CN112810612B

CN112810612B - Automobile accelerator acceleration control method, device, equipment and storage medium

Info

Publication number: CN112810612B
Application number: CN202110020693.0A
Authority: CN
Inventors: 罗永官; 潘文军; 黄真; 何育敏; 秦方艳; 李占凡; 周文雄; 庞冬生
Original assignee: Dongfeng Liuzhou Motor Co Ltd
Current assignee: Dongfeng Liuzhou Motor Co Ltd
Priority date: 2021-01-07
Filing date: 2021-01-07
Publication date: 2023-06-20
Anticipated expiration: 2041-01-07
Also published as: CN112810612A

Abstract

The invention belongs to the technical field of automobiles, and discloses an automobile accelerator acceleration control method, an automobile accelerator acceleration control device, automobile accelerator acceleration control equipment and a storage medium. According to the method, the current gradient curve information of the vehicle is obtained, and the target throttle curve information is determined according to the current gradient curve information through a preset throttle algorithm; determining an accelerator relation table according to the accelerator relation table type information; when the throttle relation table is an upper limit throttle relation table, acquiring throttle depth information, and optimizing the upper limit value of target throttle curve information according to the upper limit throttle relation table and the throttle depth information; and controlling the torque of the vehicle according to the optimized upper limit value so as to realize acceleration control of the automobile accelerator. According to the invention, the upper limit value and the lower limit value of the target accelerator curve information are optimized through the accelerator relation table and the accelerator depth information, so that the problem that a driver mistakenly steps on an unreasonable accelerator depth to cause the vehicle to slip is avoided, the driver is assisted to adapt to various types of hill starts, and the climbing safety of the vehicle and the climbing confidence of the driver are improved.

Description

Automobile accelerator acceleration control method, device, equipment and storage medium

Technical Field

The present invention relates to the field of automotive technologies, and in particular, to a method, an apparatus, a device, and a storage medium for controlling acceleration of an automobile accelerator.

Background

At present, under the condition of hill start, the existing vehicle controller in the market is generally: controlling the motor torque output in response to the driver torque demand according to the driver accelerator pedal depression depth; if the output torque is too large, the driving wheel can slip, and no protection and avoidance measures are provided; the electronic stability control system of the automobile also has protection measures for wheel slip, but the protection measures are simple, for example, the motor torque is directly reduced to be very low or even zero, and the power performance and the driving requirement of the automobile cannot be met. When the electric automobile runs on the ramp and needs to park, the electronic parking system acquires sensor signals, judges the gradient of the ramp, and controls the parking system to hold the wheels tightly according to the instruction so that the automobile is parked on the ramp; when the vehicle starts again, namely, the vehicle starts on a slope, the driver steps on the accelerator, and when the driving torque exceeds the calibrated threshold, the electronic parking system automatically releases the parking system, and the vehicle starts to run under the action of the driving force of the motor. In the process, if the ramp is steeper and the driver steps on the accelerator, the driving torque calculated by the control algorithm of the existing whole vehicle controller is larger; after the parking system is released, the wheel rotates instantly, the resistance is changed from static friction to dynamic friction, the resistance can suddenly become small, the relative driving torque is overlarge, the wheel is caused to slip, and even the direction is unstable, the vehicle sideslips and the like are dangerous.

In the conventional vehicle control technology, when the vehicle starts on a hill, the vehicle control anti-slip technology causes the vehicle to slip due to the fact that the driver steps on the accelerator to an unreasonable depth by mistake.

The foregoing is provided merely for the purpose of facilitating understanding of the technical solutions of the present invention and is not intended to represent an admission that the foregoing is prior art.

Disclosure of Invention

The invention mainly aims to provide an automobile accelerator acceleration control method, device, equipment and storage medium, and aims to solve the technical problem of vehicle slip caused by mistaken stepping to an unreasonable accelerator depth by a driver in the existing vehicle control anti-slip technology.

In order to achieve the above purpose, the present invention provides a method for controlling acceleration of an automobile accelerator, comprising the steps of:

acquiring current gradient curve information of a vehicle, and determining target throttle curve information according to the current gradient curve information through a preset throttle algorithm;

acquiring throttle relation table type information, and determining a throttle relation table according to the throttle relation table type information;

when the throttle relation table is an upper limit throttle relation table, acquiring throttle depth information, and optimizing the upper limit value of the target throttle curve information according to the upper limit throttle relation table and the throttle depth information;

And controlling the torque of the vehicle according to the optimized upper limit value so as to realize acceleration control of the automobile accelerator.

Optionally, when the throttle relation table is an upper limit throttle relation table, the step of obtaining throttle depth information and optimizing an upper limit value of the target throttle curve information according to the upper limit throttle relation table and the throttle depth information includes:

acquiring throttle depth information when the throttle relation table is an upper limit throttle relation table;

sending a closing signal to an upper limit relation table valid bit corresponding to the upper limit oil gate relation table;

transmitting a disconnection signal to the valid bit of the upper limit and lower limit relation table corresponding to the upper limit and lower limit throttle relation table;

and when the upper limit relation table valid bit is closed and the upper limit lower limit relation table valid bit is opened, optimizing the upper limit value of the target accelerator curve information according to the upper limit accelerator relation table and the accelerator depth information.

Optionally, after the step of obtaining the type information of the accelerator relation table and determining the accelerator relation table according to the type information of the accelerator relation table, the method further includes:

when the throttle relation table is an upper limit throttle relation table and a lower limit throttle relation table, acquiring throttle depth information, and optimizing an upper limit value and a lower limit value of the target throttle curve information according to the upper limit throttle relation table and the throttle depth information;

And controlling the torque of the vehicle according to the optimized upper limit value and lower limit value so as to realize acceleration control of the automobile accelerator.

Optionally, when the throttle relation table is an upper limit and a lower limit throttle relation table, acquiring throttle depth information, and optimizing an upper limit value and a lower limit value of the target throttle curve information according to the upper limit and the lower limit throttle relation table and the throttle depth information, including:

acquiring throttle depth information when the throttle relation table is an upper limit and lower limit throttle relation table;

transmitting a disconnection signal to an upper limit relation table valid bit corresponding to the upper limit oil gate relation table;

sending a closing signal to the valid bit of an upper limit and lower limit relation table corresponding to the upper limit and lower limit throttle relation table;

and when the upper limit relation table valid bit is disconnected and the upper limit lower limit relation table valid bit is closed, optimizing the upper limit value and the lower limit value of the target accelerator curve information according to the upper limit lower limit accelerator relation table and the accelerator depth information.

when the throttle relation table is not the upper limit throttle relation table and the upper limit lower limit throttle relation table,

and when the upper limit relation table valid bit is disconnected and the upper limit lower limit relation table valid bit is disconnected, generating an exit signal, and stopping executing the accelerator acceleration control of the automobile according to the exit signal.

Optionally, before the step of obtaining the type information of the accelerator relation table and determining the accelerator relation table according to the type information of the accelerator relation table, the method further includes:

acquiring state information of an on-off relay, and judging whether an accelerator acceleration control instruction is received when the state information of the on-off relay is closed state information;

and executing the step of acquiring the type information of the throttle relation table and determining the throttle relation table according to the type information of the throttle relation table when the throttle acceleration control instruction is received.

Optionally, the step of determining the target accelerator curve information according to the current gradient curve information through a preset accelerator algorithm includes:

determining a ramp maintenance torque and a slip critical torque according to the current gradient curve information;

And determining target throttle curve information according to the ramp maintenance torque and the slip critical torque through a preset throttle algorithm.

In addition, in order to achieve the above object, the present invention also provides an acceleration control device for an automobile accelerator, the acceleration control device for an automobile accelerator comprising:

the acquisition module is used for acquiring current gradient curve information of the vehicle and determining target accelerator curve information according to the current gradient curve information through a preset accelerator algorithm;

the determining module is used for obtaining the type information of the throttle relation table and determining the throttle relation table according to the type information of the throttle relation table;

the optimizing module is used for acquiring throttle depth information when the throttle relation table is an upper limit throttle relation table, and optimizing the upper limit value of the target throttle curve information according to the upper limit throttle relation table and the throttle depth information;

and the control module is used for controlling the torque of the vehicle according to the optimized upper limit value so as to realize acceleration control of the automobile accelerator.

In addition, in order to achieve the above object, the present invention also proposes an acceleration control device for an automobile accelerator, the device comprising: the system comprises a memory, a processor and a vehicle accelerator control program stored on the memory and operable on the processor, wherein the vehicle accelerator control program is configured to implement the steps of the vehicle accelerator control method as described above.

In addition, in order to achieve the above object, the present invention also proposes a storage medium having stored thereon a vehicle accelerator acceleration control program which, when executed by a processor, implements the steps of the vehicle accelerator acceleration control method as described above.

According to the method, the current gradient curve information of the vehicle is obtained, and the target throttle curve information is determined according to the current gradient curve information through a preset throttle algorithm; acquiring throttle relation table type information, and determining a throttle relation table according to the throttle relation table type information; when the throttle relation table is an upper limit throttle relation table, acquiring throttle depth information, and optimizing the upper limit value of the target throttle curve information according to the upper limit throttle relation table and the throttle depth information; and controlling the torque of the vehicle according to the optimized upper limit value so as to realize acceleration control of the automobile accelerator. According to the invention, the upper limit value and the lower limit value of the target accelerator curve information are optimized through the accelerator relation table and the accelerator depth information, so that the problem that a driver mistakenly steps on an unreasonable accelerator depth to cause vehicle skidding is solved, the driver is assisted to adapt to various types of hill starts, the climbing safety of the vehicle and the climbing self-confidence of the driver are improved, and the technical problem that the driver mistakenly steps on the unreasonable accelerator depth to cause vehicle skidding in the existing vehicle control antiskid technology is solved.

Drawings

FIG. 1 is a schematic diagram of a hardware running environment of an acceleration control device for an automobile accelerator according to an embodiment of the present invention;

FIG. 2 is a flowchart of a first embodiment of the method for controlling acceleration of an automobile accelerator according to the present invention;

FIG. 3 is a schematic diagram illustrating interface definitions of a throttle optimization algorithm of an anti-skid torque calculation module according to an embodiment of the present invention;

FIG. 4 is a flowchart of a second embodiment of the method for controlling acceleration of an automobile accelerator according to the present invention;

FIG. 5 is a flowchart of a third embodiment of the accelerator control method of the present invention;

fig. 6 is a block diagram showing the construction of a first embodiment of the accelerator control device for a vehicle according to the present invention.

The achievement of the objects, functional features and advantages of the present invention will be further described with reference to the accompanying drawings, in conjunction with the embodiments.

Detailed Description

It should be understood that the specific embodiments described herein are for purposes of illustration only and are not intended to limit the scope of the invention.

Referring to fig. 1, fig. 1 is a schematic structural diagram of an acceleration control device for an automobile accelerator in a hardware running environment according to an embodiment of the present invention.

As shown in fig. 1, the vehicle accelerator acceleration control apparatus may include: a processor 1001, such as a central processing unit (Central Processing Unit, CPU), a communication bus 1002, a user interface 1003, a network interface 1004, a memory 1005. Wherein the communication bus 1002 is used to enable connected communication between these components. The user interface 1003 may include a Display, an input unit such as a Keyboard (Keyboard), and the optional user interface 1003 may further include a standard wired interface, a wireless interface. The network interface 1004 may optionally include a standard wired interface, a WIreless interface (e.g., a WIreless-FIdelity (WI-FI) interface). The Memory 1005 may be a high-speed random access Memory (Random Access Memory, RAM) Memory or a stable nonvolatile Memory (NVM), such as a disk Memory. The memory 1005 may also optionally be a storage device separate from the processor 1001 described above.

It will be appreciated by those skilled in the art that the configuration shown in fig. 1 is not limiting of the vehicle throttle acceleration control apparatus and may include more or fewer components than shown, or certain components may be combined, or a different arrangement of components.

As shown in fig. 1, an operating system, a network communication module, a user interface module, and a vehicle accelerator control program may be included in the memory 1005 as one type of storage medium.

In the accelerator control apparatus for a vehicle shown in fig. 1, the network interface 1004 is mainly used for data communication with a network server; the user interface 1003 is mainly used for data interaction with a user; the processor 1001 and the memory 1005 in the automobile accelerator acceleration control device of the present invention may be provided in the automobile accelerator acceleration control device, where the automobile accelerator acceleration control device invokes an automobile accelerator acceleration control program stored in the memory 1005 through the processor 1001, and executes the automobile accelerator acceleration control method provided by the embodiment of the present invention.

The embodiment of the invention provides an automobile accelerator acceleration control method, and referring to fig. 2, fig. 2 is a schematic flow chart of a first embodiment of the automobile accelerator acceleration control method.

In this embodiment, the method for controlling acceleration of an automobile accelerator includes the following steps:

step S10: and acquiring current gradient curve information of the vehicle, and determining target throttle curve information according to the current gradient curve information through a preset throttle algorithm.

The execution subject of the present embodiment is the vehicle accelerator acceleration control device, which may be a personal computer or an in-vehicle server, etc., which is not limited in this embodiment. For convenience of description, the accelerator control apparatus for a vehicle in this embodiment is described with an electronic control unit (Electronic Control Unit, ECU), which is also called "car computer", etc. Wherein the ECU may include an anti-slip torque calculation module.

It should be noted that, before determining the target accelerator curve information, a condition determination needs to be made, for example: and acquiring current state information of the vehicle, and judging whether a preset anti-skid opening condition is met or not according to the current state information. And when the current state information meets the preset anti-skid starting condition, acquiring current gradient curve information. And the vehicle anti-skid control is performed on the premise that the current state information meets the preset anti-skid opening condition, so that larger anti-skid control energy consumption is avoided.

It is easy to understand that when the current state information satisfies the preset anti-slip opening condition, the current state information of the vehicle can be considered to simultaneously satisfy the three conditions of the gradient trigger condition, the road property trigger condition and the vehicle speed trigger condition, and at this time, the on-off state of the anti-slip torque calculation module is switched to be opened, and the anti-slip torque calculation needs to be executed. The ECU may also include a ramp torque calculation module. The ramp torque calculation module obtains current grade curve information. For example, the ramp torque calculation module builds a grade curve and a ramp maintenance torque curve according to current grade curve information within a preset time.

Specifically, referring to fig. 3, fig. 3 is a schematic diagram illustrating interface definition of a throttle optimization algorithm of an anti-skid torque calculation module according to an embodiment of the present invention; the ECU can call On-Off state information OrdSts21 of the anti-skid torque calculation module, wherein On of the On-Off state information OrdSts21 indicates that the anti-skid torque calculation module is On, and Off of the On-Off state information OrdSts21 indicates that the anti-skid torque calculation module is Off. When the anti-skid torque calculation module is determined to be started according to the start-stop state information, torque verification information is obtained, and whether the torque verification information accords with a preset verification condition is judged; and when the torque verification information accords with a preset verification condition, executing to acquire the current gradient curve information. Specifically, the torque verification state information may be tqcheck_act22, and the ECU may call the torque verification state information tqcheck_act22 in the ramp torque calculation module, where a torque verification state information Pass indicates that the torque verification information meets a preset verification condition, and a torque verification state information Failure indicates that the torque verification information fails to meet the preset verification condition.

It should be appreciated that one way to determine the target throttle profile information may be: determining a ramp maintenance torque and a slip critical torque according to the current gradient curve information; and determining target throttle curve information according to the ramp maintenance torque and the slip critical torque through a preset throttle algorithm. Specifically, current gradient curve information is obtained, and the ramp maintenance torque and the slip critical torque are determined according to the current gradient curve information; determining an output throttle threshold according to the ramp maintenance torque and the slip critical torque through a preset throttle algorithm; acquiring current slope starting torque, and determining a slope starting accelerator curve according to the slope maintaining torque and the current slope starting torque through the preset accelerator algorithm; and determining target throttle curve information according to the output throttle threshold and the climbing throttle curve.

The ECU may further include a ramp torque calculation module, among other things. The ramp torque calculation module obtains current grade curve information. For example, the ramp torque calculation module builds a grade curve and a ramp maintenance torque curve according to current grade curve information within a preset time. The ramp torque calculation module acquires the hill raising torque information in the rotating speed control model of the vehicle power domain controller, builds a hill raising torque curve according to the hill raising torque information in preset time, and stores the hill raising torque curve into the memory card preset module of the ECU; the ramp torque calculation module acquires actual adhesion curve information and front adhesion curve information in the pavement state model, builds an actual adhesion curve according to the actual adhesion curve information within preset time, builds a front adhesion curve according to the front adhesion curve information, and stores the front adhesion curve into the memory card preset module. The current grade curve information may include: slope curve, hill hold torque curve, actual adhesion curve information, and forward adhesion curve information.

Specifically, determining the hill hold torque and the slip threshold torque according to the current grade curve information includes: determining a slip critical torque Tq1 through an adhesion algorithm according to the actual adhesion curve information and the front adhesion curve information; the hill maintaining torque Tq2 is determined by a hill torque algorithm from the gradient curve and the hill maintaining torque curve. Determining an output throttle threshold value MAX according to the ramp maintenance torque Tq2 and the slip critical torque Tq1 through a preset throttle algorithm, wherein the output throttle threshold value MAX is the maximum value of the output throttle; acquiring a current slope starting torque Tq3, and determining a slope starting accelerator curve Slop according to the slope maintaining torque Tq2 and the current slope starting torque Tq3 through a preset accelerator algorithm, wherein Tq2+Tq3=slop; and determining target throttle curve information according to the output throttle threshold MAX and the slope rising throttle curve Slop. The target accelerator curve information is recommended accelerator curve information required for stable starting, and the target accelerator curve information can include an output accelerator threshold MAX, a ramp accelerator curve Slop, preset accelerator algorithm state information and the like.

It should be noted that, in order to intelligently determine the hill start assistance requirement of the driver, it is necessary to determine the driver intention before determining the target accelerator curve information, for example: acquiring driver intention information, and judging whether the driver intention information meets corresponding preset conditions or not; acquiring braking pressure maintaining state information and accelerator depth information when the driver intention information meets corresponding preset conditions; and executing the step of determining target throttle curve information according to the current gradient curve information through a preset throttle algorithm when the brake pressure maintaining state information and the throttle depth information are determined to meet a preset threshold condition.

It is easy to understand that the brake pressure maintaining state information is pressure state information of the electronic parking brake system ESP, and the ECU may call pressure state information ESPSts36 of the electronic parking brake system ESP, where the pressure state information ESPSts36 is Keep indicating that the pressure is maintained, and the pressure state information ESPSts36 is Not Keep indicating that the pressure is Not maintained. The accelerator depth information is built according to the accelerator depth and is stored in a memory card preset module, and a preset accelerator depth trigger curve which is set in advance in the memory card preset module can be triggered by the following conditions: the throttle value of the throttle depth information is larger than or equal to the throttle value of a preset throttle depth trigger curve, and the throttle value of the throttle depth information are larger than or equal to 0.

Step S20: and acquiring the type information of the throttle relation table, and determining the throttle relation table according to the type information of the throttle relation table.

The method comprises the steps of obtaining throttle relation table type information and determining a corresponding throttle relation table according to the throttle relation table type information; the throttle relation table type information is as follows: the upper limit throttle relation table is selected, the upper limit lower limit throttle relation table is selected, or the upper limit throttle relation table and the upper limit lower limit throttle relation table are not selected. Specifically, if the throttle relation table type information is an upper limit throttle relation table, the upper limit relation table valid bit is switched to be valid, and the upper limit lower limit relation table valid bit is switched to be invalid; if the throttle relation table type information is an upper limit and lower limit throttle relation table, the upper limit relation table valid bit is still invalid, and the upper limit and lower limit relation table valid bit is switched to be valid; and if the throttle relation table type information is an initial value, the valid bit states of the upper limit throttle relation table and the upper limit lower limit throttle relation table are switched to be invalid.

It is easy to understand that, in order to improve the climbing safety of the vehicle, the current road environment information is comprehensively considered, and the target throttle curve information is optimized according to the throttle relation table determined by the current road environment information. Specifically, current road environment information is obtained; when the current road environment information accords with a first obstacle state, acquiring an upper limit throttle relation table, and taking the upper limit throttle relation table as an accelerator relation table; and when the current road environment information accords with the second obstacle state, acquiring an upper limit and lower limit throttle relation table, and taking the upper limit and lower limit throttle relation table as an accelerator relation table.

Specifically, static road environment information and dynamic road environment information are determined according to the current road environment information; and when the static road environment information is determined to be the existence of the static obstacle and the dynamic road environment information is determined to be the existence of the dynamic obstacle, acquiring an upper limit throttle relation table, and taking the upper limit throttle relation table as an accelerator relation table. When the static road environment information is determined to be the absence of a static obstacle and the dynamic road environment information is determined to be the absence of a dynamic obstacle, determining the front road environment information according to the current road environment information; and when the front road environment information is determined to be that no front obstacle exists, acquiring an upper limit and lower limit throttle relation table, and taking the upper limit and lower limit throttle relation table as an accelerator relation table. When the front road environment information is determined to be the existence of a front obstacle, determining rear road environment information according to the current road environment information; and when the rear road environment information is determined to be that no rear obstacle exists, acquiring an upper limit throttle relation table, and taking the upper limit throttle relation table as an accelerator relation table. And when the rear road environment information is determined to be that a rear obstacle exists, acquiring an upper limit and lower limit throttle relation table, and taking the upper limit and lower limit throttle relation table as an accelerator relation table.

It should be noted that, in order to ensure accuracy of the acquired current road environment information, it is necessary to determine whether the operation state of the related device that acquires the current road environment information is normal before the current road environment information is acquired. For example: acquiring driving camera state information and driving radar state information; and executing the step of acquiring current road environment information and determining a corresponding throttle relation table according to the current road environment information when the driving camera state information and the driving radar state information are preset state information.

Specifically, acquiring driving camera state information and driving radar state information; judging whether the road identification state is a preset identification state or not when the driving camera state information and the driving radar state information are the preset state information; outputting a start-stop relay closing signal to the start-stop relay when the road identification state is the preset identification state; and when the on-off relay is closed, executing the step of acquiring current road environment information and determining static road environment information and dynamic road environment information according to the current road environment information. The method comprises the steps of calling driving camera state information CameraSts41, wherein the driving camera state information is True to indicate that a driving camera is normal, and the driving camera state information is Fault to indicate that the driving camera is abnormal; and calling the radar state information RadarSts42, wherein the radar state information is True and normal, and the radar state information is Fault and abnormal. And judging whether the road identification state is a preset identification state or not, namely judging whether the current road property is an identifiable state or not.

Step S30: and when the throttle relation table is an upper limit throttle relation table, acquiring throttle depth information, and optimizing the upper limit value of the target throttle curve information according to the upper limit throttle relation table and the throttle depth information.

It should be understood that the throttle relation table type information is obtained, and the corresponding throttle relation table is determined according to the throttle relation table type information; and acquiring an accelerator depth curve, optimizing the limit value of the target accelerator curve information according to the accelerator relation table and the accelerator depth curve, and controlling the torque of the vehicle according to the optimized limit value so as to realize the smooth starting of the hill. The target throttle curve information may include an output throttle threshold MAX, a ramp throttle curve Slop, preset throttle algorithm state information, and the like, and the input/output throttle threshold MAX may be used to optimize an upper limit of a driver throttle curve in the upper limit throttle relation table and the upper limit lower limit throttle relation table; the ramp throttle profile Slop may be used to optimize the upper and lower limits of the driver throttle profile in the upper and lower limit throttle relationship table.

Specifically, when the throttle relation table is an upper limit throttle relation table, acquiring throttle depth information; sending a closing signal to an upper limit relation table valid bit corresponding to the upper limit oil gate relation table; transmitting a disconnection signal to the valid bit of the upper limit and lower limit relation table corresponding to the upper limit and lower limit throttle relation table; and when the upper limit relation table valid bit is closed and the upper limit lower limit relation table valid bit is opened, optimizing the upper limit value of the target accelerator curve information according to the upper limit accelerator relation table and the accelerator depth information.

When the throttle relation table is an upper limit and lower limit throttle relation table, acquiring throttle depth information; transmitting a disconnection signal to an upper limit relation table valid bit corresponding to the upper limit oil gate relation table; sending a closing signal to the valid bit of an upper limit and lower limit relation table corresponding to the upper limit and lower limit throttle relation table; and when the upper limit relation table valid bit is disconnected and the upper limit lower limit relation table valid bit is closed, optimizing the upper limit value and the lower limit value of the target accelerator curve information according to the upper limit lower limit accelerator relation table and the accelerator depth information.

It is easy to understand that when the throttle relation table is not the upper limit throttle relation table and the upper limit lower limit throttle relation table, a disconnection signal is sent to an upper limit relation table valid bit corresponding to the upper limit throttle relation table; transmitting a disconnection signal to the valid bit of the upper limit and lower limit relation table corresponding to the upper limit and lower limit throttle relation table; and when the upper limit relation table valid bit is disconnected and the upper limit lower limit relation table valid bit is disconnected, generating an exit signal, and stopping executing the throttle optimization algorithm control according to the exit signal.

The method comprises the steps of acquiring state information of an on-off relay, and judging whether an accelerator acceleration control instruction is received or not when the state information of the on-off relay is closed state information; and executing the step of acquiring the type information of the throttle relation table and determining the throttle relation table according to the type information of the throttle relation table when the throttle acceleration control instruction is received. The anti-skid torque calculation module calls on-off monitoring information, wherein the on-off monitoring information is information for monitoring the state of the anti-skid torque calculation module, and the anti-skid torque calculation module can maintain the original on-off state of the anti-skid torque calculation module according to the on-off monitoring information. When the on-off monitoring information is on, the on-off state of the anti-slip torque calculation module is determined to be on, and at the moment, the accelerator can be optimized after the accelerator acceleration control instruction is received.

Step S40: and controlling the torque of the vehicle according to the optimized upper limit value so as to realize acceleration control of the automobile accelerator.

It is easy to understand that an accelerator depth curve is obtained, the limit value of the target accelerator curve information is optimized according to the accelerator relation table and the accelerator depth curve, and the torque of the vehicle is controlled according to the optimized limit value, so that the accelerator acceleration control of the automobile is realized. The target throttle curve information can comprise an output throttle threshold MAX, a slope rising throttle curve Slop, preset throttle algorithm state information and the like, and the output throttle threshold MAX can be used for optimizing the upper limit of the driver throttle curve in the upper limit throttle relation table and the upper limit lower limit throttle relation table; the upper limit and the lower limit of the driver throttle curve in the upper limit and lower limit throttle relation table can be optimized through the slope throttle curve Slop.

Specifically, when the driver starts with a small accelerator on a slope, the slope accelerator curve Slop in the upper limit and lower limit accelerator relation table effectively supplements the lower limit value of the accelerator of the driver, and the vehicle can avoid the working condition of insufficient climbing torque of the driver. When a driver starts a large accelerator on a ramp working condition with small adhesive force, the accelerator upper limit value is effectively supplemented by the accelerator maximum value MAX which is the output accelerator threshold value MAX in the upper limit accelerator relation table and the upper limit lower limit accelerator relation table, and the vehicle can avoid the working condition that the accelerator torque of the driver exceeds the sum of the ramp maintenance torque and the adhesive force.

And if at least one of the information states of the on-off relay state information and the accelerator acceleration control command is closed, switching the valid bit of the upper limit throttle relation table and the valid bit of the upper limit lower limit throttle relation table to be invalid, and not executing the accelerator optimization control.

According to the embodiment, the current gradient curve information of the vehicle is obtained, and the target throttle curve information is determined according to the current gradient curve information through a preset throttle algorithm; acquiring throttle relation table type information, and determining a throttle relation table according to the throttle relation table type information; when the throttle relation table is an upper limit throttle relation table, acquiring throttle depth information, and optimizing the upper limit value of the target throttle curve information according to the upper limit throttle relation table and the throttle depth information; and controlling the torque of the vehicle according to the optimized upper limit value so as to realize acceleration control of the automobile accelerator. In the embodiment, the upper limit value and the lower limit value of the target accelerator curve information are optimized through the accelerator relation table and the accelerator depth information, so that the problem that a driver mistakenly steps on an unreasonable accelerator depth to cause vehicle skidding is solved, the driver is assisted to adapt to various types of hill starts, the vehicle climbing safety and the driver climbing self-confidence degree are improved, and the technical problem that the driver mistakenly steps on the unreasonable accelerator depth to cause vehicle skidding in the existing vehicle control antiskid technology is solved.

Referring to fig. 4, fig. 4 is a flowchart of a second embodiment of a method for controlling acceleration of an automobile accelerator according to the present invention. Based on the above first embodiment, the method for controlling acceleration of an automobile accelerator according to this embodiment includes, in the step S10:

step S101: and acquiring current gradient curve information of the vehicle, and determining the ramp maintenance torque and the slip critical torque according to the current gradient curve information.

It should be noted that the ECU may further include a ramp torque calculation module. The ramp torque calculation module obtains current grade curve information. For example, the ramp torque calculation module builds a grade curve and a ramp maintenance torque curve according to current grade curve information within a preset time. The ramp torque calculation module acquires the hill raising torque information in the rotating speed control model of the vehicle power domain controller, builds a hill raising torque curve according to the hill raising torque information in preset time, and stores the hill raising torque curve into the memory card preset module of the ECU; the ramp torque calculation module acquires actual adhesion curve information and front adhesion curve information in the pavement state model, builds an actual adhesion curve according to the actual adhesion curve information within preset time, builds a front adhesion curve according to the front adhesion curve information, and stores the front adhesion curve into the memory card preset module. The current grade curve information may include: slope curve, hill hold torque curve, actual adhesion curve information, and forward adhesion curve information.

Specifically, determining the hill hold torque and the slip threshold torque according to the current grade curve information includes: determining a slip critical torque Tq1 through an adhesion algorithm according to the actual adhesion curve information and the front adhesion curve information; the hill maintaining torque Tq2 is determined by a hill torque algorithm from the gradient curve and the hill maintaining torque curve.

It is easy to understand that before determining the hill maintenance torque and the slip critical torque according to the current gradient curve information, the torque needs to be checked, and the checking process may be: acquiring on-off relay state information, acquiring torque verification information when the on-off relay state information is closed state information, and judging whether the torque verification information accords with preset verification conditions or not; and when the torque verification information accords with a preset verification condition, executing the step of acquiring current gradient curve information and determining the ramp maintenance torque and the slip critical torque according to the current gradient curve information. And when the torque verification information does not accord with a preset verification condition, generating a preset accelerator algorithm abnormal signal, and stopping determining target accelerator curve information through a preset accelerator algorithm according to the preset accelerator algorithm abnormal signal.

Specifically, the ECU may retrieve On-Off state information OrdSts21 of the anti-slip torque calculation module, where On-Off state information OrdSts21 is On indicating that the anti-slip torque calculation module is On and Off state information OrdSts21 is Off indicating that the anti-slip torque calculation module is Off. When the anti-skid torque calculation module is determined to be started according to the start-stop state information, torque verification information is obtained, and whether the torque verification information accords with a preset verification condition is judged; and when the torque verification information accords with a preset verification condition, executing to acquire the current gradient curve information. Specifically, the torque verification state information may be tqcheck_act22, and the ECU may call the torque verification state information tqcheck_act22 in the ramp torque calculation module, where a torque verification state information Pass indicates that the torque verification information meets a preset verification condition, and a torque verification state information Failure indicates that the torque verification information fails to meet the preset verification condition.

Step S102: and determining target throttle curve information according to the ramp maintenance torque and the slip critical torque through a preset throttle algorithm.

It should be appreciated that one way to determine the target throttle profile information may be: determining an output throttle threshold according to the ramp maintenance torque and the slip critical torque through a preset throttle algorithm; acquiring current slope starting torque, and determining a slope starting accelerator curve according to the slope maintaining torque and the current slope starting torque through the preset accelerator algorithm; and determining target throttle curve information according to the output throttle threshold and the climbing throttle curve.

Specifically, an output throttle threshold MAX is determined according to the ramp maintenance torque Tq2 and the slip critical torque Tq1 through a preset throttle algorithm, wherein the output throttle threshold MAX is the maximum value of the output throttle; acquiring a current slope starting torque Tq3, and determining a slope starting accelerator curve Slop according to the slope maintaining torque Tq2 and the current slope starting torque Tq3 through a preset accelerator algorithm, wherein Tq2+Tq3=slop; and determining target throttle curve information according to the output throttle threshold MAX and the slope rising throttle curve Slop. The target accelerator curve information is recommended accelerator curve information required for stable starting, and the target accelerator curve information can include an output accelerator threshold MAX, a ramp accelerator curve Slop, preset accelerator algorithm state information and the like.

It should be noted that, in order to intelligently determine the hill start assistance requirement of the driver, it is necessary to determine the driver intention before determining the target accelerator curve information, for example: acquiring driver intention information, and judging whether the driver intention information meets corresponding preset conditions or not; acquiring braking pressure maintaining state information and accelerator depth information when the driver intention information meets corresponding preset conditions; and when the brake pressure maintaining state information and the accelerator depth information meet the preset threshold condition, determining target accelerator curve information according to the ramp maintenance torque and the slip critical torque through a preset accelerator algorithm.

According to the embodiment, the current gradient curve information of the vehicle is obtained, and the ramp maintenance torque and the slip critical torque are determined according to the current gradient curve information; and determining target throttle curve information according to the ramp maintenance torque and the slip critical torque through a preset throttle algorithm. In the embodiment, the target throttle curve information of the driver is determined according to the current gradient curve information obtained according to the actual ramp condition before the vehicle starts, and the target throttle curve information of the driver is optimized according to the current road environment information, so that the smooth start of the ramp is realized, the slip condition of the vehicle is effectively avoided, the climbing safety of the vehicle and the climbing self-confidence of the driver are improved, and the vehicle is suitable for various ramp starting conditions. The upper limit value and the lower limit value of the target accelerator curve information are optimized through the accelerator relation table and the accelerator depth information, so that the problem that a driver mistakenly steps on an unreasonable accelerator depth to cause vehicle skidding is solved, the driver is assisted to adapt to various types of hill starts, the safety of climbing a vehicle and the degree of confidence of climbing the vehicle are improved, and the technical problem that the existing vehicle control antiskid technology causes vehicle skidding due to mistaken stepping on the unreasonable accelerator depth is solved.

Referring to fig. 5, fig. 5 is a schematic flow chart of a third embodiment of an acceleration control method for an automobile according to the present invention. Based on the above-mentioned first embodiment, the method for controlling acceleration of an automobile accelerator according to the present embodiment includes, before the step S10:

step S11: and acquiring current state information of the vehicle, and determining on-off relay state information, current gradient information and current vehicle speed information according to the current state information.

Note that the ECU may include an anti-slip torque calculation module. A condition judgment is required before determining the target throttle curve information, for example: and acquiring current state information of the vehicle, and judging whether a preset anti-skid opening condition is met or not according to the current state information. And when the current state information meets the preset anti-skid starting condition, acquiring current gradient curve information. And the vehicle anti-skid control is performed on the premise that the current state information meets the preset anti-skid opening condition, so that larger anti-skid control energy consumption is avoided.

Specifically, when judging whether the preset anti-skid starting condition is met according to the current state information, multiple current state information can be adopted to judge, and the three information of the state information of the start-stop relay, the current gradient information and the current vehicle speed information are taken as examples to describe the situation, and of course, at least two information can also be adopted to realize the combination. In addition, the current state information may be other vehicle state information according to actual situation, which is not limited in this embodiment. For example, current state information of a vehicle is obtained, and on-off relay state information, current gradient information and current vehicle speed information are determined according to the current state information; and judging whether a preset anti-skid starting condition is met or not according to the state information of the on-off relay, the current gradient information and the current vehicle speed information.

Step S12: and judging whether a preset anti-skid starting condition is met or not according to the state information of the on-off relay, the current gradient information and the current vehicle speed information.

It is easy to understand that when the on-off relay state information is the closed state information, gradient trigger conditions are obtained, and whether the current gradient information meets the gradient trigger conditions is judged; when the current gradient information meets the gradient triggering condition, acquiring a vehicle speed triggering condition, and judging whether the current vehicle speed information meets the vehicle speed triggering condition or not; when the current vehicle speed information meets the vehicle speed triggering condition, determining that the current state information meets a preset anti-skid starting condition.

The anti-skid torque calculation module determines the state information of the on-off relay, namely, firstly checking whether the on-off relay is in a closed state and operates normally, and if the on-off relay is in an open state or operates abnormally, the anti-skid torque calculation module switches the on-off algorithm to be closed and exits the anti-skid torque calculation; if the on-off relay is in a closed state and operates normally, the related functions of the on-off algorithm can be executed. The opening and closing algorithm may include: the anti-skid torque calculation module calls the slope curve triggering condition information to obtain a slope triggering condition, and judges whether the current slope working condition of the vehicle, namely the current slope information, meets the slope triggering condition, wherein the slope triggering condition can be a slope working condition with small adhesive force, and the embodiment does not limit the slope; the anti-skid torque calculation module calls the road property triggering condition information to obtain a road property triggering condition, and judges whether the current road property meets the road property triggering condition or not, namely judges whether the current road property is in an identifiable state or not; the anti-skid torque calculation module calls the trigger condition information of the 'vehicle speed curve', namely obtains the vehicle speed trigger condition, and judges whether the current vehicle speed information meets the vehicle speed trigger condition, namely judges whether the current vehicle running speed meets the vehicle speed trigger threshold value, such as 10km/h.

Step S13: and when the current state information meets the preset anti-skid starting condition, acquiring current gradient curve information of the vehicle, and determining target accelerator curve information according to the current gradient curve information through a preset accelerator algorithm.

When the current state information of the vehicle meets the gradient trigger condition, the road property trigger condition and the vehicle speed trigger condition, determining that the current state information meets a preset anti-skid starting condition, and switching the starting and stopping state of the anti-skid torque calculation module to the starting state, acquiring the current gradient curve information of the vehicle, and determining target accelerator curve information according to the current gradient curve information through a preset accelerator algorithm.

In addition, when the current state information of the vehicle does not meet at least one of the gradient trigger condition, the road property trigger condition and the vehicle speed trigger condition, it is determined that the current state information does not meet a preset anti-skid starting condition, the anti-skid torque calculation module invokes starting and stopping monitoring information, the starting and stopping monitoring information is information for monitoring the state of the anti-skid torque calculation module, and the anti-skid torque calculation module can maintain the original starting and stopping state of the anti-skid torque calculation module according to the starting and stopping monitoring information. When the on-off monitoring information is on, the original on-off state of the anti-slip torque calculation module is determined to be on, the anti-slip torque calculation module calls the 'vehicle speed curve' exit condition information to obtain a preset vehicle speed exit condition, judges whether the current vehicle running speed meets the vehicle speed exit threshold value of the preset vehicle speed exit condition, such as 40km/h, judges whether the exit anti-slip torque calculation condition is met according to the preset vehicle speed exit condition, and exits the anti-slip torque calculation module when the current vehicle running speed meets the vehicle speed exit threshold value, such as 40 km/h.

According to the embodiment, the current state information of the vehicle is obtained, and the state information of the on-off relay, the current gradient information and the current vehicle speed information are determined according to the current state information; judging whether a preset anti-skid starting condition is met or not according to the state information of the on-off relay, the current gradient information and the current vehicle speed information; and when the current state information meets the preset anti-skid starting condition, acquiring current gradient curve information of the vehicle, and determining target accelerator curve information according to the current gradient curve information through a preset accelerator algorithm. In this embodiment, the vehicle anti-skid control is performed only on the premise that the current state information satisfies the preset anti-skid opening condition, so that larger anti-skid control energy consumption is avoided. The upper limit value and the lower limit value of the target accelerator curve information are optimized through the accelerator relation table and the accelerator depth information, so that the problem that a driver mistakenly steps on an unreasonable accelerator depth to cause vehicle skidding is solved, the driver is assisted to adapt to various types of hill starts, the safety of climbing a vehicle and the degree of confidence of climbing the vehicle are improved, and the technical problem that the existing vehicle control antiskid technology causes vehicle skidding due to mistaken stepping on the unreasonable accelerator depth is solved.

In addition, the embodiment of the invention also provides a storage medium, and the storage medium stores a vehicle accelerator acceleration control program, and the vehicle accelerator acceleration control program is executed by a processor to perform the steps of the vehicle accelerator acceleration control method.

Because the storage medium adopts all the technical schemes of all the embodiments, the storage medium has at least all the beneficial effects brought by the technical schemes of the embodiments, and the description is omitted here.

Referring to fig. 6, fig. 6 is a block diagram showing the structure of a first embodiment of the accelerator control apparatus for a vehicle according to the present invention.

As shown in fig. 6, the accelerator acceleration control device for an automobile according to an embodiment of the present invention includes:

the acquisition module 10 is configured to acquire current gradient curve information of a vehicle, and determine target throttle curve information according to the current gradient curve information through a preset throttle algorithm.

It should be noted that, in this embodiment, the accelerator acceleration control device of the automobile may be located in an electronic control unit (Electronic Control Unit, ECU), which is also called "driving computer", "vehicle-mounted computer", etc. The automobile accelerator acceleration control device can comprise an anti-slip torque calculation module. A condition judgment is required before determining the target throttle curve information, for example: and acquiring current state information of the vehicle, and judging whether a preset anti-skid opening condition is met or not according to the current state information. And when the current state information meets the preset anti-skid starting condition, acquiring current gradient curve information. And the vehicle anti-skid control is performed on the premise that the current state information meets the preset anti-skid opening condition, so that larger anti-skid control energy consumption is avoided.

The determining module 20 is configured to obtain information about a category of the accelerator relation table, and determine the accelerator relation table according to the information about the category of the accelerator relation table.

And the optimization module 30 is configured to obtain accelerator depth information when the accelerator relationship table is an upper limit accelerator relationship table, and optimize an upper limit value of the target accelerator curve information according to the upper limit accelerator relationship table and the accelerator depth information.

And the control module 40 is used for controlling the torque of the vehicle according to the optimized upper limit value so as to realize acceleration control of the automobile accelerator.

The accelerator acceleration control device of the automobile according to the embodiment comprises: the acquisition module 10 is used for acquiring current gradient curve information of the vehicle and determining target accelerator curve information according to the current gradient curve information through a preset accelerator algorithm; the determining module 20 is configured to obtain information about a category of an accelerator relation table, and determine the accelerator relation table according to the information about the category of the accelerator relation table; the optimizing module 30 is configured to obtain accelerator depth information when the accelerator relationship table is an upper limit accelerator relationship table, and optimize an upper limit value of the target accelerator curve information according to the upper limit accelerator relationship table and the accelerator depth information; and the control module 40 is used for controlling the torque of the vehicle according to the optimized upper limit value so as to realize acceleration control of the automobile accelerator. In the embodiment, the upper limit value and the lower limit value of the target accelerator curve information are optimized through the accelerator relation table and the accelerator depth information, so that the problem that a driver mistakenly steps on an unreasonable accelerator depth to cause vehicle skidding is solved, the driver is assisted to adapt to various types of hill starts, the vehicle climbing safety and the driver climbing self-confidence degree are improved, and the technical problem that the driver mistakenly steps on the unreasonable accelerator depth to cause vehicle skidding in the existing vehicle control antiskid technology is solved.

Other embodiments or specific implementation manners of the accelerator acceleration control device for an automobile according to the present invention may refer to the embodiments of the accelerator acceleration control method for an automobile described above, and are not described herein again.

In an embodiment, the optimizing module 30 is further configured to obtain accelerator depth information when the accelerator relationship table is an upper limit accelerator relationship table;

In an embodiment, the optimizing module 30 is further configured to obtain the accelerator depth information when the accelerator relationship table is an upper limit and a lower limit accelerator relationship table, and optimize the upper limit and the lower limit of the target accelerator curve information according to the upper limit and the lower limit accelerator relationship table and the accelerator depth information;

In an embodiment, the optimizing module 30 is further configured to obtain accelerator depth information when the accelerator relationship table is an upper limit and a lower limit accelerator relationship table;

In one embodiment, the optimizing module 30 is further configured to, when the throttle relationship table is not an upper limit throttle relationship table and an upper limit lower limit throttle relationship table,

In an embodiment, the accelerator acceleration control device of the automobile further comprises a judging module, wherein the judging module is used for acquiring state information of an on-off relay, and judging whether an accelerator acceleration control instruction is received or not when the state information of the on-off relay is closed state information;

In one embodiment, the obtaining module 10 is further configured to determine a hill maintenance torque and a slip critical torque according to the current grade curve information;

It should be understood that the foregoing is illustrative only and is not limiting, and that in specific applications, those skilled in the art may set the invention as desired, and the invention is not limited thereto.

It should be noted that the above-described working procedure is merely illustrative, and does not limit the scope of the present invention, and in practical application, a person skilled in the art may select part or all of them according to actual needs to achieve the purpose of the embodiment, which is not limited herein.

In addition, technical details not described in detail in the present embodiment may refer to the method for controlling acceleration of an automobile accelerator provided in any embodiment of the present invention, which is not described herein again.

Furthermore, it should be noted that, in this document, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or system that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or system. Without further limitation, an element defined by the phrase "comprising one … …" does not exclude the presence of other like elements in a process, method, article, or system that comprises the element.

The foregoing embodiment numbers of the present invention are merely for the purpose of description, and do not represent the advantages or disadvantages of the embodiments.

From the above description of the embodiments, it will be clear to those skilled in the art that the above-described embodiment method may be implemented by means of software plus a necessary general hardware platform, but of course may also be implemented by means of hardware, but in many cases the former is a preferred embodiment. Based on such understanding, the technical solution of the present invention may be embodied essentially or in a part contributing to the prior art in the form of a software product stored in a storage medium (e.g. Read Only Memory)/RAM, magnetic disk, optical disk) and including several instructions for causing a terminal device (which may be a mobile phone, a computer, a server, or a network device, etc.) to perform the method according to the embodiments of the present invention.

The foregoing description is only of the preferred embodiments of the present invention, and is not intended to limit the scope of the invention, but rather is intended to cover any equivalents of the structures or equivalent processes disclosed herein or in the alternative, which may be employed directly or indirectly in other related arts.

Claims

1. The automobile accelerator acceleration control method is characterized by comprising the following steps of:

acquiring throttle relation table type information, determining a throttle relation table according to the throttle relation table type information, acquiring an upper limit throttle relation table when determining that static road environment information is static obstacle and dynamic road environment information is dynamic obstacle, and determining front road environment information according to current road environment information when determining that the static road environment information is static obstacle and the dynamic road environment information is dynamic obstacle; when the front road environment information is determined to be that no front obstacle exists, acquiring an upper limit and lower limit throttle relation table, taking the upper limit and lower limit throttle relation table as an accelerator relation table, and when the front road environment information is determined to be that the front obstacle exists, determining rear road environment information according to the current road environment information; when the rear road environment information is determined to be that no rear obstacle exists, acquiring an upper limit throttle relation table, and taking the upper limit throttle relation table as an accelerator relation table;

When the throttle relation table is an upper limit throttle relation table, acquiring throttle depth information, optimizing the upper limit value of the target throttle curve information according to the upper limit throttle relation table and the throttle depth information, wherein the target throttle curve information comprises at least one of an output throttle threshold MAX, a slope throttle curve Slop and preset throttle algorithm state information, the input/output throttle threshold MAX is used for optimizing the upper limit of a driver throttle curve in the upper limit throttle relation table and the upper limit lower limit throttle relation table, and the slope throttle curve Slop is used for optimizing the upper limit and the lower limit of a driver throttle curve in the upper limit lower limit throttle relation table;

2. The method for controlling acceleration of an automobile according to claim 1, wherein the step of obtaining accelerator depth information when the accelerator relation table is an upper limit accelerator relation table, and optimizing an upper limit value of the target accelerator curve information according to the upper limit accelerator relation table and the accelerator depth information comprises:

3. The method for controlling acceleration of an automobile according to claim 1, wherein after the step of obtaining the kind information of the accelerator relation table and determining the accelerator relation table based on the kind information of the accelerator relation table, further comprising:

4. The method for controlling acceleration of an automobile according to claim 3, wherein the step of obtaining accelerator depth information when the accelerator relation table is an upper limit and a lower limit accelerator relation table, and optimizing the upper limit and the lower limit of the target accelerator curve information according to the upper limit and the lower limit accelerator relation table and the accelerator depth information comprises:

5. The method for controlling acceleration of an automobile according to claim 1, wherein after the step of obtaining the kind information of the accelerator relation table and determining the accelerator relation table based on the kind information of the accelerator relation table, further comprising:

6. The method for controlling acceleration of an automobile according to claim 1, wherein before the step of obtaining the type information of the accelerator relation table and determining the accelerator relation table based on the type information of the accelerator relation table, further comprising:

7. The method for controlling acceleration of an automobile according to any one of claims 1-6, wherein the step of determining target accelerator curve information according to the current gradient curve information by a preset accelerator algorithm includes:

8. An automobile accelerator acceleration control device, characterized in that the automobile accelerator acceleration control device comprises:

the determining module is used for obtaining throttle relation table type information, determining a throttle relation table according to the throttle relation table type information, obtaining an upper limit throttle relation table when determining that static road environment information is static obstacle and dynamic road environment information is dynamic obstacle, and determining front road environment information according to current road environment information when determining that the static road environment information is static obstacle and the dynamic road environment information is dynamic obstacle; when the front road environment information is determined to be that no front obstacle exists, acquiring an upper limit and lower limit throttle relation table, taking the upper limit and lower limit throttle relation table as an accelerator relation table, and when the front road environment information is determined to be that the front obstacle exists, determining rear road environment information according to the current road environment information; when the rear road environment information is determined to be that no rear obstacle exists, acquiring an upper limit throttle relation table, and taking the upper limit throttle relation table as an accelerator relation table;

The optimizing module is used for acquiring throttle depth information when the throttle relation table is an upper limit throttle relation table, optimizing the upper limit value of the target throttle curve information according to the upper limit throttle relation table and the throttle depth information, wherein the target throttle curve information comprises at least one of an output throttle threshold MAX, a slope throttle curve Slop and preset throttle algorithm state information, the input/output throttle threshold MAX is used for optimizing the upper limit of a driver throttle curve in the upper limit throttle relation table and the upper limit lower limit throttle relation table, and the slope throttle curve Slop is used for optimizing the upper limit and the lower limit of a driver throttle curve in the upper limit lower limit throttle relation table;

9. An automotive accelerator acceleration control apparatus, characterized by comprising: a memory, a processor and a vehicle throttle acceleration control program stored on the memory and operable on the processor, the vehicle throttle acceleration control program being configured to implement the steps of the vehicle throttle acceleration control method of any one of claims 1 to 7.

10. A storage medium, wherein a vehicle accelerator control program is stored on the storage medium, and when executed by a processor, the vehicle accelerator control program implements the steps of the vehicle accelerator control method according to any one of claims 1 to 7.