Dangerous driving behavior prevention and control method, electronic equipment and vehicle

Abstract

The invention provides a dangerous driving behavior prevention and control method, electronic equipment and a vehicle, and belongs to the technical field of vehicles. When the protection type is straight-going protection, whether a retrograde driving risk exists or not is determined according to the position of a target wheel in a road environment image; and when the retrograde driving risk exists, dangerous driving behaviors of the user on the target type of road section are avoided through straight-going protection control, and the driving safety of the user is ensured. And when the protection type is turning protection, whether the risk of turning into the retrograde lane exists or not is determined according to the real-time curvature radius and the safe curvature radius, and when the risk of turning into the retrograde lane exists, dangerous driving behaviors of the user on the target type of road section are avoided through turning protection control, so that the driving safety of the user is ensured. Different protection control schemes are provided for different real-time vehicle states, and the driving safety of a user on different target type road sections with safety risks is ensured.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and in particular to a method for preventing and controlling dangerous driving behaviors, an electronic device, and a vehicle. Background Art

[0002] Navigation's primary functions include positioning, route planning, and providing real-time traffic information. These features are widely used in daily life and work. The advent of in-car navigation has given users a better travel experience. When following navigation, the navigation system pays more attention to the vehicle's direction of travel. If the vehicle deviates from the specified direction, it will determine whether the vehicle has deviated from the original navigation path and provide a re-navigation reminder. This process may involve certain dangerous driving behaviors. Summary of the Invention

[0003] In view of this, the purpose of this application is to propose a method, electronic equipment and vehicle for preventing and controlling dangerous driving behaviors, which are used to avoid driving hazards through automatic protection control when dangerous driving behaviors are identified.

[0004] Based on the above objectives, this application provides a method for preventing and controlling dangerous driving behavior, including:

[0005] Determining whether there is a preset target type section on the navigation path according to the navigation data;

[0006] In response to the existence of the target type road segment, determining a separation distance between the real-time position of the vehicle and a starting position of the target type road segment, and determining a protection type according to the separation distance and the navigation data;

[0007] In response to the protection type being straight-ahead protection, determining a target wheel according to the road environment image, and performing straight-ahead protection control according to a wheel position of the target wheel in the road environment image;

[0008] In response to the protection type being turn protection, a safety curvature radius is determined according to the real-time position of the vehicle and the navigation data, and turn protection control is performed on the vehicle according to the real-time curvature radius and the safety curvature radius.

[0009] Optionally, the target type road section is a road section including a two-way lane and a dividing line; and determining the protection type according to the interval distance and the navigation data includes:

[0010] In response to the separation distance being less than or equal to a preset distance threshold, acquiring a road environment image, and determining a driving state of the vehicle on the target type road section based on the navigation data;

[0011] The protection type is determined according to the road environment image and the driving status.

[0012] Optionally, determining the protection type according to the road environment image and the driving state includes:

[0013] Determine, based on the road environment image, whether there is a warning vehicle traveling in the opposite direction in the opposite lane of the target type road section;

[0014] In response to the absence of the prompt vehicle and the driving state being a straight ahead state, determining the protection type to be straight ahead protection;

[0015] In response to the absence of the prompt vehicle and the driving state being a turning state, the protection type is determined to be turning protection.

[0016] Optionally, the determining a target wheel for judging dangerous driving behavior based on the navigation data and the target type road section includes:

[0017] determining a driving direction of the user according to the navigation data, and determining an opposite lane in the target type road section according to the driving direction;

[0018] A first direction of the opposite lane relative to the vehicle is determined in the target type road section, and a front wheel of the vehicle in the first direction is determined as the target wheel.

[0019] Optionally, performing straight-ahead protection control according to the wheel position of the target wheel in the road environment image includes:

[0020] determining a deviation distance based on the wheel position and the isolation marking position in the road environment image;

[0021] Straight-ahead protection control is performed according to the deviation distance.

[0022] Optionally, performing straight-ahead protection control according to the deviation distance includes:

[0023] In response to the deviation distance being less than a preset first distance threshold, prompting the user that there is a driving safety risk, and providing driving guidance to the user through the head-up display; or,

[0024] In response to the deviation distance being greater than or equal to a preset first distance threshold and less than a preset second distance threshold, the user is prompted that there is a driving safety risk, the hazard lights are turned on, and the vehicle is controlled to decelerate to a preset safe speed; or

[0025] In response to the deviation distance being greater than or equal to a preset second distance threshold, the user is prompted that there is a driving safety risk, the hazard lights are turned on, and the vehicle is controlled to brake.

[0026] Optionally, performing turning protection control on the vehicle according to the real-time curvature radius and the safety curvature radius includes:

[0027] In response to the real-time curvature radius being greater than or equal to the safety curvature radius, updating the safety curvature radius according to the real-time position of the vehicle; or,

[0028] In response to the real-time curvature radius being smaller than the safety curvature radius, determining a radius difference between the safety curvature radius and the real-time curvature radius; or,

[0029] Turning protection control is performed according to the radius difference.

[0030] Optionally, performing turning protection control according to the radius difference includes:

[0031] In response to the radius difference being less than a preset first difference threshold, prompting the user that there is a driving safety risk, and providing driving guidance to the user through the head-up display;

[0032] In response to the radius difference being greater than or equal to a preset first difference threshold and less than a preset second difference threshold, prompting a user that there is a driving safety risk, turning on the hazard lights, and controlling the vehicle to increase the real-time curvature radius to be greater than or equal to the safe curvature radius;

[0033] In response to the radius difference being greater than or equal to a preset second difference threshold, the user is prompted that there is a driving safety risk, the hazard lights are turned on, and the vehicle is controlled to brake.

[0034] Based on the same inventive concept, the present disclosure also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable by the processor, wherein the processor implements the above-mentioned method when executing the computer program.

[0035] Based on the same inventive concept, the present disclosure also provides a vehicle, comprising the electronic device as described above.

[0036] As can be seen from the above, the method, electronic device, and vehicle for preventing and controlling dangerous driving behaviors provided by the present application can determine whether there is a preset target type section on the navigation path based on navigation data; when it is determined that there is a target type section, the interval distance between the real-time position of the vehicle and the starting position of the target type section is determined, and the protection type is determined based on the interval distance and navigation data; if the protection type is straight-ahead protection, the target wheel used to judge dangerous driving behaviors is determined based on the navigation data and the target type section, and straight-ahead protection control is performed based on the wheel position of the target wheel in the road environment image; if the protection type is turning protection, the safe curvature radius is determined based on the real-time position of the vehicle and navigation data, and the vehicle is controlled for turning protection based on the real-time curvature radius and the safe curvature radius. By determining the target type section to determine the risk section of dangerous driving behaviors on the navigation path, and determining the protection type based on the interval distance, protection control can be implemented for different scenarios, the comprehensiveness of protection control can be improved, and the safety of users in different scenarios can be ensured. When the protection type is straight-ahead protection, the position of the target wheel in the road environment image is used to determine whether there is a risk of driving against traffic. If there is a risk of driving against traffic, straight-ahead protection control is used to prevent the user from engaging in dangerous driving behaviors on the target road type, ensuring driving safety. When the protection type is turning protection, the real-time curvature radius and the safe curvature radius are used to determine whether there is a risk of turning into an oncoming lane. If there is a risk of turning into an oncoming lane, turning protection control is used to prevent the user from engaging in dangerous driving behaviors on the target road type, ensuring driving safety. Different protection control schemes are provided for different real-time vehicle states to ensure driving safety on different types of target road types with safety risks. BRIEF DESCRIPTION OF THE DRAWINGS

[0037] In order to more clearly illustrate the technical solutions in this application or related technologies, the following briefly introduces the drawings required for use in the embodiments or related technical descriptions. Obviously, the drawings described below are merely embodiments of this application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0038] Figure 1 This is a flow chart of a method for preventing and controlling dangerous driving behavior according to an embodiment of the present application;

[0039] Figure 2 This is a schematic diagram of the straight-ahead protection control according to an embodiment of the present application;

[0040] Figure 3 This is a schematic diagram of the turning protection control according to an embodiment of the present application;

[0041] Figure 4 This is a flowchart of an embodiment of the present application for determining a protection type based on a separation distance and navigation data;

[0042] Figure 5 This is a flow chart of determining a target wheel according to navigation data according to an embodiment of the present application;

[0043] Figure 6 This is a flow chart of the straight-ahead protection control according to an embodiment of the present application;

[0044] Figure 7 A flowchart of turning protection control for an embodiment of the present application;

[0045] Figure 8 This is a schematic diagram of the structure of the device for preventing and controlling dangerous driving behaviors according to an embodiment of the present application;

[0046] Figure 9 This is a schematic diagram of the structure of an electronic device according to an embodiment of the present application. DETAILED DESCRIPTION

[0047] In order to make the objectives, technical solutions and advantages of this application more clear, this application is further described in detail below in combination with specific embodiments and with reference to the accompanying drawings.

[0048] It should be noted that, unless otherwise defined, the technical terms or scientific terms used in the embodiments of the present application should have the usual meanings understood by people with ordinary skills in the field to which this application belongs. The "first", "second" and similar words used in the embodiments of the present application do not indicate any order, quantity or importance, but are only used to distinguish different components. "Include" or "comprise" and similar words mean that the elements or objects appearing before the word cover the elements or objects listed after the word and their equivalents, without excluding other elements or objects. "Connect" or "connected" and similar words are not limited to physical or mechanical connections, but may include electrical connections, whether direct or indirect. "Up", "down", "left", "right" and the like are only used to indicate relative positional relationships. When the absolute position of the opposite direction being described changes, the relative positional relationship may also change accordingly.

[0049] It should be understood herein that any number of elements in the drawings is for illustration only and not for limitation, and any naming is only for distinction and does not have any limiting meaning.

[0050] Based on the description of the above background technology, the following situations also exist in the related art:

[0051] The birth of car navigation has given users a better travel experience. When users drive according to the car navigation, the navigation will pay more attention to the direction of the vehicle. In some usage scenarios, it will lead to certain driving safety risks, such as unexpected reverse risks, which can easily lead to safety accidents.

[0052] Driving scenarios that pose safety risks include: If the vehicle is not traveling in the direction specified by the navigation system, the system will re-plan the navigation route after determining that the vehicle has deviated from the original navigation path. At the intersection, a navigation reminder will be issued to inform the user that the navigation path has been changed and the new driving direction has been determined. Because the user was driving on the original navigation path before receiving the reminder, on roads with two-way lanes, if there is no median or barrier between the lanes in different directions, the user may only focus on the driving direction prompt and neglect to observe the lanes, resulting in the user not being able to detect the dividing line separating the lanes in different directions, causing the user to drive into the wrong lane and engage in dangerous driving behavior such as driving against the traffic flow.

[0053] In the related art, a safety alarm is issued when it is identified that the user is about to or has already driven on the wrong road to remind the user that he has driven on the wrong road. This is a prompt method after the wrong driving occurs, has a certain lag, and is a remedial measure after the safe driving behavior occurs, resulting in insufficient time for the user to correct the error, causing the safety risk to persist. The embodiment of the present application adopts a strategy of making judgments in advance. When the user is driving on a target type road section where safe driving behavior may occur, the safety risk judgment is started before the vehicle enters the target type road section. It has a large lead time and performs safety protection control when the user shows signs of wrong driving, giving the user sufficient reaction time to correct the wrong driving behavior and avoid safe driving behavior. It is not a remedial measure after the safe driving behavior occurs. It is a preventive control measure in advance.

[0054] The dangerous driving behavior prevention and control method, electronic device, and vehicle provided in the embodiments of the present application can determine whether there is a preset target type section on the navigation path based on navigation data; when it is determined that there is a target type section, the interval distance between the real-time position of the vehicle and the starting position of the target type section is determined, and the protection type is determined based on the interval distance and the navigation data; if the protection type is straight-ahead protection, the target wheel used to judge the dangerous driving behavior is determined based on the navigation data and the target type section, and the straight-ahead protection control is performed based on the wheel position of the target wheel in the road environment image; if the protection type is turning protection, the safe curvature radius is determined based on the real-time position of the vehicle and the navigation data, and the vehicle is controlled for turning protection based on the real-time curvature radius and the safe curvature radius. By determining the target type section to determine the dangerous driving behavior risk section on the navigation path, and determining the protection type based on the interval distance, protection control is implemented for different scenarios, the comprehensiveness of protection control is improved, and the safety of users in different scenarios is ensured. When the protection type is straight-ahead protection, the position of the target wheel in the road environment image is used to determine whether there is a risk of driving against traffic. If there is a risk of driving against traffic, straight-ahead protection control is used to prevent the user from engaging in dangerous driving behaviors on the target road type, ensuring driving safety. When the protection type is turning protection, the real-time curvature radius and the safe curvature radius are used to determine whether there is a risk of turning into an oncoming lane. If there is a risk of turning into an oncoming lane, turning protection control is used to prevent the user from engaging in dangerous driving behaviors on the target road type, ensuring driving safety. Different protection control schemes are provided for different real-time vehicle states to ensure driving safety on different types of target road types with safety risks.

[0055] The following describes in detail the method for preventing and controlling dangerous driving behaviors provided by the embodiments of the present application with reference to the accompanying drawings.

[0056] In some embodiments, as Figure 1 As shown, a method for preventing and controlling dangerous driving behavior includes:

[0057] Step 101: Determine whether there is a preset target type section on the navigation path according to navigation data.

[0058] In specific implementation, the target road section is a road section with two-way lanes and dividing lines. First, the target road section must be a two-way lane. If it is a one-way lane, the user will not drive against the flow as long as they do not make illegal U-turns. Therefore, it is only necessary to identify a road section with a two-way lane in the navigation path. Among them, a two-way lane is a road that allows vehicles to pass in both directions. According to the number of lanes, it can be divided into two-way two-lane and two-way four-lane. For example, a two-way two-lane road has one motorway lane in each direction; a two-way four-lane road has two motorway lanes in each direction.

[0059] However, not all two-way lanes will cause users to drive in the wrong direction, because two-way lanes are divided into separated two-way lanes and unseparated two-way lanes. Among them, separated two-way lanes are two-way lanes that completely separate oncoming traffic through a central median (such as physical isolation facilities such as cement or green belts) or a design with unequal left and right lane heights. They are commonly found on expressways or high-grade roads, allowing users to clearly see the dividing line of the separated two-way lanes. The central median has a certain interception effect, further reducing the possibility of users driving in the wrong direction. When users drive on separated two-way lanes, they will not inadvertently drive in the wrong direction, so separated two-way lanes will not become target type sections.

[0060] An unseparated two-way lane is a two-way lane that only uses a separation marking (such as a yellow dotted line or other markings that do not occupy physical space) to separate opposing traffic flows, and has no physical separation facilities (such as a central median strip). Commonly found on urban secondary roads or rural roads, it allows vehicles to cross the line to overtake or turn under safe conditions, resulting in users not being able to clearly see the dividing position of the unseparated two-way lane. In addition, the clarity of the separation marking will decrease with the increase of usage time, further increasing the possibility of users ignoring the separation marking, causing users to perform dangerous driving behaviors such as driving in the opposite direction due to negligence when performing multiple operations. Therefore, unseparated two-way lanes can be identified as target type sections. Therefore, target type sections include two-way lane sections that only use a separation marking to separate opposing traffic flows, have no physical separation facilities (such as a central median strip), and some other sections connected to two-way lane sections.

[0061] Since the navigation data includes the road type of each section in the entire navigation path, after the destination is determined in the navigation software, the navigation software plans at least one candidate navigation path based on the origin and destination, and then determines the final navigation path actually used in the at least one candidate navigation path based on the user's selection operation. After determining the navigation path, the navigation software generates the corresponding navigation data, and then determines the road type of each section in the navigation path, and determines the non-separated two-way lane section as the target type section. If the navigation data contains a non-separated two-way lane, it is determined that the target type section exists, and it is determined that dangerous driving behavior such as driving in the wrong direction may occur. If the navigation data does not contain a non-separated two-way lane, it is determined that the target type section does not exist, and dangerous driving behavior such as driving in the wrong direction will not occur.

[0062] The target type section in the navigation path is determined through navigation data to identify dangerous driving behaviors such as driving in the wrong direction during driving, providing a scenario basis for activating protective control.

[0063] Step 102: In response to the existence of the target type road segment, determine the interval distance between the real-time position of the vehicle and the starting position of the target type road segment, and determine the protection type according to the interval distance and the navigation data.

[0064] In specific implementations, if a target-type road section exists in the navigation route, it indicates that the user may engage in dangerous driving behavior against the flow of traffic when they reach the target road section. Therefore, preventive measures are required before the user enters the target road section. Activating protective control when the user is too far from the target road section wastes vehicle resources. Activating protective control when the user is too close to the target road section may not be timely enough, causing the user to already be driving against the flow of traffic. Therefore, the distance between the vehicle's real-time position and the starting position of the target road section is used as the trigger data for activating protective control. A preset distance threshold is also used as the comparison standard for the triggering conditions for activating protective control.

[0065] If the interval distance is greater than the preset distance threshold, it means that the user is still a long way from the target type road section, and there is still a certain distance from the target type road section where dangerous driving behavior occurs. Turning on the protection control too early will waste the vehicle's power and computing resources, so the protection control will not be turned on at this time, and real-time monitoring of the interval distance will continue until the interval distance is less than or equal to the preset distance threshold, and the protection control will be turned on.

[0066] If the interval distance is less than or equal to the preset distance threshold, it means that the user is close to the target type section. In order to avoid the problem of not turning on the protection control in time after entering the target type section, it is necessary to turn on the protection control when the interval distance is less than or equal to the distance threshold.

[0067] The purpose of turning on the protection control is to avoid the problem of reverse driving caused by user negligence. It is necessary to further determine whether there is a vehicle traveling in the opposite direction in the opposite lane (of the vehicle's driving lane) in the two-way lane. Because when there is a vehicle traveling in the opposite direction, when the user sees the vehicle traveling in the opposite direction, he will naturally know that the lane where the oncoming vehicle is located is the opposite lane, and will not actively drive into the opposite lane, thus avoiding the dangerous driving behavior of driving in the opposite direction, and there is no need for protection control.

[0068] Only when there is no vehicle in the opposite lane may the user accidentally cross the dividing line that does not separate the two-way lane, resulting in dangerous driving in the opposite direction. Therefore, when the interval distance is less than or equal to the preset distance threshold, the 360° camera and / or other imaging equipment that can identify the environment in front of the vehicle and the position of the front wheels of the vehicle are turned on to obtain the road image within a certain distance (calibrated value) in front of the vehicle and the front wheel image of the vehicle driving on the road, and obtain the road environment image. The road environment image is used to determine whether there is a vehicle traveling in the opposite direction in the opposite lane, and the position of the target wheel relative to the dividing line is determined based on the road imaging equipment, and then it is determined whether there is a possibility of dangerous driving behavior such as driving in the opposite direction.

[0069] Furthermore, because the protection requirements differ when the vehicle is traveling straight and turning, the protection control must be categorized based on the vehicle's driving state. If there are no warning vehicles in the oncoming lane and the vehicle is traveling straight, the protection type is determined to be straight-driving protection; if there are no warning vehicles in the oncoming lane and the vehicle is turning, the protection type is determined to be turning protection. By identifying target road sections, the risk sections for dangerous driving behavior on the navigation path are determined, and the protection type is determined based on the interval distance, protection control can be implemented for different scenarios, improving the comprehensiveness of protection control and ensuring user safety in different scenarios.

[0070] Step 103: In response to the protection type being straight-ahead protection, a target wheel for judging dangerous driving behavior is determined based on the navigation data and the target type road section, and straight-ahead protection control is performed based on the wheel position of the target wheel in the road environment image.

[0071] In specific implementation, if the protection type is straight-ahead protection, the scenario where the vehicle needs to be controlled for straight-ahead protection is as follows: Figure 2 As shown, according to Figure 2 The vehicle head direction in the image can determine the user's driving direction. Figure 2 The direction is from the center to the north (the directions in the figure are determined by the north at the top, the south at the bottom, the west at the left, and the east at the right). Figure 2 The marking line connected to the five-pointed star symbol is the separation marking line, which is used to separate the southbound lane and the northbound lane. Since the vehicle is heading north, the opposite lane is Figure 2 The lane on the left side of the center dividing line (the left is the first direction and the right is the second direction), and there is no vehicle driving in the opposite lane at this time, which meets the requirements of protection control. At this time, the user needs to drive to the right to enter the correct road. If the user does not drive enough to the right or does not drive to the right, resulting in driving over the line or driving in the opposite direction, it will be a dangerous driving behavior.

[0072] At this point, it is necessary to determine the standard for measuring the extent to which the vehicle moves to one side. Figure 2 In the driving scenario shown, since the user is traveling north, the correct lane is the lane to the right of the dividing line, and the oncoming lane is the lane to the left of the dividing line. Therefore, the vehicle's left front wheel is the target wheel for determining the user's rightward travel. If the correct direction of travel is the lane to the left of the dividing line, the target wheel is the right front wheel.

[0073] After determining the target wheel, the distance between the wheel's position and the dividing line is determined based on the road environment image to determine whether dangerous driving behavior is occurring and the corresponding risk level. For example, the left edge of the target wheel and the right edge of the dividing line (a dividing line is a line with a certain width) are used to assess dangerous driving behavior and its risk level.

[0074] For example, if the left edge of the target wheel is located to the left of the right edge of the isolation marking, and the distance of deviation to the left is less than the preset first distance threshold (less than the width of the isolation marking), it means that the user has only partially crossed the line and there is a tendency to drive in the opposite direction. The danger level at this time is the lower first danger level, and the corresponding execution protection control means are relatively mild. It is only necessary to prompt the driver to remind the driver of the risk of driving in the opposite direction and suggest the driver to drive right to avoid the dangerous driving behavior of driving in the opposite direction.

[0075] If the left edge of the target wheel is to the left of the right edge of the isolation marking, the distance of deviation to the left is greater than or equal to the preset first distance threshold (less than the width of the isolation marking), and the distance of deviation to the left is less than the preset second distance threshold (for example, the first distance threshold < the second distance threshold = the width of the isolation marking, where the second distance threshold is close to the width of the isolation marking), it means that the user has crossed the line and is driving on the line. The probability of driving in the opposite direction is relatively high. The danger level at this time is the medium second danger level, and the corresponding execution protection control means are slightly stricter, automatically turning on the double flash and automatically slowing down, prompting other vehicles to pay attention to avoid and avoid causing safety accidents.

[0076] If the left edge of the target wheel is to the left of the right edge of the isolation marking, and the distance of deviation to the left is greater than or equal to the preset second distance threshold, it means that the user has entered the reverse driving stage. The danger level at this time is the higher third danger level. The corresponding protection control measures are very strict. The double flashes are automatically turned on, and the seat belts are pre-tightened while the emergency brake is applied. The other vehicles are reminded to pay attention to avoid while avoiding the deepening of the reverse driving, avoiding safety accidents and stopping the continuation of the reverse driving behavior to protect the safety of the user.

[0077] When the protection type is straight-ahead protection, whether there is a risk of reverse driving is determined based on the position of the target wheel in the road environment image. When there is a risk of reverse driving, straight-ahead protection control is used to avoid dangerous driving behaviors of users on the target type road section, ensuring the user's driving safety.

[0078] Step 104: In response to the protection type being turn protection, a safe curvature radius is determined according to the real-time position and navigation data of the vehicle, and the vehicle is controlled for turn protection according to the real-time curvature radius and the safe curvature radius.

[0079] In specific implementation, if the protection type is turning protection, the scene where the vehicle needs to be controlled for turning protection is as follows: Figure 3 As shown, according to Figure 3 The vehicle's head direction can be used to determine the user's turning direction as turning into Figure 3 In the south direction. Figure 3 The marking line connected to the five-pointed star symbol is the separation marking line, which is used to separate the southbound lane and the northbound lane. Since the vehicle is turning into the right lane heading south, the opposite lane is Figure 3 The lane on the left side of the center dividing line (the left is the first direction and the right is the second direction), and there is no vehicle driving on the opposite lane at this time, which meets the requirements of protection control. At this time, the user needs to turn right into the south-facing lane on the right to enter the correct road. If the user does not turn right enough, he will hit the dividing line or mistakenly turn into the opposite lane on the left, resulting in driving on the line or driving in the opposite direction, which will be a dangerous driving behavior.

[0080] At this point, it is necessary to determine the standard for measuring the degree of vehicle turning. Figure 3 In the driving scenario shown, since the user turns into the southbound lane on the right, the correct lane is the lane on the right side of the dividing line, and the opposite lane is the lane on the left side of the dividing line. The criterion for judging whether the user's right turn is sufficient can be whether the user will press the upper end point of the dividing line (for example, Figure 3 The vehicle's turning ability is measured by its radius of curvature, also known as the turning radius. This radius is the distance from the steering center to the center of the outer front wheel when the vehicle is turning. When the steering wheel is turned to its extreme position, this distance is called the minimum radius of curvature, reflecting the vehicle's ability to negotiate narrow, winding roads or make U-turns. The smaller the minimum radius of curvature, the greater the vehicle's maneuverability and its suitability for urban driving and confined road conditions.

[0081] Then the corresponding Figure 3In the turning scenario shown, a curvature radius that is too small can lead to dangerous driving behaviors such as crossing the line or driving against the traffic when turning right. Therefore, it is necessary to determine a safe curvature radius based on the vehicle's real-time position and navigation data. The safe curvature radius is updated in real time with the vehicle's position and represents the minimum curvature radius within which the user will not cross the dividing line when turning. The vehicle's real-time curvature radius and the safe curvature radius can then be used to determine whether dangerous driving behavior exists and the corresponding risk level of the dangerous driving behavior.

[0082] For example, if the real-time curvature radius is greater than or equal to the safe curvature radius, it means that the vehicle has been traveling with a larger curvature radius, and there is no possibility of crossing the line or dangerous driving behavior. At this time, there is no need to perform corresponding turning protection control. However, since the safe curvature radius changes in real time, it is necessary to continue to update the safe curvature radius according to the real-time position of the vehicle to ensure that no dangerous driving behavior occurs during the entire turning process.

[0083] If the real-time curvature radius is smaller than the safety curvature radius, the danger level of the corresponding dangerous driving behavior is different depending on the extent of the smaller radius. The radius difference between the safety curvature radius and the real-time curvature radius is determined to measure the corresponding danger level, and different turning protection controls are determined for different danger levels.

[0084] If the real-time curvature radius is smaller than the safe curvature radius, and the radius difference is smaller than the preset first difference threshold, it means that the user has only partially crossed the line and there is a tendency to drive in the opposite direction after turning. The danger level at this time is the lower first danger level, and the corresponding execution protection control means are relatively mild. It is only necessary to prompt the driver to remind the driver of the risk of driving in the opposite direction and suggest the driver to increase the steering wheel angle to the left. If there is a head-up display, the head-up display can also provide driving guidance for the user to avoid dangerous driving behavior of driving in the opposite direction.

[0085] If the real-time curvature radius is smaller than the safe curvature radius, and the radius difference is greater than or equal to the preset first difference threshold, and less than the preset second difference threshold (for example, the first difference threshold < the second difference threshold), it means that the user has crossed the line during the turning process, and the probability of entering the opposite lane after turning increases, and the probability of driving in the opposite direction is relatively high. The danger level at this time is the medium second danger level, and the corresponding execution protection control means are slightly stricter. The head-up display prompts the user that there is a driving safety risk, and the double flash is automatically turned on to prompt other vehicles to pay attention to avoid it to avoid causing a safety accident. The vehicle is controlled to increase the real-time curvature radius to be greater than or equal to the safe curvature radius, and the occurrence of dangerous driving behavior after the turn is avoided through protection control.

[0086] If the real-time curvature radius is smaller than the safe curvature radius, and the radius difference is greater than or equal to the preset second difference threshold, it means that the user will most likely enter the reverse driving stage after turning. The danger level at this time is the higher third danger level. The corresponding protection control measures are very strict. The double flashes are automatically turned on, and the seat belts are pre-tightened while emergency braking is performed. Other vehicles are reminded to pay attention and avoid the deepening of reverse driving. At the same time, the reverse driving behavior is terminated to avoid safety accidents and protect user safety.

[0087] When the protection type is turn protection, the real-time curvature radius and the safe curvature radius are used to determine whether there is a risk of turning into the oncoming lane. If there is a risk of turning into the oncoming lane, turn protection control is used to prevent the user from engaging in dangerous driving behaviors on the target road type, ensuring driving safety. Different protection control schemes are provided for different real-time vehicle states to ensure driving safety on different target road types with safety risks.

[0088] In summary, the method for preventing and controlling dangerous driving behaviors provided in the embodiment of the present application determines the risk sections of dangerous driving behaviors on the navigation path by determining the target type sections, and determines the protection type according to the interval distance, so as to realize protection control for different scenarios, improve the comprehensiveness of protection control, and ensure the safety of users in different scenarios. When the protection type is straight protection, it is determined whether there is a risk of reverse driving based on the position of the target wheel in the road environment image, and when there is a risk of reverse driving, the straight protection control is used to avoid the user's dangerous driving behavior on the target type section, thereby ensuring the user's driving safety. When the protection type is turning protection, it is determined whether there is a risk of turning into the reverse lane based on the real-time curvature radius and the safe curvature radius, and when there is a risk of turning into the reverse lane, the turning protection control is used to avoid the user's dangerous driving behavior on the target type section, thereby ensuring the user's driving safety. Different protection control schemes are provided for different real-time vehicle states to ensure the user's driving safety on different types of target type sections with safety risks.

[0089] In some embodiments, the target type road segment is a road segment including a two-way lane and a dividing line; Figure 4 As shown, the protection type is determined based on the separation distance and navigation data, including:

[0090] Step 401: In response to the interval distance being less than or equal to a preset distance threshold, a road environment image is acquired, and the driving status of the vehicle on the target type road section is determined based on navigation data.

[0091] In specific implementation, for example, taking a distance threshold of 20 meters as an example, if the interval distance between the real-time position of the vehicle and the starting position of the target type road section is 50 meters, it can be determined that the interval distance is greater than the distance threshold, indicating that the user is still a long distance away from the target type road section, and there is still a certain distance from the target type road section where dangerous driving behavior occurs. Turning on the protection control too early will waste the vehicle's power resources and computing resources, so the protection control will not be turned on at this time, and real-time monitoring of the interval distance will continue until the interval distance is less than or equal to the preset distance threshold, and the protection control is turned on.

[0092] As the vehicles continue to travel, the 50-meter gap decreases until it reaches 20 meters. This determines that the gap equals the distance threshold, satisfying the triggering condition for protective control. To avoid delays in initiating protective control after entering the target road section, protective control is initiated only when the gap is less than or equal to the distance threshold. Furthermore, because the required protection differs when the vehicle is traveling straight and turning, it is necessary to determine the vehicle's driving state on the target road section based on navigation data. This allows protective control to be categorized based on the vehicle's driving state, providing safety protective control for different driving scenarios and ensuring user safety.

[0093] Step 402: Determine the protection type based on the road environment image and driving status.

[0094] In some embodiments, step 402 includes:

[0095] Step 4021: Determine whether there is a vehicle traveling in the opposite direction in the opposite lane of the target type road section based on the road environment image.

[0096] In specific implementation, the purpose of turning on the protection control is to avoid the problem of reverse driving caused by user negligence. It is necessary to further determine whether there is a vehicle traveling in the opposite direction in the opposite lane in the two-way lane. Because when there is a vehicle traveling in the opposite direction, when the user sees the vehicle traveling in the opposite direction, he will naturally know that the lane where the oncoming vehicle is located is the opposite lane, and will not actively drive into the opposite lane, thus avoiding the dangerous driving behavior of driving in the opposite direction, and there is no need for protection control.

[0097] Only when there are no vehicles in the opposite lane can a user inadvertently cross the dividing line that does not separate the two-way lanes, leading to dangerous driving in the wrong direction. Therefore, when the distance between the two lanes is less than or equal to the preset distance threshold, the front camera or other imaging device that can identify the environment in front of the vehicle is activated to obtain road environment images. The road environment images are used to determine whether there are vehicles traveling in the opposite direction in the opposite lane, and further determine whether there is a possibility of dangerous driving behavior such as driving in the wrong direction. The necessity of protective control is determined by determining whether there are vehicles traveling in the opposite direction in the opposite lane, so as to avoid the impact of protective control on the user's normal driving of the vehicle.

[0098] Step 4022: In response to the absence of a prompt vehicle and the driving state is a straight-ahead state, determining that the protection type is straight-ahead protection.

[0099] In practice, if there are no vehicles in the oncoming lane, it's necessary to activate protection control. Besides traffic markings, there are no other obvious indicators of the user's direction of travel, making it easy for the user to accidentally drive in the wrong direction. In this case, the type of protection control needs to be determined based on the driving state. If the vehicle is traveling straight ahead, it means the user will enter the two-way lane in a straight-ahead manner. Protection is required for the user's straight-ahead process, and the protection type is determined as straight-ahead protection.

[0100] Step 4023: In response to the absence of a prompt vehicle and the driving state is a turning state, determining that the protection type is turning protection.

[0101] In practice, if there are no vehicles in the oncoming lane, it's necessary to activate protection control. Besides traffic markings, there are no other obvious indicators of the user's direction of travel, making it easy for the user to accidentally drive in the wrong direction. The type of protection control is then determined based on the driving state. If the vehicle is turning, indicating the user will enter a two-way lane, protection is required during the turning process, and the protection type is selected as Turn Protection.

[0102] By determining the target type of road section, the risk sections of dangerous driving behaviors on the navigation path are determined, and the protection type is determined according to the interval distance, so as to implement protection control for different scenarios, improve the comprehensiveness of protection control, and ensure the safety of users in different scenarios.

[0103] In some embodiments, as Figure 5 As shown, determining the target wheel according to the navigation data includes:

[0104] Step 501: Determine the user's driving direction according to navigation data, and determine an opposite lane in a target type road section according to the driving direction.

[0105] In specific implementation, the user's driving direction on the target type road section can be determined based on the navigation data. Figure 2 In the scenario shown, according to the navigation data, it can be determined that the user's driving direction is north, and the user needs to drive Figure 2 In the right lane, so Figure 2 If the right lane in the target road segment is determined to be the correct lane, the left lane is the opposite lane. That is, the lane opposite to the driving direction in the target road segment is the opposite lane.

[0106] for Figure 3 In the scenario shown, according to the navigation data, it can be determined that the user's driving direction is to turn south and then drive Figure 3 In the right lane, so Figure 3 If the right lane is determined to be the correct lane, the left lane is the opposite lane.

[0107] Step 502: Determine a first direction of an opposite lane relative to the vehicle in a target type road section, and determine a front wheel of the vehicle in the first direction as a target wheel.

[0108] In specific implementation, after determining the opposite lane, it is necessary to determine the first direction of the opposite lane relative to the vehicle in the target type section, and determine the front wheel of the vehicle in the first direction as the target wheel. Because the front wheel in the first direction is the wheel closest to the opposite lane, determining the front wheel in the first direction as the target wheel for measuring whether the vehicle has dangerous reverse behavior can improve the accuracy of judgment and improve the safety of protection control.

[0109] In some embodiments, as Figure 6 As shown, the straight-ahead protection control is performed according to the wheel position of the target wheel in the road environment image, including:

[0110] Step 601: Determine the deviation distance based on the wheel position and the isolation marking position in the road environment image.

[0111] In specific implementation, it is necessary to confirm dangerous behaviors based on road environment images. If the protection type is straight-ahead protection, the vehicle needs to be controlled for straight-ahead protection in the following scenarios: Figure 2 As shown, at this time the user needs to drive to the right to enter the correct road. If the user does not drive enough to the right or does not drive to the right, resulting in driving over the line or driving in the opposite direction, it will be a dangerous driving behavior.

[0112] At this point, it is necessary to determine the standard for measuring the extent to which the vehicle moves to one side. Figure 2In the driving scenario shown, since the user's driving direction is north, the corresponding correct lane is the lane on the right side of the dividing line, and the opposite lane is the lane on the left side of the dividing line. The left front wheel of the vehicle is determined as the target wheel for determining the extent of the user's rightward driving. If the correct driving direction is the lane on the left side of the dividing line, the corresponding target wheel is the right front wheel. After determining the target wheel, it is necessary to determine the distance between the wheel position and the dividing line based on the road environment image to determine whether there is a dangerous driving behavior and the corresponding risk level of the dangerous driving behavior. Exemplarily, the distance between the left edge of the target wheel and the right edge of the dividing line (the dividing line is a line with a certain width) is used to evaluate the dangerous driving behavior and the risk level.

[0113] Step 602: Perform straight-ahead protection control according to the deviation distance.

[0114] In some embodiments, step 602 includes:

[0115] Step 6021: In response to the deviation distance being less than a preset first distance threshold, the user is prompted that there is a driving safety risk and driving guidance is provided to the user.

[0116] During specific implementation, if the left edge of the target wheel is located to the left of the right edge of the isolation marking, and the deviation distance to the left is less than the preset first distance threshold (less than the width of the isolation marking), it means that the user has only partially crossed the line and there is a tendency to drive in the opposite direction. The danger level at this time is the lower first danger level, and the corresponding execution protection control means are relatively mild. It is only necessary to prompt the driver to remind the driver of the risk of driving in the opposite direction and suggest the driver to drive right to avoid the dangerous driving behavior of driving in the opposite direction.

[0117] Step 6022: In response to the deviation distance being greater than or equal to the preset first distance threshold and less than the preset second distance threshold, the user is prompted that there is a driving safety risk, the hazard lights are turned on, and the vehicle is controlled to decelerate to a preset safe speed.

[0118] In specific implementation, if the left edge of the target wheel is located to the left of the right edge of the isolation marking, the deviation distance to the left is greater than or equal to a preset first distance threshold (less than the width of the isolation marking), and the distance to the left is less than a preset second distance threshold (for example, the first distance threshold < the second distance threshold = the width of the isolation marking, where the second distance threshold is close to the width of the isolation marking), it means that the user has crossed the line and is driving on the line. The probability of driving in the opposite direction is relatively high. The danger level at this time is the medium second danger level, and the corresponding execution protection control means are slightly strict, automatically turning on the double flash and automatically slowing down, prompting other vehicles to pay attention to avoid and avoid causing safety accidents.

[0119] Step 6023: In response to the deviation distance being greater than or equal to the preset second distance threshold, the user is prompted that there is a driving safety risk, the hazard lights are turned on, and the vehicle is controlled to brake.

[0120] During specific implementation, if the left edge of the target wheel is to the left of the right edge of the isolation marking, and the deviation distance to the left is greater than or equal to the preset second distance threshold, it means that the user has entered the reverse driving stage. The danger level at this time is the higher third danger level. The corresponding protection control measures are very strict. The double flashes are automatically turned on, and the seat belts are pre-tightened while emergency braking is performed. The other vehicles are reminded to pay attention to avoid while avoiding the deepening of the reverse driving, avoiding safety accidents while stopping the continuation of the reverse driving behavior to protect the safety of the user.

[0121] When the protection type is straight-ahead protection, whether there is a risk of reverse driving is determined based on the position of the target wheel in the road environment image. When there is a risk of reverse driving, straight-ahead protection control is used to avoid dangerous driving behaviors of users on the target type road section, ensuring the user's driving safety.

[0122] In some embodiments, as Figure 7 As shown, the vehicle is controlled to prevent cornering based on the real-time curvature radius and the safety curvature radius, including:

[0123] Step 701: In response to the real-time curvature radius being greater than or equal to the safety curvature radius, the safety curvature radius is updated according to the real-time position of the vehicle.

[0124] In specific implementation, if the protection type is turning protection, the scene where the vehicle needs to be controlled for turning protection is as follows: Figure 3 As shown, since the user turns into the southbound lane on the right, the corresponding correct lane is the lane on the right side of the dividing line, and the opposite lane is the lane on the left side of the dividing line. The criterion for measuring whether the user's right turn is sufficient can be whether the user presses the upper end point of the dividing line (for example Figure 3 The data for measuring a vehicle's turning ability is the radius of curvature when the vehicle turns, also known as the turning radius.

[0125] Then the corresponding Figure 3 In the turning scenario shown, a curvature radius that is too small can lead to dangerous driving behaviors such as crossing the line or driving against the traffic when turning right. Therefore, it is necessary to determine a safe curvature radius based on the vehicle's real-time position and navigation data. The safe curvature radius is updated in real time with the vehicle's position and represents the minimum curvature radius within which the user will not cross the dividing line when turning. The vehicle's real-time curvature radius and the safe curvature radius can then be used to determine whether dangerous driving behavior exists and the corresponding risk level of the dangerous driving behavior.

[0126] If the real-time curvature radius is greater than or equal to the safe curvature radius, it means that the vehicle has been traveling with a larger curvature radius, and there is no possibility of crossing the line or dangerous driving behavior. At this time, there is no need to perform corresponding turning protection control. However, since the safe curvature radius changes in real time, it is necessary to continue to update the safe curvature radius according to the real-time position of the vehicle to ensure that no dangerous driving behavior occurs during the entire turning process.

[0127] Step 702: In response to the real-time curvature radius being smaller than the safe curvature radius, determine a radius difference between the safe curvature radius and the real-time curvature radius.

[0128] In a specific implementation, the curvature radius is the distance from the steering center to the center of the outer front wheel when the vehicle is turning. Alternatively, the curvature radius is half the ratio of the vehicle wheelbase to the sine of the vehicle steering angle, and the real-time curvature radius can be determined based on this calculation method.

[0129] If the real-time curvature radius is smaller than the safety curvature radius, the danger level of the corresponding dangerous driving behavior is different depending on the extent of the smaller radius. The radius difference between the safety curvature radius and the real-time curvature radius is determined to measure the corresponding danger level, and different turning protection controls are determined for different danger levels.

[0130] Step 703: Perform turning protection control according to the radius difference.

[0131] In some embodiments, step 703 includes:

[0132] Step 7031: In response to the radius difference being less than a preset first difference threshold, the user is prompted that there is a driving safety risk, and driving guidance is provided to the user.

[0133] During specific implementation, if the real-time curvature radius is smaller than the safe curvature radius, and the radius difference is smaller than the preset first difference threshold, it means that the user has only partially crossed the line and there is a tendency to drive in the opposite direction after turning. The danger level at this time is the lower first danger level, and the corresponding execution protection control means are relatively mild. It is only necessary to prompt the driver to remind the driver of the risk of driving in the opposite direction. The driver is advised to increase the steering wheel angle to the left. If there is a head-up display, the head-up display can also provide driving guidance for the user to avoid dangerous driving behavior of driving in the opposite direction.

[0134] Step 7032: In response to the radius difference being greater than or equal to a first preset difference threshold and less than a second preset difference threshold, the user is notified of a driving safety risk, the hazard lights are activated, and the vehicle's curvature radius is increased to a value greater than or equal to the safe curvature radius.

[0135] During specific implementation, if the real-time curvature radius is smaller than the safe curvature radius, and the radius difference is greater than or equal to the preset first difference threshold, and less than the preset second difference threshold, it means that the user has crossed the line during the turning process, and the probability of entering the opposite lane after turning increases, and the probability of driving in the opposite direction is relatively high. The danger level at this time is the medium second danger level, and the corresponding execution protection control means are slightly stricter. The head-up display will prompt the user that there is a driving safety risk, and the double flash will be automatically turned on to remind other vehicles to pay attention and avoid it to avoid causing a safety accident. The vehicle will be controlled to increase the real-time curvature radius to be greater than or equal to the safe curvature radius, and the occurrence of dangerous driving behavior after the turn will be avoided through protection control.

[0136] Step 7033: In response to the radius difference being greater than or equal to a preset second difference threshold, the user is prompted through the head-up display that there is a driving safety risk, the hazard lights are turned on, and the vehicle is controlled to brake.

[0137] During specific implementation, if the real-time curvature radius is smaller than the safety curvature radius, and the radius difference is greater than or equal to the preset second difference threshold, it means that the user will most likely enter the reverse driving stage after turning. The danger level at this time is the higher third danger level. The corresponding protection control measures are very strict. The double flashes are automatically turned on, and the seat belts are pre-tightened while emergency braking is performed. The other vehicles are reminded to pay attention to avoid while avoiding the deepening of the reverse driving, avoiding safety accidents while stopping the continuation of the reverse driving behavior to protect the safety of the user.

[0138] When the protection type is turn protection, the real-time curvature radius and the safe curvature radius are used to determine whether there is a risk of turning into the oncoming lane. If there is a risk of turning into the oncoming lane, turn protection control is used to prevent the user from engaging in dangerous driving behaviors on the target road type, ensuring driving safety. Different protection control schemes are provided for different real-time vehicle states to ensure driving safety on different target road types with safety risks.

[0139] It should be noted that the method of the embodiment of the present application can be performed by a single device, such as a computer or server. The method of this embodiment can also be applied in a distributed scenario and performed by multiple devices working together. In such a distributed scenario, one of the multiple devices may only perform one or more steps of the method of the embodiment of the present application, and the multiple devices will interact with each other to complete the method.

[0140] It should be noted that the above description is limited to some embodiments of the present application. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recited in the claims may be performed in an order different from that described in the above embodiments and still achieve the desired results. Furthermore, the processes depicted in the accompanying drawings do not necessarily require the specific order or sequential order shown to achieve the desired results. In certain embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0141] Based on the same inventive concept, corresponding to any of the above-mentioned embodiment methods, the present application also provides a device for preventing and controlling dangerous driving behaviors.

[0142] refer to Figure 8 The device for preventing and controlling dangerous driving behavior includes:

[0143] The target road section determination module 10 is configured to: determine whether there is a preset target type road section on the navigation path according to the navigation data;

[0144] The protection type determination module 20 is configured to: in response to the existence of the target type road segment, determine the interval distance between the real-time position of the vehicle and the starting position of the target type road segment, and determine the protection type according to the interval distance and the navigation data;

[0145] The straight-ahead protection control module 30 is configured to: in response to the protection type being straight-ahead protection, determine a target wheel for judging dangerous driving behavior based on the navigation data and the target type road segment, and perform straight-ahead protection control based on the wheel position of the target wheel in the road environment image;

[0146] The turning protection control module 40 is configured to: in response to the protection type being turning protection, determine a safe curvature radius according to the vehicle's real-time position and navigation data, and perform turning protection control on the vehicle according to the real-time curvature radius and the safe curvature radius.

[0147] For the convenience of description, the above devices are described as being divided into various modules according to their functions. Of course, when implementing this application, the functions of each module can be implemented in the same or multiple software and / or hardware.

[0148] The device of the above embodiment is used to implement the corresponding dangerous driving behavior prevention and control method in any of the above embodiments, and has the beneficial effects of the corresponding method embodiment, which will not be repeated here.

[0149] Based on the same inventive concept, corresponding to any of the above-mentioned embodiments and methods, the present application also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and runnable on the processor, wherein when the processor executes the program, the method for preventing and controlling dangerous driving behaviors described in any of the above embodiments is implemented.

[0150] Figure 9 10 is a schematic diagram showing a more specific hardware structure of an electronic device provided in this embodiment. The device may include: a processor 1010, a memory 1020, an input / output interface 1030, a communication interface 1040, and a bus 1050. The processor 1010, the memory 1020, the input / output interface 1030, and the communication interface 1040 are communicatively connected to each other within the device via the bus 1050.

[0151] The processor 1010 can be implemented using a general-purpose CPU (Central Processing Unit), a microprocessor, an application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of this specification.

[0152] The memory 1020 can be implemented in the form of ROM (Read Only Memory), RAM (Random Access Memory), static storage devices, dynamic storage devices, etc. The memory 1020 can store an operating system and other application programs. When the technical solutions provided in the embodiments of this specification are implemented through software or firmware, the relevant program code is stored in the memory 1020 and is called and executed by the processor 1010.

[0153] The input / output interface 1030 is used to connect input / output modules to implement information input and output. The input / output modules can be configured as components within the device (not shown in the figure) or can be externally connected to the device to provide corresponding functions. Input devices may include a keyboard, mouse, touch screen, microphone, various sensors, etc., and output devices may include a display, speaker, vibrator, indicator light, etc.

[0154] The communication interface 1040 is used to connect to a communication module (not shown) to enable communication between the device and other devices. The communication module can communicate via a wired method (such as USB, network cable, etc.) or a wireless method (such as mobile network, WiFi, Bluetooth, etc.).

[0155] The bus 1050 comprises a path for transmitting information between the various components of the device (eg, the processor 1010 , the memory 1020 , the input / output interface 1030 , and the communication interface 1040 ).

[0156] It should be noted that although the above device only shows the processor 1010, the memory 1020, the input / output interface 1030, the communication interface 1040, and the bus 1050, in a specific implementation, the device may also include other components necessary for normal operation. In addition, it will be understood by those skilled in the art that the above device may only include the components necessary to implement the embodiments of this specification, and does not necessarily include all the components shown in the figure.

[0157] The electronic device of the above embodiment is used to implement the corresponding dangerous driving behavior prevention and control method in any of the above embodiments, and has the beneficial effects of the corresponding method embodiment, which will not be repeated here.

[0158] Based on the same inventive concept, corresponding to any of the above-mentioned embodiment methods, the present application also provides a non-transitory computer-readable storage medium, which stores computer instructions, and the computer instructions are used to enable the computer to execute the method for preventing and controlling dangerous driving behaviors as described in any of the above embodiments.

[0159] The computer-readable media of this embodiment include permanent and non-permanent, removable and non-removable media that can be used to store information by any method or technology. The information can be computer-readable instructions, data structures, program modules or other data. Examples of computer storage media include, but are not limited to, phase change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technology, read-only compact disc read-only memory (CD-ROM), digital versatile disc (DVD) or other optical storage, magnetic cassettes, tape disk storage or other magnetic storage devices or any other non-transmission media that can be used to store information that can be accessed by a computing device.

[0160] The computer instructions stored in the storage medium of the above embodiment are used to enable the computer to execute the method for preventing and controlling dangerous driving behaviors as described in any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0161] Based on the same inventive concept, corresponding to any of the above-mentioned embodiments and methods, the present application also provides a vehicle, including the electronic device or dangerous driving behavior prevention and control device of the above-mentioned embodiment, and executing the dangerous driving behavior prevention and control method as described in any of the above embodiments through the electronic device or dangerous driving behavior prevention and control device of the above-mentioned embodiment, and having the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0162] It is understandable that before using the technical solutions of each embodiment of the present disclosure, the type, scope of use, usage scenarios, etc. of the personal information involved will be informed to the user in an appropriate manner, and the user's authorization will be obtained.

[0163] For example, in response to a user's active request, a prompt message is sent to the user to clearly inform the user that the requested operation will require the acquisition and use of the user's personal information. This allows the user to independently choose whether to provide personal information to the electronic device, application, server, storage medium, or other software or hardware that performs the operation of the disclosed technical solution based on the prompt message.

[0164] As an optional but non-limiting implementation, in response to a user's active request, the prompt information may be sent to the user in the form of a pop-up window, in which the prompt information may be presented in text form. Furthermore, the pop-up window may also contain a selection control for the user to select "agree" or "disagree" to provide personal information to the electronic device.

[0165] It is understandable that the above notification and user authorization process are merely illustrative and do not constitute a limitation on the implementation of the present disclosure. Other methods that comply with relevant laws and regulations may also be applied to the implementation of the present disclosure.

[0166] Those skilled in the art should understand that the discussion of any of the above embodiments is merely illustrative and is not intended to imply that the scope of the present application is limited to these examples. In line with the present application, the technical features in the above embodiments or different embodiments may be combined, the steps may be implemented in any order, and there are many other variations of the different aspects of the embodiments of the present application as described above, which are not provided in detail for the sake of simplicity.

[0167] In addition, for simplicity of description and discussion, and in order not to make the embodiment of the application difficult to understand, the known power supply / ground connection with integrated circuit (IC) chip and other components may or may not be shown in the accompanying drawings provided. In addition, the device can be shown in the form of a block diagram to avoid making the embodiment of the application difficult to understand, and this also takes into account the following fact, that is, the details of the embodiment of these block diagram devices are highly dependent on the platform to be implemented in the embodiment of the application (that is, these details should be fully within the scope of understanding of those skilled in the art). When specific details (for example, circuit) are set forth to describe exemplary embodiments of the application, it will be apparent to those skilled in the art that the embodiment of the application can be implemented without these specific details or when these specific details are changed. Therefore, these descriptions should be considered to be illustrative rather than restrictive.

[0168] Although the present invention has been described in conjunction with specific embodiments thereof, many alternatives, modifications, and variations of these embodiments will be apparent to those skilled in the art based on the foregoing description. For example, other memory architectures (e.g., dynamic RAM (DRAM)) may utilize the embodiments discussed.

[0169] The embodiments of the present application are intended to cover all such substitutions, modifications, and variations that fall within the broad scope of the present application. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the embodiments of the present application should be included in the scope of protection of the present application.

Claims

1. A method for preventing and controlling dangerous driving behavior, characterized in that: include: Determining whether there is a preset target type section on the navigation path according to the navigation data; In response to the existence of the target type road segment, determining a separation distance between the real-time position of the vehicle and a starting position of the target type road segment, and determining a protection type according to the separation distance and the navigation data; In response to the protection type being straight-ahead protection, determining a target wheel for judging dangerous driving behavior based on the navigation data and the target type road section, and performing straight-ahead protection control based on a wheel position of the target wheel in the road environment image; In response to the protection type being turn protection, a safety curvature radius is determined according to the real-time position of the vehicle and the navigation data, and turn protection control is performed on the vehicle according to the real-time curvature radius and the safety curvature radius.

2. The method for preventing and controlling dangerous driving behavior according to claim 1, characterized in that: The target type road section is a road section including a two-way lane and a separation marking; and determining the protection type according to the interval distance and the navigation data includes: In response to the separation distance being less than or equal to a preset distance threshold, acquiring a road environment image, and determining a driving state of the vehicle on the target type road section based on the navigation data; The protection type is determined according to the road environment image and the driving status.

3. The method for preventing and controlling dangerous driving behavior according to claim 2, characterized in that: The determining the protection type according to the road environment image and the driving state includes: Determine, based on the road environment image, whether there is a warning vehicle traveling in the opposite direction in the opposite lane of the target type road section; In response to the absence of the prompt vehicle and the driving state being a straight ahead state, determining the protection type to be straight ahead protection; In response to the absence of the prompt vehicle and the driving state being a turning state, the protection type is determined to be turning protection.

4. The method for preventing and controlling dangerous driving behavior according to claim 1, characterized in that: The determining of a target wheel for judging a dangerous driving behavior according to the navigation data and the target type road section includes: determining a driving direction of the user according to the navigation data, and determining an opposite lane in the target type road section according to the driving direction; A first direction of the opposite lane relative to the vehicle is determined in the target type road section, and a front wheel of the vehicle in the first direction is determined as the target wheel.

5. The method for preventing and controlling dangerous driving behavior according to claim 1, characterized in that: The performing straight-ahead protection control according to the wheel position of the target wheel in the road environment image includes: Determining a deviation distance based on the wheel position and the isolation marking position in the road environment image; Straight-ahead protection control is performed according to the deviation distance.

6. The method for preventing and controlling dangerous driving behavior according to claim 5, characterized in that: The performing straight-ahead protection control according to the deviation distance includes: In response to the deviation distance being less than a preset first distance threshold, prompting the user that there is a driving safety risk, and providing driving guidance to the user through the head-up display; or, In response to the deviation distance being greater than or equal to a preset first distance threshold and less than a preset second distance threshold, the user is prompted that there is a driving safety risk, the hazard lights are turned on, and the vehicle is controlled to decelerate to a preset safe speed; or In response to the deviation distance being greater than or equal to a preset second distance threshold, the user is prompted that there is a driving safety risk, the hazard lights are turned on, and the vehicle is controlled to brake.

7. The method for preventing and controlling dangerous driving behavior according to claim 1, characterized in that: The performing turning protection control on the vehicle according to the real-time curvature radius and the safe curvature radius includes: In response to the real-time curvature radius being greater than or equal to the safety curvature radius, updating the safety curvature radius according to the real-time position of the vehicle; In response to the real-time curvature radius being smaller than the safety curvature radius, determining a radius difference between the safety curvature radius and the real-time curvature radius; Turning protection control is performed according to the radius difference.

8. The method for preventing and controlling dangerous driving behavior according to claim 7, characterized in that: The performing turning protection control according to the radius difference includes: In response to the radius difference being less than a preset first difference threshold, prompting the user that there is a driving safety risk, and providing driving guidance to the user through the head-up display; or, In response to the radius difference being greater than or equal to a preset first difference threshold and less than a preset second difference threshold, the user is prompted that there is a driving safety risk, the hazard lights are turned on, and the vehicle is controlled to increase the real-time curvature radius to be greater than or equal to the safe curvature radius; or, In response to the radius difference being greater than or equal to a preset second difference threshold, the user is prompted that there is a driving safety risk, the hazard lights are turned on, and the vehicle is controlled to brake.

9. An electronic device comprising a memory, a processor, and a computer program stored in the memory and running on the processor, characterized in that: When the processor executes the computer program, the method according to any one of claims 1 to 8 is implemented.

10. A vehicle, characterized in that: Comprising the electronic device as claimed in claim 9.

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