal alone does not necessarily mean accidental throttle input. Combining the vehicle's motion state in the period before the trigger, reasonable scenarios of active acceleration by the driver are further excluded, reducing the probability of misjudgment.

[0028] Furthermore, a monitoring time window is constructed starting from the moment of throttle malfunction, and a risk amplification judgment is made for cornering. If the increase in vehicle speed, longitudinal acceleration, lateral acceleration, and yaw rate all exceed their respective preset thresholds within this window, or if the lateral deviation of the vehicle to the outside of the curve increases significantly, it indicates that the excessive throttle operation has adversely affected the vehicle's longitudinal acceleration or lateral stability, and the vehicle is at risk of rapid acceleration, changes in vehicle posture, or deviation to the outside of the curve. The reason for setting this judgment is that the danger of accidental throttle input on a downhill curve is not only reflected in the abnormal pedal operation, but also in whether the abnormal power input has caused a deterioration in the vehicle's dynamic response. By monitoring the risk amplification phenomenon after accidental throttle input, the system can avoid premature intervention due to only instantaneous pedal malfunction, while ensuring timely triggering of control when the actual risk of the vehicle increases.

[0029] In summary, through a four-layer progressive verification process—including downhill curve condition determination, abnormal throttle operation determination, conflict of driving intent determination, and amplification of driving risk in curves—this embodiment can comprehensively identify throttle misapplication behavior on downhill curves from four dimensions: "whether the vehicle is in a high-risk road environment," "whether the driver has performed abnormal throttle operation," "whether the throttle operation conflicts with the driving intent," and "whether the throttle operation has amplified the vehicle's driving risk." This improves the accuracy and scenario adaptability of throttle misapplication judgment, reduces false triggering caused by normal driving operations, and promptly enters the throttle misapplication control mode when the vehicle experiences rapid acceleration or a tendency to throw outwards due to misapplication, providing a reliable triggering basis for subsequent target torque limiting and throw suppression control.

[0030] Furthermore, the preset thresholds involved in the aforementioned accelerator pedal misapplication judgment conditions for downhill curve scenarios are obtained before the vehicle leaves the factory through whole-vehicle road tests, bench tests, vehicle dynamics simulations, and calibration using historical driving data, and are pre-stored in the vehicle controller or accelerator pedal misapplication controller. During vehicle operation, the controller directly calls the corresponding threshold and compares the real-time collected road condition data and vehicle driving data with the corresponding threshold to complete the accelerator pedal misapplication judgment for downhill curves.

[0031] Specifically, a preset downhill gradient threshold is used to determine whether a vehicle is in a road environment with a significant downhill acceleration trend. This threshold can be determined based on the vehicle's natural acceleration trend and braking needs on roads with different gradients. For example, when a downhill slope is represented by a negative longitudinal gradient, the preset downhill gradient threshold is set to a value within the range of -3% to -8%. When the longitudinal gradient of the road corresponding to the vehicle's direction of travel is less than or equal to this threshold, the vehicle is considered to be in a slope environment with a high downhill risk. Preset curvature thresholds and preset curve radius thresholds are used to determine whether a vehicle is in a significant curve condition. Both can be determined based on the correspondence between road curvature and curve radius; that is, the greater the road curvature, the smaller the corresponding curve radius. For example, based on the target application scenario, the curve radius threshold is set to a preset radius value, and the curvature threshold is set to a calibration value near the reciprocal of this radius value.

[0032] Preset throttle opening thresholds and preset rate of change thresholds are used to identify whether there is abnormally rapid pressing of the accelerator pedal. The preset throttle opening threshold can be determined based on the range of throttle opening commonly used by drivers when driving downhill on curves under normal conditions, and its value should be higher than the throttle opening when lightly accelerating or maintaining vehicle speed. The preset rate of change threshold can be determined based on the differences in the pedal change rate in normal acceleration, throttle acceleration, and accidental throttle pressing samples, and its value should be able to distinguish between smooth pressing and sudden large pressing. For example, by statistically analyzing normal downhill driving data on curves, the upper limit of normal throttle opening and throttle opening rate of change, plus a safety margin, can be used as the corresponding threshold; when both the real-time accelerator pedal opening and the accelerator pedal opening rate of change exceed the corresponding thresholds, an abnormal throttle operation is determined to exist.

[0033] The preset longitudinal acceleration threshold and preset steering angle threshold are used to determine whether the driver's current throttle input conflicts with the vehicle's previous driving state. The preset longitudinal acceleration threshold is determined based on the vehicle's deceleration or low acceleration state. When the acceleration in the vehicle's forward direction is positive, this threshold is set to a value close to or less than zero, indicating that the vehicle was in a state of overall deceleration or non-active acceleration before the abnormal throttle input was triggered. The preset steering angle threshold can be determined based on the steering wheel angle range when the vehicle is turning normally in a curve, used to exclude situations where the vehicle is traveling in a straight line or making slight directional corrections. By simultaneously determining that the vehicle is in a deceleration state, the longitudinal acceleration is less than the preset longitudinal acceleration threshold, and the steering wheel angle is greater than the preset steering angle threshold, it can be concluded that the driver's sudden acceleration operation is inconsistent with the vehicle's previous deceleration and cornering state.

[0034] Furthermore, thresholds for vehicle speed increment, longitudinal acceleration increment, lateral acceleration increment, yaw rate increment, and lateral offset increase are used to determine whether abnormal throttle operation has amplified vehicle driving risks. These increment thresholds are determined based on the parameter fluctuation range during normal downhill cornering, for example, using the upper limit of changes in vehicle speed, longitudinal acceleration, lateral acceleration, and yaw rate within a short time window in normal driving samples as a basis, and calibrated in conjunction with safety margins. When the increments of multiple parameters simultaneously exceed their corresponding thresholds within the monitoring time window, or when the lateral offset of the vehicle to the outside of the corner increases beyond a preset offset increment threshold, it indicates that abnormal throttle operation has led to rapid vehicle acceleration, changes in vehicle posture, or an increased tendency to throw outwards.

[0035] To avoid misjudgments caused by sensor noise or short-term fluctuations, the aforementioned thresholds can also be used in conjunction with duration conditions or continuous sampling conditions. For example, a condition is only considered valid when the corresponding parameter exceeds the threshold for a preset time, or when the threshold condition is met in multiple consecutive sampling periods. Therefore, by performing layered calibration and continuous judgment on thresholds such as slope, curvature, pedal opening, pedal opening change rate, longitudinal acceleration, steering wheel angle, and vehicle dynamic increments, the accuracy of identifying accidental accelerator pedal presses on downhill curves can be improved, reducing false triggers caused by normal throttle adjustments, short-term pedal fluctuations, or ordinary cornering operations.

[0036] S2: Extract road condition data and vehicle driving data for the current moment and a period of time before the accelerator pedal is accidentally pressed. Refer to the power output pattern under normal vehicle driving conditions to calculate the reference torque control quantity. Combine the longitudinal slope of the road, road curvature, vehicle speed, and lateral acceleration to dynamically correct the reference torque control quantity, and obtain the target torque control quantity used to suppress accidental acceleration. Furthermore, road condition data and vehicle driving data for the current moment and a period of time before the accelerator pedal was accidentally pressed are extracted. Referring to the power output pattern under normal driving conditions, the baseline torque control value is calculated. The specific logic is as follows: Obtain the preset mapping relationship between the accelerator pedal opening and the driving torque of the whole vehicle, and analyze the real-time driving torque of the vehicle at each sampling moment based on the mapping relationship; construct a backtracking time window with the moment of accidental pedal press as the endpoint, calculate the average value of the driving torque at all sampling moments within the backtracking time window, and set it as the reference torque control quantity. When calculating the reference torque control value, the vehicle controller first obtains the mapping relationship between the accelerator pedal opening and the drive torque pre-stored in the vehicle. This mapping relationship is a preset calibration table, a two-dimensional mapping curve, or a multi-dimensional torque lookup table model. Its input includes at least the accelerator pedal opening, and the output is the drive torque corresponding to the accelerator pedal opening. During vehicle operation, the controller continuously collects the accelerator pedal opening according to a preset sampling period and analyzes the real-time drive torque of the vehicle corresponding to each sampling moment based on the mapping relationship.

[0037] Specifically, let the moment of accidental accelerator pedal press be... The preset backtracking time is Then construct the system based on the moment of accidental accelerator pedal press. As the end point, with The backtracking time window starts at a certain point. Within this backtracking time window, accelerator pedal opening data is acquired sequentially according to the sampling time, and the driving torque value at each sampling time is obtained based on the mapping relationship between accelerator pedal opening and driving torque; if the backtracking time window includes... At each sampling time, the corresponding driving torque is as follows: Then the reference torque control amount Determine as follows: in, Indicates the first time within the backtracking time window The vehicle drive torque corresponding to each sampling moment This indicates the number of valid sampling moments within the backtracking time window. This is the index of the sampling time. .

[0038] The length of the backtracking time window is not a fixed value, but is determined based on the vehicle data sampling period, the powertrain response time, and the speed of change in the vehicle's state under downhill curve conditions; specifically, the vehicle controller pre-acquires the sampling period of the accelerator pedal opening signal. And preset the minimum number of valid sampling times within the backtracking window. To ensure a sufficient number of valid sampling moments within the backtracking time window, the backtracking time length... At least the following conditions must be met: ≥ × in, The The calibration is performed based on the controller's calculation accuracy and the stability of the sensor signal, for example, by taking 5 to 20 sampling times. Through the above settings, it is possible to avoid insufficient sampling points due to an excessively short backtracking time window, which would cause the calculated reference torque control quantity to be excessively affected by fluctuations in a single sampling point, communication jitter, or sensor noise.

[0039] The reason for using the above method to determine the reference torque control amount is that: before entering the state of accidental throttle depressing, the vehicle is usually still in a state of normal driving, decelerating through a curve, or stably passing through a slope or curve. The driving torque in this stage can reflect a relatively reasonable power output level of the vehicle under the current longitudinal slope of the road, the curvature of the curve, the vehicle speed, and the driving state. Compared with directly using a fixed torque limit or directly cutting off the driving torque after determining that the throttle has been accidentally depressed, this embodiment uses the actual driving torque in the period before the accidental throttle depressing is triggered and uses its average value as the reference torque control amount. This makes the subsequent torque limit more in line with the normal power output state before the accidental throttle depressing occurs, avoids excessive power change, and improves the smoothness and stability of vehicle control under slope and curve conditions.

[0040] S3: Force the driver's real-time request for drive torque to be constrained to the target torque control amount, and distribute the target torque control amount evenly to each wheel in the initial stage. Pre-configure the cornering outward control trigger conditions based on steering wheel angle, lateral offset, and wheel side deflection parameters, and monitor the vehicle's lateral driving status in real time. S4: If the real-time lateral driving state meets the curve throw control triggering conditions, the throw suppression torque to counteract the curve throw trend is calculated based on the real-time vehicle speed, road curvature, and lateral offset state. The throw suppression torque and the target torque control amount are coordinated and differentiatedly distributed to each wheel to suppress the vehicle's curve throw deviation through the wheel-side torque difference. Furthermore, the baseline torque control value is dynamically corrected by combining the road longitudinal slope, road curvature, vehicle speed, and lateral acceleration to obtain the target torque control value used to limit the vehicle's rapid acceleration. The specific logic is as follows: The system synchronously collects four types of correction parameters within the backtracking time window: road longitudinal slope, road curvature, vehicle speed, and lateral acceleration. The average value of each correction parameter is calculated to construct a benchmark state that matches the reference torque. A fixed torque reduction margin is preset, and each correction parameter at the current moment is compared with the benchmark state. If any correction parameter is worse than the benchmark state and exceeds a preset tolerance threshold, the preset torque reduction margin is subtracted from the existing torque. If any correction parameter is better than or equal to the benchmark state, the torque value remains unchanged. All correction parameters are iterated and corrected sequentially, ultimately outputting the target torque control amount adapted to real-time downhill curves.

[0041] The preset tolerance threshold and preset torque reduction range are set as follows: Furthermore, a preset tolerance threshold is used to determine whether the correction parameters at the current moment have substantially deteriorated relative to the operating condition baseline state formed within the backtracking time window; The preset tolerance threshold is obtained before the vehicle leaves the factory or during the control strategy calibration stage through whole vehicle road tests, bench tests, vehicle dynamics simulations, and historical driving data statistics.

[0042] Specifically, for any one of the correction parameters of road longitudinal slope, road curvature, vehicle speed and lateral acceleration, multiple sets of the correction parameter are collected when the vehicle is driving downhill on a standard curve for testing. The average value of the multiple sets of the correction parameter is taken as the working condition reference state of the correction parameter. In statistics, the average value is usually used to characterize the reference state for the standard downhill curve state.

[0043] The calibration of the preset torque reduction range is a conventional technical method in the field. Specifically, it involves: acquiring driving records of accidental pedal control under local downhill curve conditions, and obtaining the execution time of the accidental pedal control and the vehicle reaction time. The vehicle reaction time specifically refers to the time from when the vehicle sends a torque control signal to when the actuator completes the corresponding torque control. This is obtained during the vehicle testing phase. The minimum execution time of accidental pedal control without accidents is divided by the vehicle reaction time to obtain the number of safe vehicle control operations. The number of safe vehicle control operations represents the number of times the vehicle can still be safely controlled in historical cases if accidental pedal control occurs. To further ensure safety, the maximum value of the vehicle torque is divided by the number of safe vehicle control operations to obtain the torque reduction range.

[0044] The accident-free accidental control intervention records can reflect the control intervention process that has been verified to be safe under local downhill curve conditions. The minimum accidental control execution time represents the most stressful and conservative available control time in the historical safety sample. The vehicle reaction time represents the actual time required for the actuator to complete one effective torque adjustment after the controller issues a torque control command. Therefore, dividing the minimum accidental control execution time without an accident by the vehicle reaction time yields the number of effective torque controls that the vehicle can complete within the most conservative safe time. The larger this number is, the more opportunities the vehicle has to make step-by-step adjustments before a risk occurs. Furthermore, dividing the maximum vehicle torque by the number of vehicle safety controls to determine the preset torque reduction margin is to ensure that, in the worst-case scenario, when the vehicle needs to gradually reduce from a higher torque state, the controller can complete sufficient torque reduction through multiple consecutive torque reductions within the shortest safe control time corresponding to the historical safety samples. This setting avoids both insufficient suppression of accidental acceleration due to a single torque reduction margin being too small, and excessive torque reduction causing a sudden drop in drive torque, thereby achieving a balance between control safety and vehicle smoothness.

[0045] The logic for comparing each correction parameter at the current moment with the reference operating condition and correcting the torque value is as follows: First, obtain the uncorrected reference torque and the current torque control value after correction of various parameters. Calculate the downward adjustment difference between the two torque values ​​to determine the magnitude of the current torque reduction.

[0046] If the torque reduction is less than the preset minimum effective torque reduction, it is determined that the correction is too small to effectively suppress driving. The result of this small correction is discarded, and the base torque is uniformly reduced according to the preset minimum effective torque reduction. The new current torque control value is then obtained to ensure that each torque adjustment has an effective suppression effect.

[0047] Meanwhile, to prevent safety issues such as power interruption and driving instability caused by excessive torque reduction, a minimum driving torque that the vehicle can normally output is preset as a safety lower limit. A fallback constraint is applied to the current torque control value after correction for the minimum effective torque reduction: if the corrected current torque control value is lower than the vehicle's minimum driving torque, the torque value is forcibly increased to the vehicle's minimum driving torque; if the corrected current torque control value is higher than or equal to the vehicle's minimum driving torque, the current corrected torque value remains unchanged.

[0048] The final output torque, after being calibrated by both effective amplitude constraints and safety lower limit amplitude limits, serves as the target torque control quantity that the vehicle will ultimately execute.

[0049] Among them, the initial reference torque is the original torque control quantity without parameter correction, the current torque control quantity is the intermediate torque parameter after multi-parameter correction and minimum effective torque reduction constraint, and the minimum driving torque of the whole vehicle is the minimum safe torque threshold to ensure normal vehicle operation.

[0050] Furthermore, the logic for forcibly constraining the driver's real-time request for drive torque to a target torque control amount, and then distributing the target torque control amount evenly to each wheel, is as follows.

[0051] After the accelerator pedal misoperation control mode is activated, the vehicle controller receives the real-time request drive torque output by the driver based on the accelerator pedal. The real-time request drive torque can be calculated based on the accelerator pedal opening, the current vehicle speed, the power system operating status, and the vehicle's preset power output mapping relationship, and is used to characterize the total drive torque that the driver requests from the vehicle through the accelerator pedal at the current moment.

[0052] The driver's real-time request for drive torque is denoted as... The target torque control value obtained from the aforementioned steps is denoted as... Among them, the target torque control quantity This represents the maximum safe driving torque that the vehicle is allowed to output under the current downhill curve condition, used to limit excessive power output caused by accidental throttle input.

[0053] The vehicle controller will request drive torque in real time. With target torque control amount Compare; if This indicates that the driver's current requested drive torque does not exceed the permissible safe torque range under the current downhill curve condition. In this case, the driver's original requested drive torque is taken as the vehicle's actual drive torque; if This indicates that the driver's current request for driving torque exceeds the vehicle's maximum allowable safe driving torque. It is determined that there is an excessive power demand caused by accidental throttle input. The vehicle controller cuts off the excess torque exceeding the target torque control amount and sets the target torque control amount to the vehicle's actual driving torque.

[0054] The reason for adopting the above constraint method is that, under the condition of going downhill on a curve, the vehicle itself is affected by the acceleration trend in the direction of the slope and the lateral adhesion requirement of the curve. If the driver accidentally presses the accelerator, causing a sudden increase in the requested driving torque, the vehicle is prone to longitudinal acceleration and the risk of drifting to the outside of the curve. By limiting the driver's requested driving torque within the target torque control amount, the excessive power demand caused by accidental pressing can be eliminated. At the same time, when the driver's requested driving torque does not exceed the target torque control amount, the original requested driving torque is retained, which can avoid the control system from excessively intervening in normal slight throttle or reasonable power requests.

[0055] Furthermore, after determining the actual driving torque of the vehicle, the actual driving torque is divided by the number of wheels to distribute it equally to each wheel.

[0056] The reason for using the average distribution method is that, before cornering throw control is triggered, the main control objective of the vehicle is to limit the excessive total driving torque caused by accidental acceleration. At this time, the constrained driving torque is evenly distributed to each wheel involved in driving to avoid unnecessary wheel-side torque differences between the left and right wheels, so that the vehicle maintains good longitudinal smoothness and lateral stability in the initial stage of accidental acceleration control intervention. When the vehicle is subsequently detected to have a cornering throw tendency, the torque of each wheel is adjusted differently based on the cornering direction and the throw suppression requirements.

[0057] Furthermore, pre-configure the cornering outward throw control trigger conditions based on steering wheel angle, lateral offset, and wheel sideslip parameters. The specific logic is as follows: The vehicle controller collects real-time data on the vehicle's steering wheel angle, lateral offset relative to the lane centerline, wheel slip angles, and lateral acceleration. The steering wheel angle determines the driver's current steering direction, the lateral offset determines whether the vehicle is deviating from the outside of the curve, the wheel slip angle characterizes the tire's lateral grip, and the lateral acceleration characterizes the vehicle's lateral dynamic load in the curve. The wheel slip parameters include wheel slip angle and lateral acceleration.

[0058] The preset lateral offset threshold, wheel slip angle threshold, and vehicle acceleration threshold are calibrated based on standard downhill curve scenario data and historical driving data during the vehicle testing phase. Specifically, a downhill curve road matching the actual application area of ​​the vehicle is selected, and a standard test scenario is set according to preset vehicle speed, preset road longitudinal slope, preset road curvature, and preset road surface adhesion conditions. Under this standard test scenario, safe passage data of the vehicle decelerating normally through the curve without showing any outward throwing trend, and outward throwing precursor data of the vehicle starting to show a tendency to deviate to the outside of the curve after simulating accidental acceleration but before losing stability are collected. For the lateral offset threshold, the average lateral offset value when the vehicle first begins to continuously deviate towards the outside of the curve in the outward throw precursor data is taken as the lateral offset threshold. For the wheel slip angle threshold, the average slip angle value when the slip angle of a single wheel begins to continuously increase in the outward throw precursor data is taken as the wheel slip angle threshold. For the vehicle acceleration threshold, the average lateral acceleration value when the vehicle's lateral acceleration begins to be significantly higher than the normal safe cornering level in the outward throw precursor data is taken as the vehicle acceleration threshold.

[0059] The standard downhill curve condition refers to a test condition that is pre-constructed or selected during the vehicle testing phase and can represent the typical downhill curve risk in the actual application area of ​​the vehicle. Specifically, the mountain road with the steepest local gradient can be selected, and the section with the largest average curvature of the mountain road can be tested downhill to serve as the standard downhill curve condition. This condition is the largest downhill curve condition in the local area. Using this condition as a standard to design thresholds can ensure that there is sufficient safety margin for vehicle control.

[0060] Furthermore, the aforementioned pre-dash phase refers to the early state in which a vehicle, after being accidentally accelerated or subjected to excessive driving torque during a downhill curve, exhibits a tendency to deviate from the outside of the curve, but has not yet experienced lane departure. Specifically, when the lateral deviation of the vehicle towards the outside of the curve and the sideslip angles of each wheel continuously increase over a number of sampling moments, this stage is determined to be the pre-dash phase. The continuously increasing sampling moments are obtained based on historical driving records of drift events. Specifically, for each drift event, the number of sampling moments in which the lateral deviation of the vehicle towards the outside of the curve and the sideslip angles of each wheel continuously increase before lane departure is determined as the continuous increase time count, and the average of the continuous increase time counts is taken as the number of sampling moments for determining continuous increase.

[0061] The reason for adopting the above definition and calibration method is that: when a vehicle is cornering safely under normal conditions, there will be a certain lateral deviation, wheel slippage and lateral acceleration. If the instantaneous data of normal driving is used directly as the trigger threshold, it is easy to trigger it falsely. The outward throw warning stage reflects the boundary state of the vehicle from normal cornering to the risk of deviating outward. Using the average value of the data in this stage as the threshold basis can enable the outward throw control to intervene in advance before the vehicle is really unstable, while avoiding the triggering of control by slight fluctuations during normal cornering.

[0062] Furthermore, based on vehicle speed, road curvature, and lateral offset, the outward-throw suppressing torque used to counteract the outward-throwing tendency during curves is calculated. The specific logic is as follows: The system retrieves real-time vehicle speed, road curvature, and lateral offset of the vehicle body relative to the curve centerline. It then uses the torque of the target torque control amount, which is equally distributed to each wheel of the vehicle, as a reference torque component. The system calculates the difference between the lateral offset and a preset lateral offset threshold to obtain the offset correction coefficient. Finally, it multiplies the reference torque component by the offset correction coefficient to obtain the outward throw suppression torque.

[0063] Furthermore, based on the lateral offset of the vehicle toward the outside of the curve... With respect to the preset horizontal offset threshold The difference between them is used to calculate the offset correction factor; let the maximum allowable outer lateral offset of the vehicle be... Then the offset correction factor It can be determined in the following way: Ultimately, the outward-throwing suppression torque Calculate as follows: in, This is the reference torque component.

[0064] Furthermore, the logic for collaboratively and differentially allocating the outward throw suppression torque and the target torque control amount to each wheel is as follows: Furthermore, the vehicle controller distinguishes between the inner and outer wheels of the vehicle based on the current direction of the curve; when the vehicle is in a left curve, the left wheel is the inner wheel and the right wheel is the outer wheel; when the vehicle is in a right curve, the right wheel is the inner wheel and the left wheel is the outer wheel.

[0065] The outward throw suppression torque calculated in the preceding steps is denoted as... The outward throw suppression torque is used to create a wheel-side torque difference between the inner and outer wheels of the vehicle. Specifically, the outward throw suppression torque is used as the torque adjustment amount between the inner and outer wheels. The adjustment amount is reduced based on the torque distribution reference value of the outer wheel and increased based on the torque distribution reference value of the inner wheel, thereby creating a wheel-side torque difference between the inner and outer wheels without changing the total target torque control amount of the vehicle.

[0066] The reason for adopting the aforementioned collaborative differentiated allocation method is that in the scenario of accidental throttle input on a downhill curve, the vehicle faces the risk of rapid longitudinal acceleration and may also tend to drift outwards due to the combined effects of increased vehicle speed, road curvature, and lateral acceleration. While uniformly limiting the total driving torque can suppress rapid longitudinal acceleration, it is insufficient to provide lateral stabilization assistance against the vehicle's outward drift tendency. By reducing the driving torque of the outer wheels and increasing the driving torque of the inner wheels while maintaining the target torque control amount constant, the longitudinal driving force of the outer wheels is reduced in relation to tire adhesion. Simultaneously, the wheel-side torque difference between the inner and outer wheels is used to suppress the vehicle's outward drift tendency, thereby improving the vehicle's path-keeping ability and driving stability under the condition of accidental throttle input on a downhill curve.

[0067] S5: Real-time update and collect the driver's requested drive torque, calculate the real-time torque difference between the real-time requested drive torque and the target torque control amount, and when the real-time torque difference is not greater than the preset difference threshold, determine that the driver's erroneous operation has been released and exit the accelerator erroneous operation control mode.

[0068] like Figure 2As shown in the figure, this diagram illustrates the process of torque distribution changes between the inner and outer wheels before and after the cornering throw control is triggered. After the control starts, the vehicle first distributes the target torque control amount to each wheel according to the reference value. When the vehicle is detected to have a tendency to deviate to the outside of the curve and the throw control is triggered, the torque of the inner wheel is increased and the torque of the outer wheel is decreased while keeping the total target torque control amount unchanged. This creates a torque difference between the inner and outer wheel edges, which is used to suppress the vehicle from deviating to the outside of the curve.

[0069] It should be noted that, in Figure 2 During the control process, from the start of control to the triggering stage of the outward control and after control exit, the torque of the inner wheel and the outer wheel is distributed equally, that is, the torque of the inner wheel is equal to that of the outer wheel. In the figure, the torque curves of the outer wheel and the inner wheel overlap, and only the torque of the outer wheel is shown.

[0070] In the diagram, the torque curve of the inner wheel rises after the throw control is triggered, while the torque curve of the outer wheel falls accordingly, indicating that the throw suppression torque is distributed as an adjustment amount between the inner and outer wheels. During the exit phase, as the risk of accidental acceleration and the throw tendency weaken, the torque difference between the inner and outer wheels gradually decreases, eventually returning to a near-uniform torque distribution state. This process embodies the technical concept in the instruction manual: "Maintaining the original target torque control amount unchanged before and after distribution, and suppressing vehicle throw deviation in corners solely by relying on the torque difference between the inner and outer wheel edges."

[0071] Furthermore, the specific logic of S5 is as follows: During continuous operation of the control mode, the driver's request for drive torque is periodically collected in real time; The target torque control quantity is retrieved and the difference is calculated. The real-time torque difference is equal to the difference between the real-time requested drive torque and the target torque control quantity. The real-time torque difference is continuously compared with a preset difference threshold. When the real-time torque difference is not greater than the preset difference threshold for consecutive periods, the erroneous throttle action is determined to be released, and the erroneous throttle control mode is exited.

[0072] The real-time torque difference reflects the extent to which the driver's requested drive torque exceeds the target torque control amount. When the real-time torque difference is still greater than the preset difference threshold, it indicates that the driver still has a large throttle request, and the excessive power demand caused by the accidental throttle input has not been eliminated. The throttle mis-pressing control mode should continue. When the real-time torque difference falls back to within the preset difference threshold, it indicates that the driver has released the accelerator pedal or the abnormal throttle input has weakened. This is used as the basis for exiting the control mode.

[0073] The phrase "continuously not exceeding the preset difference threshold" means that during the operation of the throttle mis-application control mode, this condition must be met continuously within a preset release confirmation time, starting from the sampling moment when the real-time torque difference first does not exceed the preset difference threshold. This release confirmation time is typically set based on the controller sampling period, throttle pedal return time, powertrain torque response time, and signal filtering delay, and is generally set to 0.2s to 1.0s, preferably 0.3s to 0.5s. If the real-time torque difference exceeds the preset difference threshold again at any sampling moment within this time period, the timer is reset to zero, and the throttle mis-application control mode continues. The difference threshold is set using existing technology. Specifically, it involves obtaining the fluctuation range of the target torque control quantity from historical accident-free erroneous control driving records, calculating the interval length of the target torque control quantity's fluctuation range, calculating the average of the interval lengths of the target torque control quantity's fluctuation range, and setting half of this average as the difference threshold. Historical accident-free erroneous control driving records can reflect the target torque change characteristics that allow the vehicle to maintain safety during actual downhill curve erroneous control. The fluctuation range of the target torque control quantity represents the normal range of allowable changes in the target torque during safe control. Using the average of the fluctuation range interval lengths from multiple safe samples as a reference can eliminate the influence of accidental fluctuations under a single operating condition. Taking half of this average as the difference threshold makes the exit judgment more conservative than the historical safe fluctuation range. Only when the difference between the real-time requested drive torque and the target torque control quantity has converged to a small range is the erroneous action determined to be released, thereby avoiding premature exit from the control mode due to short-term torque fluctuations or the requested torque not having fully subsided.

[0074] Please see Figure 3 The present invention further provides a vehicle accelerator pedal misoperation control system under slope conditions. The system is used to implement any of the above-described vehicle accelerator pedal misoperation control methods under slope conditions, specifically including: The data acquisition module is used to collect road condition data and vehicle driving data in real time, and to set the accelerator pedal mis-press judgment conditions for downhill curve conditions. If the collected data meets the accelerator pedal mis-press judgment conditions, the accelerator pedal mis-press control mode is activated. The torque analysis module is used to extract road condition data and vehicle driving data for the current moment and a period of time before the accelerator pedal is accidentally pressed. Referring to the power output pattern of the vehicle under normal driving conditions, it calculates the reference torque control quantity and dynamically corrects the reference torque control quantity by combining the longitudinal slope of the road, the road curvature, the vehicle speed, and the lateral acceleration to obtain the target torque control quantity used to suppress the sudden acceleration caused by accidental pressing. The outward throw analysis module is used to forcibly constrain the driver's real-time request drive torque to the target torque control amount, and in the initial stage, the target torque control amount is evenly distributed to each wheel. It pre-configures the outward throw control trigger conditions based on steering wheel angle, lateral offset, and wheel side deflection parameters, and monitors the vehicle's lateral driving status in real time. The outward throw control module is used to calculate the outward throw suppression torque to counteract the outward throw trend based on the real-time vehicle speed, road curvature, and lateral offset state if the real-time lateral driving state meets the outward throw control trigger conditions. The outward throw suppression torque and the target torque control amount are coordinated and differentiatedly distributed to each wheel to suppress the outward throw deviation of the vehicle in the curve through the wheel-side torque difference. The judgment control module is used to update and collect the driver's requested drive torque in real time, calculate the real-time torque difference between the real-time requested drive torque and the target torque control amount, and determine that the driver's erroneous operation is released when the real-time torque difference is not greater than the preset difference threshold, thus exiting the erroneous accelerator pedal control mode.

[0075] The above formulas are all dimensionless calculations. The formulas are derived from software simulations based on a large amount of collected data to obtain the most recent real-world results. The preset parameters in the formulas are set by those skilled in the art according to the actual situation.

[0076] The above embodiments can be implemented, in whole or in part, by software, hardware, firmware, or any other combination thereof. When implemented in software, the above embodiments can be implemented, in whole or in part, as a computer program product. Those skilled in the art will recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented by electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution.

[0077] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment, depending on actual needs.

[0078] The above are merely specific embodiments of this application, but the scope of protection of this application is not limited thereto. Any changes or substitutions that cannot be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application.

Claims

1. A method for controlling accidental accelerator pedal depressing in vehicles under slope conditions, characterized in that, The specific steps include: S1: Real-time collection of road condition data and vehicle driving data; setting the accelerator pedal mis-press judgment conditions for downhill curve conditions; if the collected data meets the accelerator pedal mis-press judgment conditions, the accelerator pedal mis-press control mode is activated. S2: Extract road condition data and vehicle driving data for the current moment and a period of time before the accelerator pedal is accidentally pressed. Refer to the power output pattern under normal vehicle driving conditions to calculate the reference torque control quantity. Combine the longitudinal slope of the road, road curvature, vehicle speed, and lateral acceleration to dynamically correct the reference torque control quantity, and obtain the target torque control quantity used to suppress accidental acceleration. S3: Force the driver's real-time request for drive torque to be constrained to the target torque control amount, and distribute the target torque control amount evenly to each wheel in the initial stage. Pre-configure the cornering outward control trigger conditions based on steering wheel angle, lateral offset, and wheel side deflection parameters, and monitor the vehicle's lateral driving status in real time. S4: If the real-time lateral driving state meets the curve throw control triggering conditions, the throw suppression torque to counteract the curve throw trend is calculated based on the real-time vehicle speed, road curvature, and lateral offset state. The throw suppression torque and the target torque control amount are coordinated and differentiatedly distributed to each wheel to suppress the vehicle's curve throw deviation through the wheel-side torque difference. S5: Real-time update and collect the driver's requested drive torque, calculate the real-time torque difference between the real-time requested drive torque and the target torque control amount, and when the real-time torque difference is not greater than the preset difference threshold, determine that the driver's erroneous operation has been released and exit the accelerator erroneous operation control mode.

2. A method for controlling accidental throttle input on a vehicle under slope conditions according to claim 1, characterized in that: The road condition data includes road longitudinal slope, road curvature, curve radius, and curve direction; The vehicle driving data includes vehicle speed, longitudinal acceleration, lateral acceleration, yaw rate, steering wheel angle, accelerator pedal opening, accelerator pedal opening rate of change, and lateral offset of the vehicle relative to the lane. The criteria for judging accidental accelerator pedal press in downhill curve scenarios adopt a four-level progressive verification mechanism, which includes judgment of downhill curve conditions, judgment of abnormal accelerator pedal operation, judgment of conflict of driving intentions, and judgment of amplified driving risks in curves. Only when all four conditions are met simultaneously is it determined that the vehicle has performed an accidental accelerator pedal press in downhill curve. The specific judgment logic is as follows: Determination of downhill curve conditions: When the longitudinal slope of the road corresponding to the vehicle's direction of travel is less than or equal to the preset downhill slope threshold, and the absolute value of the road curvature is greater than or equal to the preset curvature threshold, and the corresponding curve radius is less than or equal to the preset curve radius threshold, the vehicle is determined to be in a downhill curve condition. Throttle Abnormal Operation Judgment: Under the premise of meeting the downhill curve conditions, if the real-time throttle pedal opening is greater than the preset opening threshold and the throttle pedal opening change rate is greater than the preset change rate threshold, it is determined that the driver has performed an abnormal throttle operation, and the trigger time of the abnormal throttle operation is recorded. Driving Intent Conflict Determination: Construct a backtracking time window with the moment of abnormal throttle trigger as the endpoint. If the vehicle is in a deceleration state, the longitudinal acceleration is less than the preset longitudinal acceleration threshold, and the steering wheel angle is greater than the preset angle threshold within the window, it indicates that the driver has no intention to actively steer or overtake. The acceleration operation under the foot contradicts the overall vehicle driving state, and the intent conflict condition is determined to be met. Determining the amplification of cornering risks: Construct a monitoring time window starting from the moment the throttle is abnormally triggered. If any of the following risk phenomena occur within the window: the increase in vehicle speed, the increase in longitudinal acceleration, the increase in lateral acceleration, and the increase in yaw rate all exceed their respective preset thresholds, or the lateral deviation of the vehicle to the outside of the corner increases significantly, it is determined that the excessive throttle operation has induced the vehicle to accelerate rapidly and throw the vehicle body outward, thus meeting the conditions for amplifying cornering risks.

3. A method for controlling accidental throttle input on a vehicle under slope conditions according to claim 2, characterized in that: Extract road condition data and vehicle driving data from the current moment and the period before the accelerator pedal was accidentally pressed. Refer to the power output pattern under normal driving conditions to calculate the baseline torque control amount. The specific logic is as follows: Obtain the preset mapping relationship between the accelerator pedal opening and the driving torque of the whole vehicle, and analyze the real-time driving torque of the vehicle corresponding to each sampling moment based on the mapping relationship; construct a backtracking time window with the moment of accidental pedal press as the endpoint, calculate the average value of the driving torque of all sampling moments within the backtracking time window, and set it as the reference torque control quantity.

4. A method for controlling accidental throttle input on a vehicle under slope conditions according to claim 3, characterized in that: By dynamically correcting the baseline torque control value based on road longitudinal slope, road curvature, vehicle speed, and lateral acceleration, a target torque control value for limiting rapid vehicle acceleration is obtained. The specific logic is as follows: The system simultaneously collects four types of correction parameters within the retrospective time window: road longitudinal slope, road curvature, vehicle speed, and lateral acceleration. It then calculates the average value of each type of correction parameter to construct a working condition benchmark state that matches the reference torque. A fixed torque reduction range is preset, and each correction parameter at the current moment is compared with the operating condition reference state. If any correction parameter is worse than the operating condition reference state and exceeds the preset tolerance threshold, the preset torque reduction range is subtracted from the existing torque. If any type of correction parameter is better than or equal to the reference condition, the torque value remains unchanged; The entire set of correction parameters is iterated and corrected sequentially, and the final output is the target torque control quantity adapted to the real-time downhill curve.

5. A method for controlling accidental throttle input on a vehicle under slope conditions according to claim 3, characterized in that: The logic for forcibly constraining the driver's real-time request for drive torque to a target torque control amount, and then evenly distributing the target torque control amount to each wheel, is as follows: Receive the driver's real-time request for drive torque based on the accelerator pedal, and compare the requested drive torque with the aforementioned target torque control value; If the driver requests a driving torque that is less than or equal to the target torque control amount, then the driver's original requested driving torque will be used as the vehicle's actual driving torque. If the driver requests a driving torque greater than the target torque control amount, it is determined that there is an excessive power demand caused by mistaken pedaling. The excess torque exceeding the target torque control amount is cut off, and the target torque control amount is set to the actual driving torque of the vehicle. Among them, the target torque control quantity is the maximum safe driving torque that the vehicle is allowed to output under the current curve downhill condition; The target torque control amount is equally distributed to each wheel of the vehicle.

6. A method for controlling accidental throttle input on a vehicle under slope conditions according to claim 3, characterized in that: Pre-configure the cornering outward movement control trigger conditions based on steering wheel angle, lateral offset, and wheel sideslip parameters. The specific logic is as follows: The system collects real-time data on the vehicle's steering wheel angle, lateral offset, lateral acceleration, and wheel slip angles. It also sets preset thresholds for lateral offset, wheel slip angle, and lateral acceleration. When the steering wheel angle is aligned with the current curve direction, and the vehicle's lateral offset toward the outside of the curve exceeds the preset lateral offset threshold, and at least one wheel slip angle or lateral acceleration exceeds the corresponding preset threshold, the system determines that the vehicle is experiencing a tendency to throw outwards due to centrifugal force, triggering curve throw control. Wheel slip parameters include wheel slip angle and lateral acceleration.

7. A method for controlling accidental throttle input on a vehicle under slope conditions according to claim 5, characterized in that: The outward-throw suppressing torque, which counteracts the outward-throwing tendency during curves, is calculated based on vehicle speed, road curvature, and lateral offset. The specific logic is as follows: Real-time vehicle speed, road curvature, and lateral offset of the vehicle body relative to the curve centerline are retrieved to obtain the torque of the target torque control amount equally distributed to each wheel of the vehicle, which is used as the reference torque component. The difference between the lateral offset and the preset lateral offset threshold is calculated to obtain the offset correction coefficient. The reference torque component is multiplied by the offset correction coefficient to finally obtain the outward throw suppression torque.

8. A method for controlling accidental throttle input on a vehicle under slope conditions according to claim 5, characterized in that: The outward throw suppression torque and the target torque control amount are coordinated and differentiatedly distributed to each wheel. The outward throw deviation of the vehicle in corners is suppressed by the torque difference at the wheel edges. The specific logic is as follows: The target torque control amount of each wheel after equal distribution is used as the reference value for wheel torque distribution. Based on the current curve direction, the inner and outer wheels of the vehicle are distinguished, and the calculated outward throw suppression torque is used as the adjustment amount. For the outer wheel, the adjustment amount is reduced based on the wheel torque distribution reference value; for the inner side of the curve, the adjustment amount is increased based on the wheel torque distribution reference value, thus creating a torque difference between the inner and outer wheels. The original target torque control amount is kept unchanged before and after distribution, and the vehicle is suppressed from turning outwards by relying solely on the torque difference between the inner and outer wheels.

9. A method for controlling accidental throttle input on a vehicle under slope conditions according to claim 5, characterized in that: The specific logic of S5 is as follows: During continuous operation of the control mode, the driver's request for drive torque is periodically collected in real time; The target torque control value is retrieved, and the difference is calculated. The real-time torque difference is equal to the difference between the real-time requested drive torque and the target torque control value. The real-time torque difference is continuously compared with a preset difference threshold. When the real-time torque difference is not greater than the preset difference threshold for consecutive periods, the erroneous throttle action is determined to be released, and the erroneous throttle control mode is exited.

10. A vehicle accelerator pedal misoperation control system under slope conditions, characterized in that: The system is used to implement the vehicle accelerator pedal misoperation control method under slope conditions according to any one of claims 1-9, specifically including: The data acquisition module is used to collect road condition data and vehicle driving data in real time, and to set the accelerator pedal mis-press judgment conditions for downhill curve conditions. If the collected data meets the accelerator pedal mis-press judgment conditions, the accelerator pedal mis-press control mode is activated. The torque analysis module is used to extract road condition data and vehicle driving data for the current moment and a period of time before the accelerator pedal is accidentally pressed. Referring to the power output pattern of the vehicle under normal driving conditions, it calculates the reference torque control quantity and dynamically corrects the reference torque control quantity by combining the longitudinal slope of the road, the road curvature, the vehicle speed, and the lateral acceleration to obtain the target torque control quantity used to suppress the sudden acceleration caused by accidental pressing. The outward throw analysis module is used to forcibly constrain the driver's real-time request drive torque to the target torque control amount, and in the initial stage, the target torque control amount is evenly distributed to each wheel. It pre-configures the outward throw control trigger conditions based on steering wheel angle, lateral offset, and wheel side deflection parameters, and monitors the vehicle's lateral driving status in real time. The outward throw control module is used to calculate the outward throw suppression torque to counteract the outward throw trend based on the real-time vehicle speed, road curvature, and lateral offset state if the real-time lateral driving state meets the outward throw control trigger conditions. The outward throw suppression torque and the target torque control amount are coordinated and differentiatedly distributed to each wheel to suppress the outward throw deviation of the vehicle in the curve through the wheel-side torque difference. The judgment control module is used to update and collect the driver's requested drive torque in real time, calculate the real-time torque difference between the real-time requested drive torque and the target torque control amount, and determine that the driver's erroneous operation is released when the real-time torque difference is not greater than the preset difference threshold, thus exiting the erroneous accelerator pedal control mode.

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