Control method and device for preventing accelerator from being stepped on by mistake, electronic equipment and storage medium

Abstract

The embodiment of the invention discloses a control method and device for preventing an accelerator from being stepped on by mistake, equipment and a medium. The method comprises the steps that if it is detected that an anti-collision early warning function is started, real-time working condition information and front obstacle information of a vehicle are obtained, and the collision time between the vehicle and a front obstacle is determined based on the front obstacle information and the real-time working condition information; determining a target operation parameter threshold value corresponding to the real-time operation parameter based on the real-time vehicle speed and the collision time, and determining a real-time driving behavior of the vehicle based on the real-time operation parameter and the target operation parameter threshold value; if the real-time driving behavior represents that the vehicle is in the state of stepping on the accelerator by mistake, a power control strategy of the vehicle is determined based on the real-time working condition information, and braking control is conducted on the vehicle by executing the power control strategy. When it is monitored that the vehicle is in the state of stepping on the accelerator by mistake, power control intervention is conducted immediately, collision accidents are effectively avoided or relieved, and the driving safety is improved.

Description

Technical Field

[0001] This application relates to the field of intelligent driving technology, and particularly to a control method, device, electronic device, and computer-readable storage medium for preventing accidental throttle pedal pressing. Background Art

[0002] In the driving habits of existing vehicles, since both the accelerator and the brake need to be controlled by stepping on the corresponding pedals with the same foot, however, the driver may habitually use an incorrect foot position, such as keeping the right foot suspended, or still keeping the right foot on the accelerator pedal when there is no need to step on the accelerator, which increases the risk of accidentally stepping on the accelerator. Or novice drivers or drivers with insufficient driving experience may not be proficient enough in controlling the vehicle.

[0003] In actual driving, for example, after the forward collision warning function is turned on, the driver may not be able to react quickly and accurately, thus accidentally stepping on the accelerator, resulting in incorrect operations such as the vehicle accelerating instead of decelerating or stopping, increasing the driving risk and possibly causing safety accidents. Summary of the Invention

[0004] To solve the above technical problems, embodiments of the present application provide a control method and device for preventing accidental throttle pedal pressing, an electronic device, a computer-readable storage medium, and a computer program product.

[0005] According to one aspect of the embodiments of the present application, a control method for preventing accidental throttle pedal pressing is provided, including: if it is detected that the collision prevention warning function is turned on, obtaining the real-time working condition information of the vehicle and the information of the obstacle ahead, where the real-time working condition information includes the real-time vehicle speed and the real-time operation parameters of the vehicle; determining the collision time between the vehicle and the obstacle ahead based on the information of the obstacle ahead and the real-time working condition information; determining the target operation parameter threshold corresponding to the real-time operation parameters based on the real-time vehicle speed and the collision time, and determining the real-time driving behavior of the vehicle based on the real-time operation parameters and the target operation parameter threshold; if the real-time driving behavior indicates that the vehicle is in a state of accidentally stepping on the accelerator, determining the power control strategy of the vehicle based on the real-time working condition information, so as to perform braking control on the vehicle by executing the power control strategy.

[0006] According to one aspect of the embodiments of the present application, the real-time operation parameter includes a throttle opening value. Determining a target operation parameter threshold corresponding to the real-time operation parameter based on the real-time vehicle speed and the collision time, and determining the real-time driving behavior of the vehicle based on the real-time operation parameter and the target operation parameter threshold includes: determining a target throttle opening threshold based on the real-time vehicle speed and the collision time; if the throttle opening value is greater than or equal to the target throttle opening threshold, determining a throttle opening excess coefficient based on the throttle opening value and the target throttle opening threshold; and determining the real-time driving behavior of the vehicle based on the throttle opening excess coefficient.

[0007] According to one aspect of the embodiments of the present application, the real-time operation parameter includes a throttle opening change rate. Determining a target operation parameter threshold corresponding to the real-time operation parameter based on the real-time vehicle speed and the collision time, and determining the real-time driving behavior of the vehicle based on the real-time operation parameter and the target operation parameter threshold includes: determining the throttle opening change rate of the vehicle based on the throttle opening value, and determining a target throttle opening change rate threshold based on the real-time vehicle speed and the collision time; if the throttle opening change rate is greater than or equal to the target throttle opening change rate threshold, determining a throttle opening change rate excess coefficient based on the throttle opening change rate and the target throttle opening change rate threshold; and determining the real-time driving behavior of the vehicle based on the throttle opening change rate excess coefficient and the throttle opening excess coefficient.

[0008] According to one aspect of the embodiments of the present application, the real-time operation parameter includes an acceleration. Determining a target operation parameter threshold corresponding to the real-time operation parameter based on the real-time vehicle speed and the collision time, and determining the real-time driving behavior of the vehicle based on the real-time operation parameter and the target operation parameter threshold includes: determining a target acceleration threshold based on the real-time vehicle speed and the collision time; if the acceleration is greater than or equal to the target acceleration threshold, determining an acceleration excess coefficient based on the acceleration and the target acceleration threshold; and determining the real-time driving behavior of the vehicle based on the acceleration excess coefficient.

[0009] According to one aspect of the embodiments of the present application, the real-time operating parameters further include the steering wheel angle. Determining the target operating parameter threshold corresponding to the real-time operating parameters based on the real-time vehicle speed and the collision time, and determining the real-time driving behavior of the vehicle based on the real-time operating parameters and the target operating parameter threshold includes: determining the target steering wheel angle threshold based on the real-time vehicle speed and the collision time; if the steering wheel angle is greater than or equal to the target steering wheel angle threshold, determining the steering wheel angle exceeding coefficient based on the steering wheel angle and the target steering wheel angle threshold; and determining the real-time driving behavior of the vehicle based on the steering wheel angle exceeding coefficient.

[0010] According to one aspect of the embodiments of the present application, determining the real-time driving behavior of the vehicle based on the real-time operating parameters and the target operating parameter threshold includes: determining the throttle opening exceeding coefficient, the throttle opening change rate exceeding coefficient, the acceleration exceeding coefficient, and the steering wheel angle exceeding coefficient based on the real-time operating parameters and the target operating parameter threshold; the real-time operating parameters include the throttle opening value, the throttle opening change rate, the acceleration, and the steering wheel angle; the target operating parameter threshold includes the target throttle opening threshold, the target throttle opening change rate threshold, the target acceleration threshold, and the target steering wheel angle threshold; obtaining the real-time road condition information, and determining the weights corresponding to the throttle opening exceeding coefficient, the throttle opening change rate exceeding coefficient, the acceleration exceeding coefficient, and the steering wheel angle exceeding coefficient respectively based on the real-time road condition information; calculating the weighted sum between the throttle opening exceeding coefficient, the throttle opening change rate exceeding coefficient, the acceleration exceeding coefficient, and the steering wheel angle exceeding coefficient based on the weights, and the weighted sum is used to characterize the evaluation parameter of the vehicle's misstep on the throttle; if the evaluation parameter of the vehicle's misstep on the throttle is greater than or equal to the preset parameter threshold of the vehicle's misstep on the throttle, determining that the real-time driving behavior characterizes that the vehicle is in a state of misstep on the throttle.

[0011] According to one aspect of the embodiments of the present application, the real-time operating condition information further includes the real-time output torque of the motor. Determining the power control strategy of the vehicle based on the real-time operating condition information includes: obtaining the power characteristics of the vehicle, and determining the adjustment coefficient of the motor based on the power characteristics and the preset safety strategy of the vehicle; determining the torque reduction strategy of the motor based on the adjustment coefficient of the motor, the evaluation parameter of the vehicle's misstep on the throttle, and the real-time output torque; monitoring the real-time evaluation parameter of the vehicle's misstep on the throttle, and if the real-time evaluation parameter is less than the preset evaluation parameter threshold, determining the torque recovery strategy of the motor based on the real-time evaluation parameter; and determining the power control strategy of the vehicle based on the torque reduction strategy and the torque recovery strategy.

[0012] According to one aspect of the embodiments of the present application, a control device for preventing accidental stepping on the accelerator is provided, including: an acquisition module, configured to acquire real-time working condition information of the vehicle and information about a front obstacle if it is detected that the collision avoidance warning function is turned on, where the real-time working condition information includes the real-time vehicle speed and real-time operation parameters of the vehicle; a first determination module, configured to determine the collision time between the vehicle and the front obstacle based on the information about the front obstacle and the real-time working condition information; a second determination module, configured to determine a target operation parameter threshold corresponding to the real-time operation parameters based on the real-time vehicle speed and the collision time, and determine the real-time driving behavior of the vehicle based on the real-time operation parameters and the target operation parameter threshold; and a control module, configured to determine a power control strategy for the vehicle based on the real-time working condition information if the real-time driving behavior indicates that the vehicle is in a state of accidentally stepping on the accelerator, so as to perform braking control on the vehicle by executing the power control strategy.

[0013] According to one aspect of the embodiments of the present application, an electronic device is provided, including: one or more processors; a storage device, configured to store one or more programs, which, when executed by the one or more processors, cause the electronic device to implement the control method for preventing accidental stepping on the accelerator as described above.

[0014] According to one aspect of the embodiments of the present application, a computer-readable storage medium is provided, on which computer-readable instructions are stored, which, when executed by a processor of a computer, cause the computer to execute the control method for preventing accidental stepping on the accelerator as described above.

[0015] According to one aspect of the embodiments of the present application, a computer program product is further provided, including a computer program, which, when executed by a processor, implements the steps in the control method for preventing accidental stepping on the accelerator as described above.

[0016] In the technical solution provided by the embodiments of the present application, by real-time detecting the information about the front obstacle and the working conditions of the vehicle, including the vehicle speed and operation parameters (such as the position of the accelerator pedal, the state of the brake pedal, etc.), potential collision risks can be quickly identified, and the target operation parameter threshold of the vehicle can be dynamically adjusted according to the real-time vehicle speed, enabling a precise assessment of the driver's current driving behavior. When it is monitored that the vehicle is in a state of accidentally stepping on the accelerator, it can immediately intervene and perform braking control on the vehicle by adjusting the power control strategy, effectively avoiding or reducing collision accidents, thereby significantly improving driving safety.

[0017] It should be understood that the above general description and the following detailed description are only exemplary and explanatory, and cannot limit the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] The accompanying drawings here are incorporated into and form a part of this specification, showing embodiments consistent with this application, and are used together with the specification to explain the principles of this application. Obviously, the accompanying drawings in the following description are only some embodiments of this application, and those of ordinary skill in the art can obtain other drawings based on these drawings without creative efforts. In the drawings:

[0019] Figure 1 It is a schematic diagram of an implementation environment for throttle anti-misstep control shown in an exemplary embodiment of this application;

[0020] Figure 2 It is a flowchart of a throttle anti-misstep control method shown in an exemplary embodiment of this application;

[0021] Figure 3 It is a flowchart of a throttle anti-misstep control method shown in another exemplary embodiment of this application;

[0022] Figure 4 It is a flowchart of a throttle anti-misstep control method shown in another exemplary embodiment of this application;

[0023] Figure 5 It is a flowchart of a throttle anti-misstep control method shown in another exemplary embodiment of this application;

[0024] Figure 6 It is a flowchart of a throttle anti-misstep control method shown in another exemplary embodiment of this application;

[0025] Figure 7 It is a flowchart of a throttle anti-misstep control method shown in another exemplary embodiment of this application;

[0026] Figure 8 It is a schematic diagram of the installation of various sensors on a vehicle shown in another exemplary embodiment of this application;

[0027] Figure 9 It is a flowchart of a throttle anti-misstep control method shown in another exemplary embodiment of this application;

[0028] Figure 10 It is a schematic diagram of a brief process for throttle anti-misstep control in an exemplary application scenario;

[0029] Figure 11 It is a block diagram of a throttle anti-misstep control device shown in an exemplary embodiment of this application;

[0030] Figure 12 It shows a schematic diagram of the structure of a computer system of an electronic device suitable for implementing the embodiments of this application. Detailed Implementation Modes

[0031] Here, exemplary embodiments will be described in detail, and examples thereof are shown in the accompanying drawings. When the following description refers to the accompanying drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with the present application. On the contrary, they are merely examples of devices and methods consistent with some aspects of the present application as detailed in the appended claims.

[0032] The block diagrams shown in the accompanying drawings are only functional entities and do not necessarily correspond to physically independent entities. That is, these functional entities can be implemented in software form, or in one or more hardware modules or integrated circuits, or in different networks and / or processor devices and / or microcontroller devices.

[0033] The flowcharts shown in the accompanying drawings are only exemplary illustrations and do not necessarily include all contents and operations / steps, nor do they necessarily need to be executed in the described order. For example, some operations / steps can be decomposed, while some operations / steps can be combined or partially combined. Therefore, the actual execution order may change according to the actual situation.

[0034] As used in this application, "a plurality of" means two or more. "And / or" describes the association relationship of associated objects and indicates that three relationships can exist. For example, A and / or B can represent: A exists alone, A and B exist simultaneously, and B exists alone. The character " / " generally represents an "or" relationship between the associated objects before and after.

[0035] First of all, it should be noted that the forward collision warning system, namely (Forward Collision Warning, FCW), is an intelligent vehicle safety technology. The FCW system collects information on the road ahead through sensors such as radar or cameras, and identifies and tracks the vehicles ahead. The system can evaluate the distance, relative orientation and speed between the vehicle itself and the vehicle ahead in real time, and judge whether there is a risk of rear-end collision according to the preset safety distance warning model. Once it is judged that there is a potential collision danger, the system will issue an alarm signal in time, such as a sound alarm, a visual warning or a vibration, etc., to remind the driver to take corresponding measures to avoid the collision.

[0036] The FCW system can continuously monitor the distance between the host vehicle and the vehicle ahead, and judge the rear-end collision risk according to the vehicle speed and the safe distance model. When the distance is too close, the system will issue a warning signal. In addition to distance monitoring, the FCW system can also measure the relative speed between the host vehicle and the vehicle ahead through radar. When the speed of the host vehicle exceeds that of the vehicle ahead and there is a possibility of collision, the system will issue a collision warning. Moreover, the FCW system is applicable to various road scenarios, including highways, urban roads, and rural roads, etc. Especially when driving on highways, due to the high vehicle speed and large traffic flow, the FCW system can more effectively improve driving safety.

[0037] Figure 1 It is a schematic diagram of the implementation environment of the control method for preventing accidental stepping on the accelerator during the activation process of the FCW function shown in an exemplary embodiment of the present application. As Figure 1 shown, during the vehicle driving process, if it is detected that the collision avoidance warning function of the vehicle is activated, the intelligent terminal 110 can obtain the real-time working condition information of the vehicle and the information of the obstacle ahead of the vehicle. Among them, the real-time working condition information of the vehicle includes the real-time vehicle speed and the real-time operation parameters of the vehicle. Then, the intelligent terminal 110 sends the real-time working condition information of the vehicle and the information of the obstacle ahead to the server 120. The server 120 determines the collision time between the vehicle and the obstacle ahead based on the information of the obstacle ahead and the real-time working condition of the vehicle. Furthermore, the server 120 can determine the target operation parameter threshold corresponding to the real-time operation parameter based on the real-time vehicle speed and the collision time, and can determine the real-time driving behavior of the vehicle according to the real-time operation parameter of the vehicle and the target operation parameter threshold. If the real-time driving behavior indicates that the vehicle is in the state of accidentally stepping on the accelerator, the power control strategy of the vehicle can be determined according to the real-time working condition information of the vehicle, so as to control the vehicle to execute the power control strategy through the server 120 or the intelligent terminal 110 to perform braking control on the vehicle, thereby realizing the control of preventing accidental stepping on the accelerator of the vehicle.

[0038] Among them, Figure 1 the intelligent terminal shown can be any terminal device that supports data communication and vehicle control, such as a smart phone, an in-vehicle computer, a tablet computer, a notebook computer, or a wearable device, etc., but is not limited thereto. Figure 1The server 120 shown, for example, can be an independent physical server, a server cluster or a distributed system composed of multiple physical servers, or a cloud server that provides basic cloud computing services such as cloud services, cloud databases, cloud computing, cloud functions, cloud storage, network services, cloud communications, middleware services, domain name services, security services, CDN (Content Delivery Network), and big data and artificial intelligence platforms. There is no limitation here either. The intelligent terminal 110 can communicate with the navigation server 220 through wireless networks such as 3G (third-generation mobile information technology), 4G (fourth-generation mobile information technology), 5G (fifth-generation mobile information technology), etc. There is no limitation here either.

[0039] In the driving habits of existing vehicles, since both the accelerator and the brake need to be controlled by stepping on the corresponding pedals with the same foot, however, the driver may habitually use an incorrect foot position, such as hanging the right foot in the air, or still keeping the right foot on the accelerator pedal when there is no need to step on the accelerator, which increases the risk of accidentally stepping on the accelerator, or novice drivers or drivers with insufficient driving experience may not be proficient enough in controlling the vehicle.

[0040] In actual driving, for example, after the forward collision warning function is turned on, the driver may not be able to react quickly and accurately, thus accidentally stepping on the accelerator, resulting in incorrect operations such as the vehicle accelerating instead of decelerating or stopping, increasing the driving risk and possibly causing safety accidents.

[0041] The problems pointed out above are generally applicable in common travel scenarios. To solve these problems, the embodiments of the present application respectively propose a control method for preventing accidental stepping on the accelerator, a device for preventing accidental stepping on the accelerator, an electronic device, a computer-readable storage medium, and a computer program product. These embodiments will be described in detail below.

[0042] Please refer to Figure 2 , Figure 2 which is a flowchart of the control method for preventing accidental stepping on the accelerator shown in an exemplary embodiment of the present application. This method can be applied to Figure 1 the implementation environment shown, and is specifically executed by the intelligent terminal 110 in this real-time environment. It should be understood that this method can also be applicable to other exemplary implementation environments and is specifically executed by devices in other implementation environments. This embodiment does not limit the implementation environment to which this method is applicable.

[0043] As Figure 2 shown, in an exemplary embodiment, the control method for preventing accidental stepping on the accelerator at least includes steps S210 to S230, which are introduced in detail as follows:

[0044] Step S210: If the anti-collision warning function is detected to be enabled, obtain the real-time operating conditions information of the vehicle and the information of the obstacle ahead. The real-time operating conditions information includes the real-time vehicle speed and the real-time operation parameters.

[0045] During the driving process of the vehicle, when the anti-collision warning system on the vehicle is activated, it means that the system starts to actively monitor potential collision risks. This usually occurs when the vehicle approaches other vehicles, pedestrians or other obstacles. Then, the real-time operating conditions information of the vehicle and the information of the obstacle ahead can be obtained through the corresponding sensors on the vehicle. Among them, the information of the obstacle ahead includes the size of the obstacle, the orientation of the obstacle, the distance between the obstacle and the vehicle, etc. Among them, the real-time operating conditions information of the vehicle includes the real-time vehicle speed and the real-time operation parameters on the vehicle, etc. At the same time, the system will use sensor technologies such as radar and cameras to detect and identify the obstacles ahead. These information are crucial for evaluating the collision risk because they provide key data such as the position, size, and moving speed of the obstacle.

[0046] Exemplarily, when the anti-collision warning function of the vehicle is activated, the system enters a highly alert state aimed at preventing possible collision accidents. The triggering of this function prompts the vehicle to start collecting a series of key data, that is, the real-time operating conditions information, in order to conduct a more accurate analysis and evaluation of the current driving environment.

[0047] The real-time vehicle speed is the core part of the real-time operating conditions information. It reflects the current moving speed of the vehicle and is an important basis for judging the safe distance and predicting potential collision risks. By continuously monitoring the vehicle speed, the system can timely adjust the warning level to ensure that the driver has enough time to respond to potential dangerous situations. In addition to the real-time vehicle speed, the real-time operation parameters are also indispensable. These parameters cover various aspects of information such as the steering wheel angle, the state of the brake pedal, and the position of the accelerator pedal. They jointly depict the current control state of the vehicle and provide direct clues about the driver's intention and the dynamic behavior of the vehicle for the system. For example, if the system detects that the steering wheel is turned sharply or the brake pedal is quickly depressed, this may mean that the driver is urgently avoiding an obstacle or about to perform an emergency brake, thus triggering a higher-level collision warning.

[0048] Step S220: Determine the collision time between the vehicle and the obstacle ahead based on the information of the obstacle ahead and the real-time operating conditions information.

[0049] Exemplarily, first, information about the obstacles ahead is collected through sensors such as radar and cameras, including the position, size, shape, moving speed (if the obstacle is dynamic), etc. of the obstacles. At the same time, the vehicle's working conditions are also collected in real time, such as the real-time vehicle speed, acceleration, braking state, steering angle, etc. According to the moving speed of the obstacle ahead and the real-time vehicle speed, the relative speed between the two is calculated. Meanwhile, through the sensor data, the current distance between the vehicle and the obstacle can be determined, and then the collision time between the vehicle and the obstacle ahead is calculated based on the relative current distance and the relative speed. In addition, in some realizable embodiments, if the calculated collision time is lower than a certain duration threshold (this duration threshold can be determined according to safety standards and road conditions), a warning signal can be sent to the driver. The warning signal includes, but is not limited to, audible alarms, visual cues, vibration feedback, etc.

[0050] Step S230, determine the target operation parameter threshold corresponding to the real-time operation parameter based on the real-time vehicle speed and the collision time, and determine the real-time driving behavior of the vehicle based on the real-time operation parameter and the target operation parameter threshold.

[0051] Specifically, the target value or threshold of the operation parameters (such as braking force, steering angle, etc.) that the driver needs to take to avoid collision or mitigate the consequences of the collision can be calculated by using the real-time vehicle speed and the collision time between the vehicle and the obstacle ahead. These target operation parameter thresholds reflect the operation level required to maintain safe driving under given vehicle speed and collision time conditions. Compare the real-time operation parameter with the target operation parameter threshold to determine whether the driver's operation is active or accurate enough to avoid potential collision risks. If the real-time operation parameter is equal to or exceeds the target operation parameter, it is considered that the driver has taken improper measures and there is a behavior of misstepping on the accelerator. Furthermore, the target operation parameter threshold corresponding to the vehicle at the current moment can be determined according to the real-time vehicle speed of the vehicle. Once these target operation parameter thresholds are determined, the real-time operation parameters can be monitored and compared with the target thresholds to determine whether the real-time driving behavior of the vehicle is safe. If the real-time operation parameter exceeds the target threshold, it is considered that there is a potential risk in the driving behavior and it may be in the state of misstepping on the accelerator. In some realizable embodiments, the vehicle can also be controlled to trigger corresponding warning or intervention measures to avoid the vehicle from colliding with the obstacle ahead.

[0052] In vehicle collision avoidance warning, the real-time vehicle speed is not only used to evaluate the safety of the current driving environment, but also serves as an important basis for determining the threshold values of target operation parameters. These target operation parameter threshold values are calculated comprehensively based on various factors such as real-time vehicle speed, road conditions, and traffic regulations, aiming to ensure that the vehicle can maintain a safe and stable driving state under various circumstances. Specifically, the threshold values of key operation parameters such as the maximum safe angle of steering wheel rotation, the response time of braking, and the maximum allowable input of the accelerator pedal will be dynamically adjusted according to the real-time vehicle speed. For example, when driving at high speed, a smaller threshold for steering wheel rotation is set to avoid vehicle out of control caused by excessive steering wheel rotation; while in low-speed driving or parking state, this threshold may be relaxed accordingly. For example, if it is detected that the real-time rotation angle of the steering wheel exceeds the safety threshold set according to the real-time vehicle speed, it may issue a warning to the driver to prompt attention to driving safety; if the situation is urgent, it may even automatically adjust the steering wheel or brakes to avoid potential collision accidents.

[0053] Step S240, if the real-time driving behavior indicates that the vehicle is in a state of accidentally stepping on the accelerator, determine the vehicle's power control strategy based on the real-time operating conditions information, so as to perform braking control on the vehicle by executing the power control strategy.

[0054] Continuing from the above embodiments, the real-time driving behavior of the vehicle at the current moment can be evaluated by comparing the real-time operation parameters of the vehicle with the target operation parameter threshold values. For example, the real-time operation parameters related to the accelerator of the vehicle are compared with the target operation parameter threshold value corresponding to the accelerator. If the comparison result indicates that the real-time driving behavior of the vehicle is in a state of accidentally stepping on the accelerator, the power control strategy of the vehicle can be determined according to the real-time driving behavior of the vehicle, so as to perform braking control on the vehicle by this power control strategy to avoid collision accidents caused by accidentally stepping on the accelerator.

[0055] Exemplarily, when the current driving behavior indicates that the vehicle may be in a state of accidentally stepping on the accelerator, it will immediately enter the next operation: based on the current driving behavior of accidentally stepping on the accelerator, determine the vehicle's power control strategy according to the obtained real-time operating conditions information of the vehicle. Here, the "power control strategy" refers to a series of control instructions that need to be formulated and executed in order to cope with this emergency situation of accidentally stepping on the accelerator. These instructions are aimed at achieving specific driving goals by adjusting the vehicle's power system (such as the engine, transmission, etc.), and here mainly refers to braking control. Among them, braking control is one of the important means to ensure vehicle safety. In the case of accidentally stepping on the accelerator, the vehicle speed may be reduced by reducing the engine power output, activating the braking system (such as ABS, ESP, etc.) or other means, and even in some extreme cases, the vehicle may be completely stopped to avoid possible collisions or accidents.

[0056] In some embodiments of the present application, after detecting that the vehicle's anti-collision warning function is turned on, the potential collision risk can be predicted by real-time detection of the obstacles ahead and the real-time operating condition information of the vehicle, and the driving behavior can be adjusted accordingly, thereby effectively reducing the occurrence of collision accidents and improving road driving safety. In addition, by combining the obstacle information ahead and the real-time status of the vehicle, it can intelligently judge the driver's possible misoperation (such as accidentally stepping on the accelerator) and automatically adjust the vehicle's power control strategy to avoid accidents, which reflects the advancement and practicality of the intelligent driving assistance system. Through timely warnings and active braking control, the driving risk caused by accidentally stepping on the accelerator can be reduced.

[0057] Further, based on the above embodiments, please refer to Figure 3 In one of the exemplary embodiments provided in the present application, the above-mentioned real-time operating parameter includes a throttle opening value, and the above-mentioned specific implementation process of determining the target operating parameter threshold value corresponding to the real-time operating parameter based on the real-time vehicle speed and the collision time, and determining the real-time driving behavior of the vehicle based on the real-time operating parameter and the target operating parameter threshold value may also include steps S310 to S330, which are described in detail as follows:

[0058] Step S310, determining a target throttle opening threshold based on the real-time vehicle speed and collision time;

[0059] Step S320, if the throttle opening value is greater than or equal to the target throttle opening threshold, determining the throttle opening excess coefficient based on the throttle opening value and the target throttle opening threshold;

[0060] Step S330, determining the real-time driving behavior of the vehicle based on the throttle opening excess coefficient.

[0061] The real-time speed refers to the actual speed of the vehicle at the current moment, while the time-to-collision (TTC) refers to the time from the current moment to the collision between the vehicle and the obstacle in front. These two parameters together reflect the relative position and speed relationship between the vehicle and the obstacle in front, and are the basis for assessing the collision risk and determining safe operating parameters. In order to maintain a safe distance from the obstacle in front, it is necessary to calculate the minimum distance required to avoid a collision at the real-time speed. This distance is usually determined based on factors such as vehicle braking performance and road conditions. Once the safe distance is determined, the target throttle opening threshold can be calculated based on the real-time speed and the required safe distance. This threshold reflects the throttle opening limit required to maintain safe driving under given speed and safety distance conditions.

[0062] Exemplarily, the position of the accelerator pedal is obtained in real time by the vehicle's electronic control unit (ECU) or related sensors. This position is usually expressed as a percentage, that is, the throttle opening value, which reflects the driver's demand for acceleration. And, a reasonable throttle opening threshold is determined according to the current real-time vehicle speed. This threshold is to ensure that the vehicle can drive safely and stably at a given speed and will not collide with the obstacle in front. It may be a dynamic value based on the change of real-time vehicle speed, or a fixed value or range preset based on factors such as vehicle type and road conditions. Then, the real-time obtained throttle opening value is compared with the determined target throttle opening threshold. If the throttle opening value is greater than or equal to the throttle opening threshold, it can be considered that the driver may be accelerating excessively or stepping on the accelerator by mistake. Furthermore, when the throttle opening value exceeds the target throttle opening threshold, a throttle opening exceeding coefficient is calculated. This coefficient is usually obtained by dividing the difference between the actual throttle opening value and the target throttle opening threshold by a reference value (such as the target throttle opening threshold itself or a preset value), which reflects the degree or proportion of the throttle opening exceeding. According to the size of the throttle opening exceeding coefficient, the driver's real-time driving behavior can be evaluated. If the throttle opening value exceeding coefficient is very large, it may indicate that the driver is accelerating rapidly to change lanes or stepping on the accelerator by mistake.

[0063] In some embodiments of the present application, the target throttle opening threshold determined by the real-time vehicle speed and the time to collision can accurately predict the potential collision risk of the vehicle. And when the throttle opening value exceeds the target throttle opening threshold, it can quickly identify the real-time driving behavior of the vehicle and effectively prevent the occurrence of collision accidents through subsequent braking or deceleration measures.

[0064] Further, based on the above embodiments, please refer to Figure 4 , in one exemplary embodiment provided by the present application, the above real-time operation parameter includes the throttle opening change rate. The specific implementation process of determining the target operation parameter threshold corresponding to the real-time operation parameter based on the real-time vehicle speed and the time to collision and determining the real-time driving behavior of the vehicle based on the real-time operation parameter and the target operation parameter threshold may further include steps S410 to S430, which are introduced in detail as follows:

[0065] Step S410, determining the throttle opening change rate of the vehicle based on the throttle opening value, and determining the target throttle opening change rate threshold based on the real-time vehicle speed and the time to collision;

[0066] Step S420, if the throttle opening change rate is greater than or equal to the target throttle opening change rate threshold, determining the throttle opening change rate exceeding coefficient based on the throttle opening change rate and the target throttle opening change rate threshold;

[0067] Step S430: Determine the real-time driving behavior of the vehicle based on the throttle opening change rate exceeding coefficient and the throttle opening exceeding coefficient.

[0068] Continuing from the above embodiments, the current throttle opening value is obtained through the vehicle's electronic control unit (ECU) or other sensors. The throttle opening usually represents the degree to which the driver wishes the vehicle to accelerate, ranging from 0% (fully closed) to 100% (fully open). Using the continuously obtained throttle opening values, the change rate of the throttle opening is determined by calculating the ratio of the difference in throttle opening values at adjacent time points to the time interval. This change rate reflects the rapidity or stability of the driver's throttle control. Combining the real-time vehicle speed and the time to collision, an algorithm is designed to dynamically adjust the threshold of the target throttle opening change rate. For example, when the real-time vehicle speed is high and the time to collision is short, a lower throttle opening change rate threshold may need to be set to reduce the risk of emergency braking or collision. Conversely, in the case of a low real-time vehicle speed or a long time to collision, a higher throttle opening change rate can be allowed. If the throttle opening change rate is greater than or equal to the threshold, it is considered that the driver's throttle operation exceeds the normal range. If the throttle opening change rate exceeds the threshold, a throttle opening change rate exceeding coefficient is calculated. This coefficient can be the ratio of the throttle opening change rate to the threshold, used to quantify the degree of exceeding. In addition, based on the throttle opening change rate exceeding coefficient of the vehicle (and possibly the throttle opening exceeding coefficient), combined with other possible driving parameters (such as steering wheel angle, braking force, etc.), the real-time driving behavior of the vehicle can be evaluated. For example, if the throttle opening change rate exceeding coefficient is very high, it may mean that the vehicle is accelerating rapidly, which may be caused by the driver accidentally stepping on the throttle.

[0069] In some realizable embodiments, the throttle opening change rate of the vehicle can also be directly obtained through the corresponding sensors on the vehicle. For example, the throttle opening change rate can be directly collected through the sensor at the throttle pedal.

[0070] In some embodiments of the present application, by real-time monitoring the throttle opening change rate and comparing it with the target throttle opening change rate threshold, dangerous behaviors such as sudden acceleration or sudden deceleration that the driver may take can be identified in advance. And through the throttle opening change rate exceeding coefficient, the severity of misoperation can be further evaluated, and corresponding measures can be taken to ensure driving safety.

[0071] Further, based on the above embodiments, please refer to Figure 5, in one exemplary embodiment provided by the present application, the above real-time operation parameters further include the acceleration of the vehicle. The specific implementation process of determining the target operation parameter threshold corresponding to the real-time operation parameter based on the real-time vehicle speed and the collision time, and determining the real-time driving behavior of the vehicle based on the real-time operation parameter and the target operation parameter threshold may further include steps S510 to S530, which are introduced in detail as follows:

[0072] Step S510, determining a target acceleration threshold based on the real-time vehicle speed and the collision time;

[0073] Step S520, if the acceleration is greater than or equal to the target acceleration threshold, determining an acceleration exceeding coefficient based on the acceleration and the target acceleration threshold;

[0074] Step S530, determining the real-time driving behavior of the vehicle based on the acceleration exceeding coefficient.

[0075] Specifically, the acceleration of the vehicle can be obtained according to the corresponding sensors of the vehicle. Then, the target acceleration threshold of the vehicle can be determined according to the real-time vehicle speed of the vehicle. According to the real-time vehicle speed and the collision time, an algorithm can be designed to dynamically calculate the target acceleration threshold. This threshold is designed to ensure that the vehicle can safely decelerate or maintain the current speed under a given speed and potential collision risk. For example, when the real-time vehicle speed is high and the collision time is short, a lower acceleration threshold may need to be set to reduce the risk of emergency braking or collision. And this threshold may be obtained by comprehensively considering various factors such as vehicle performance, road conditions, and traffic rules. For example, when driving on a highway, the target acceleration threshold may be set relatively high to allow the vehicle to overtake or accelerate smoothly; while on an urban road, it may be set lower to avoid potential safety hazards caused by the vehicle accelerating too fast. Comparing the real-time obtained acceleration data with the set target acceleration threshold, if the acceleration is greater than or equal to the threshold, it indicates that the acceleration behavior of the vehicle may be relatively intense. If the acceleration exceeds the threshold, calculate the degree to which the acceleration exceeds the threshold, that is, the acceleration exceeding coefficient. This coefficient may be a proportional value representing the degree to which the actual acceleration exceeds the target acceleration threshold. Then, the real-time driving behavior of the vehicle can be evaluated according to the current acceleration exceeding coefficient of the vehicle. If the acceleration exceeding coefficient is too large, it indicates that the vehicle is in an intense driving behavior, and the driver may have accidentally stepped on the accelerator, resulting in the acceleration of the vehicle being greater than the target acceleration threshold and having a risk of colliding with the obstacle in front in a short time.

[0076] In addition, in some realizable embodiments, the acceleration exceeding coefficient, throttle opening exceeding coefficient, and throttle opening change rate exceeding coefficient can be combined and evaluated through a certain algorithm or model to assess the real-time driving behavior of the vehicle. For example, if all the coefficients are relatively high, it may indicate that the driver is performing intense acceleration operations, which may increase the risk of the vehicle; while if all the coefficients are relatively low, it may indicate that the driver is driving the vehicle smoothly.

[0077] In some embodiments of the present application, by real-time monitoring the acceleration of the vehicle and comparing it with the target acceleration threshold, it is possible to promptly detect whether there is abnormal acceleration or sudden deceleration of the vehicle. When the acceleration exceeds the threshold, it can quickly identify and take corresponding braking or deceleration measures, thereby effectively preventing the occurrence of collision accidents.

[0078] Further, based on the above embodiments, please refer to Figure 6 , in one exemplary embodiment provided by the present application, the above real-time operation parameter further includes the steering wheel rotation angle. The specific implementation process of determining the target operation parameter threshold corresponding to the real-time operation parameter based on the real-time vehicle speed and collision time, and determining the real-time driving behavior of the vehicle based on the real-time operation parameter and the target operation parameter threshold may further include steps S610 to S630, which are introduced in detail as follows:

[0079] Step S610, determining the target steering wheel rotation angle threshold based on the real-time vehicle speed and collision time;

[0080] Step S620, if the steering wheel rotation angle is greater than or equal to the target steering wheel rotation angle threshold, determining the steering wheel rotation exceeding coefficient based on the steering wheel rotation angle and the target steering wheel rotation angle threshold;

[0081] Step S630, determining the real-time driving behavior of the vehicle based on the steering wheel rotation exceeding coefficient.

[0082] The speed of a vehicle is closely related to its stability and safety when turning. For example, an algorithm is designed to dynamically calculate the target steering wheel angle threshold based on the real-time vehicle speed and collision time. This threshold is aimed at ensuring that the vehicle can avoid collisions or maintain a safe driving state through reasonable steering operations under a given speed and potential collision risk. For example, when the real-time vehicle speed is high and the collision time is short, a lower steering wheel angle threshold may need to be set to reduce the risk during emergency avoidance. On the contrary, in the case of a low real-time vehicle speed or a long collision time, a larger steering wheel angle is allowed. In addition, the setting of the threshold may depend on various factors such as the vehicle's suspension, tire grip, road conditions, and the vehicle's own handling performance. The steering angle data of the steering wheel is obtained in real time through the vehicle's steering wheel angle sensor, and the obtained data is compared with the set target steering wheel angle threshold. If the steering wheel angle is greater than or equal to the threshold, it indicates that the vehicle's turning behavior may be relatively intense or abnormal, and further evaluation is required. If the steering wheel angle exceeds the threshold, the degree of exceeding the threshold relative to the threshold is calculated, that is, the steering wheel angle exceeding coefficient. This coefficient may be a proportional value or a fraction, used to quantify the deviation between the steering wheel angle and the threshold. The steering wheel angle exceeding coefficient is used as an important indicator for evaluating driving behavior. If the exceeding coefficient is high, it may indicate that the driver is performing intense driving behaviors such as sharp turns or rapid lane changes. In this case, even if the vehicle's acceleration is large, it may be due to the vehicle avoiding obstacles in front, resulting in excessive acceleration of the vehicle. Therefore, the real-time driving behavior of the vehicle can be evaluated by combining the vehicle's acceleration and the steering wheel angle.

[0083] In some embodiments of the present application, real-time monitoring of the steering wheel angle and comparison with the threshold can more quickly identify the driver's intention and changes in the vehicle state, and can timely detect intense driving behaviors of the vehicle, which helps to improve the response speed of intelligent driving and enables it to take measures more timely to cope with potential risks.

[0084] Further, based on the above embodiments, please refer to Figure 7 In one exemplary embodiment provided by the present application, the specific implementation process of determining the real-time driving behavior of the vehicle based on the real-time operation parameters and the target operation parameter threshold may further include steps S710 to S740, which are introduced in detail as follows:

[0085] Step S710, determining a throttle opening excess coefficient, a throttle opening change rate excess coefficient, an acceleration excess coefficient, and a steering wheel angle excess coefficient based on real-time operating parameters and target operating parameter thresholds; the real-time operating parameters include a throttle opening value, a throttle opening change rate, an acceleration, and a steering wheel angle; the target operating parameter thresholds include a target throttle opening threshold, a target throttle opening change rate threshold, a target acceleration threshold, and a target steering wheel angle threshold;

[0086] Step S720, obtaining real-time traffic information, and determining weights corresponding to the throttle opening excess coefficient, the throttle opening change rate excess coefficient, the acceleration excess coefficient, and the steering wheel angle excess coefficient based on the real-time traffic information;

[0087] Step S730, calculating the weighted sum of the throttle opening excess coefficient, the throttle opening change rate excess coefficient, the acceleration excess coefficient and the steering wheel angle excess coefficient based on the weights, and the weighted sum is used to characterize the evaluation parameter of the vehicle's mis-operation on the accelerator;

[0088] Step S740: If the evaluation parameter of the vehicle's mis-accelerator pedaling is greater than or equal to the preset parameter threshold of the vehicle's mis-accelerator pedaling, it is determined that the real-time driving behavior indicates that the vehicle is in a mis-accelerator pedaling state.

[0089] Continuing from the above embodiments, based on the vehicle's real-time operation parameters and the target operation parameter thresholds corresponding to these real-time operation parameters, the throttle opening exceeding coefficient, throttle opening change rate exceeding coefficient, acceleration exceeding coefficient, and steering wheel angle exceeding coefficient of the vehicle can be obtained. Among them, the real-time operation parameters include the throttle opening value, throttle opening change rate, acceleration, and steering wheel angle; the target operation parameter thresholds include the target throttle opening threshold, target throttle opening change rate threshold, target acceleration threshold, and target steering wheel angle threshold. Then, according to the real-time road condition information of the vehicle's current location, the weights corresponding to each exceeding coefficient can be determined. The real-time road condition information includes the road congestion level, road traffic accident information, road curvature, road smoothness, road construction situation, weather and road conditions, etc. Furthermore, based on the real-time road condition information, it is necessary to determine the weights corresponding to the throttle opening exceeding coefficient, throttle opening change rate exceeding coefficient, acceleration exceeding coefficient, and steering wheel angle exceeding coefficient respectively. Among them, the determination of the weights may depend on various factors such as the complexity of the road conditions, the vehicle speed, road types (such as highways, urban roads, rural roads, etc.), and traffic rule constraints. The weight may be a proportional coefficient between 0 and 1, used to reflect the importance of each parameter in evaluating the behavior of accidentally stepping on the throttle. Using the determined weights, calculate the weighted sum of the throttle opening exceeding coefficient, throttle opening change rate exceeding coefficient, acceleration exceeding coefficient, and steering wheel angle exceeding coefficient. This weighted sum is used to represent the coefficient of the vehicle accidentally stepping on the throttle, but according to the description, it is actually more likely to be an indicator for comprehensively evaluating whether the vehicle has abnormal driving behaviors (such as accidentally stepping on the throttle). If the calculated coefficient of the vehicle accidentally stepping on the throttle (here it may refer to the weighted sum of multiple parameters) is greater than or equal to the preset parameter threshold for the vehicle accidentally stepping on the throttle, it is determined that the real-time driving behavior indicates that the vehicle is in the state of accidentally stepping on the throttle. Among them, the preset parameter threshold for the vehicle accidentally stepping on the throttle is set according to safety driving standards and experience, and is used to distinguish normal driving behaviors and potential behaviors of accidentally stepping on the throttle.

[0090] In some embodiments of the present application, through the real-time road condition information, the weights of the throttle opening exceeding coefficient, throttle opening change rate exceeding coefficient, acceleration exceeding coefficient, and steering wheel angle exceeding coefficient can be dynamically adjusted. This dynamic adjustment enables a more accurate assessment of driving behaviors, especially in complex or emergency driving environments. By comprehensively considering multiple parameters (throttle opening, throttle opening change rate, acceleration, steering wheel angle) and real-time road condition information, it is possible to more accurately determine whether the driving behavior is abnormal, thereby reducing the false alarms and missed detections of the vehicle accidentally stepping on the throttle. And when the evaluation parameter of the vehicle accidentally stepping on the throttle is greater than or equal to the preset parameter threshold for the vehicle accidentally stepping on the throttle, it can be recognized and responded to in a timely manner, thus effectively avoiding or reducing traffic accidents caused by accidentally stepping on the throttle.

[0091] Further, based on the above embodiment, please refer to Figure 8 In one of the exemplary embodiments adopted in this application, as Figure 8 As shown, Figure 8 This is a schematic diagram of the installation position of the sensor module of a vehicle shown in an exemplary embodiment of the present application, and the real-time operating parameters of the vehicle can be obtained based on the sensor module on the vehicle. For example, the sensor detection module includes a millimeter-wave radar and a camera, which are mainly used to detect obstacles in front of the vehicle and obtain the distance and relative speed information between the vehicle and the obstacles; a throttle opening and throttle pedal depression rate sensor (a potentiometer sensor can be used), which is mainly used to detect the throttle opening value and the throttle opening change rate, and obtain the opening of the driver's throttle and the opening change rate of the throttle pedal when the driver presses the throttle; a torque sensor, which is mainly used to detect the steering wheel angle and obtain the driver's steering wheel angle information; a vehicle speed acceleration sensor, which is mainly used to detect the acceleration change of the vehicle during driving and obtain the driver's instantaneous acceleration during driving. Figure 8 As shown, sensors such as millimeter-wave radar and camera can be installed at the front of the vehicle to ensure accurate detection of obstacles ahead; the acceleration sensor is installed near the central channel of the vehicle chassis, which is relatively stable and can better sense the dynamic changes of the vehicle as a whole; the throttle opening and throttle pedal depression rate sensors are installed at the throttle pedal, which can directly sense the position change and movement speed of the pedal; the torque sensor is installed on the steering column, which can detect the torque size and direction of the driver's action on the steering wheel. This can effectively collect real-time working condition information of the vehicle and information about obstacles ahead.

[0092] Further, based on the above embodiments, please refer to Figure 9 In one of the exemplary embodiments provided in the present application, the real-time operating condition information further includes the real-time output torque of the motor. The specific implementation process of determining the power control strategy of the vehicle based on the real-time operating condition information may also include steps S910 to S940, which are described in detail as follows:

[0093] Step S910, obtaining the power characteristics of the vehicle, and determining the adjustment coefficient of the motor based on the power characteristics and the preset safety strategy of the vehicle;

[0094] Step S920, determining a torque reduction strategy of the motor based on the adjustment coefficient of the motor, the evaluation parameter of the vehicle's mis-accelerator pedal pressing, and the real-time output torque;

[0095] Step S930, monitoring the real-time evaluation parameter of the vehicle's accidental accelerator pedal pressing, and if the real-time evaluation parameter is less than a preset evaluation parameter threshold, determining the torque recovery strategy of the motor based on the real-time evaluation parameter;

[0096] Step S940: Determine the vehicle's power control strategy based on the torque reduction strategy and the torque recovery strategy.

[0097] Exemplarily, the real-time operating condition information of the vehicle obtained further includes the real-time output torque of the vehicle's motor. Among them, the power characteristics of the vehicle refer to the power-related characteristics exhibited by the vehicle during design or actual operation, such as maximum torque, rated power, etc. These characteristics provide a basis for subsequent adjustments. Combining the power characteristics of the vehicle and the preset safety strategy of the vehicle, an adjustment coefficient for the motor can be calculated to adjust the real-time output torque of the motor when the accelerator pedal is accidentally pressed. Among them, torque, also known as torsion, is the moment that causes an object to rotate. In the vehicle field, torque refers to the moment output by the engine crankshaft, reflecting the engine's ability to convert the energy generated by fuel combustion into rotational motion. Therefore, the Figure 8 torque sensor in it can be used to obtain the real-time output torque of the motor. Then, according to the adjustment coefficient of the motor, the evaluation parameter of the vehicle accidentally pressing the accelerator pedal, and the real-time output torque, calculate the amount of torque that needs to be reduced. Furthermore, a specific torque reduction strategy can be formulated according to the calculated torque reduction amount, such as gradually reducing or immediately reducing to a safe value, etc. During the execution of the torque reduction strategy, continuously monitor the opening value of the vehicle's accelerator pedal, the change rate of the accelerator opening value, the acceleration, and the change of parameters such as the steering wheel angle used to evaluate the vehicle accidentally pressing the accelerator pedal, so as to obtain the real-time evaluation parameter of the vehicle accidentally pressing the accelerator pedal. If the real-time evaluation parameter is less than the preset evaluation parameter threshold and lasts for a period of time (such as a few seconds), it is determined that the situation of the vehicle accidentally pressing the accelerator pedal has been lifted, and the amount of torque that needs to be restored can be calculated according to the real-time evaluation parameter and the preset recovery strategy. After that, a specific torque recovery strategy can be formulated according to the calculated torque recovery amount, such as gradually recovering or immediately recovering to the set value, etc.

[0098] Optionally, in some implementable embodiments, when the vehicle is determined to have accidentally stepped on the accelerator pedal, the motor output torque can be reduced to avoid sudden acceleration of the vehicle. For example, assuming the initial motor output torque is Tinitial, the formula Treduced = Tinitial×(1 - α×P) is used, where Treduced is the reduced output torque, the adjustment coefficient α is set according to the specific vehicle power characteristics and the preset safety strategy of the vehicle, and P is the evaluation parameter for the vehicle accidentally stepping on the accelerator pedal. Assuming α = 0.4, for example, when P = 0.8, Treduced = Tinitial×(1 - 0.4×0.8) = Tinitial×0.68, that is, it can be calculated that the motor output torque is reduced to 68% of the initial torque. After that, as the vehicle operating state changes, if the various parameters used to evaluate whether the vehicle has accidentally stepped on the accelerator pedal gradually return to the normal range, the evaluation parameter P for the vehicle accidentally stepping on the accelerator pedal decreases. At this time, the motor output torque also gradually recovers. A recovery coefficient β is set. When P decreases by a certain value, the motor output torque gradually recovers according to a certain proportion. For example, when P decreases by 0.1 each time, the motor output torque increases by 5% of the initial torque.

[0099] In addition, in some implementable embodiments, while reducing the motor output torque, a written and voice broadcast prompt is issued to remind the driver to immediately release the accelerator pedal and take braking measures. The written alarm is displayed on the instrument panel and the in-vehicle display screen. For example, a voice prompt of "Accidentally stepped on the accelerator pedal, please release immediately!" is issued, and at the same time, a corresponding warning icon and text prompt are displayed on the instrument panel. Or, if there is an emergency brake, the emergency brake can be automatically activated to further reduce the risk of collision.

[0100] In this embodiment, by obtaining the power characteristics of the vehicle, such as engine power, torque curve, etc., the power performance of the vehicle can be more accurately understood. Combining the adjustment coefficient with the preset vehicle safety strategy can ensure the power performance while taking into account the safety of the vehicle. And in the case of emergency braking or avoiding danger, the output torque of the motor can be quickly adjusted to reduce the risk of vehicle skidding or losing control.

[0101] Figure 10The figure is a brief flowchart of the throttle control to prevent accidental pressing in an exemplary application scenario. In the application scenario shown in 10, if it is detected that the anti-collision warning function of the vehicle is triggered, the real-time operating condition information and the front obstacle information of the vehicle can be obtained, wherein the real-time operating condition information of the vehicle includes the real-time speed and real-time operating parameters of the vehicle, and then the collision time between the vehicle and the front obstacle can be determined according to the front obstacle information and the real-time operating condition information of the vehicle. After that, the target operating parameter threshold corresponding to the real-time operating parameter of the vehicle can be determined according to the real-time speed and collision time of the vehicle, and the throttle opening degree excess coefficient, throttle opening degree change rate excess coefficient, acceleration excess coefficient and steering wheel angle excess coefficient of the vehicle can be determined according to the target operating parameter threshold and the real-time operating parameter, and then the weights corresponding to each excess coefficient are determined based on the real-time road condition information, and then the weighted sum between them is calculated according to the weights, and the weighted sum can be used to characterize the evaluation parameter of the vehicle's mis-stepping on the accelerator, so as to determine the real-time driving behavior of the vehicle based on the evaluation parameter, and if the evaluation parameter of the vehicle's mis-stepping on the accelerator is greater than or equal to the preset parameter threshold of the vehicle's mis-stepping on the accelerator, it is determined that the real-time driving behavior characterizes that the vehicle is in a mis-stepping on the accelerator state. Then, the power characteristics of the vehicle can be obtained, and the adjustment coefficient of the motor can be determined based on the power characteristics and the preset safety strategy of the vehicle, the real-time output torque of the motor can be obtained, and the torque reduction strategy of the motor can be determined based on the adjustment coefficient of the motor, the evaluation parameters of the vehicle's mis-stepping on the accelerator, and the real-time output torque; and the real-time evaluation parameters of the vehicle's mis-stepping on the accelerator can be continuously monitored. If the real-time evaluation parameters are less than the preset evaluation parameter threshold, the torque recovery strategy of the motor can be determined based on the real-time evaluation parameters; the power control strategy of the vehicle can be determined based on the torque reduction strategy and the torque recovery strategy. For the detailed implementation process, please refer to the records in the aforementioned embodiments, which will not be repeated here.

[0102] Figure 11 is a block diagram of an exemplary embodiment of the present application showing a control method for preventing accidental stepping of the accelerator. The device can be applied to Figure 1 The implementation environment shown in the figure is specifically configured in the intelligent terminal 110. The device can also be applied to other exemplary implementation environments and specifically configured in other devices. This embodiment does not limit the implementation environment to which the device is applicable.

[0103] like Figure 11As shown, the exemplary control device for preventing accidental throttle pressing includes: an acquisition module 1110, configured to obtain real-time vehicle condition information and information on the obstacle ahead if it detects that the collision warning function is enabled, where the real-time vehicle condition information includes the real-time vehicle speed and real-time operation parameters; a first determination module 1120, configured to determine the collision time between the vehicle and the obstacle ahead based on the information on the obstacle ahead and the real-time vehicle condition information; a second determination module 1130, configured to determine a target operation parameter threshold corresponding to the real-time operation parameter based on the real-time vehicle speed and the collision time, and determine the real-time driving behavior of the vehicle based on the real-time operation parameter and the target operation parameter threshold; a control module 1140, configured to determine a power control strategy for the vehicle based on the real-time vehicle condition information if the real-time driving behavior indicates that the vehicle is in a state of accidentally pressing the throttle, so as to perform braking control on the vehicle by executing the power control strategy.

[0104] According to one aspect of the embodiments of the present application, the above-mentioned second determination module 1130 is further configured to determine a target throttle opening threshold based on the real-time vehicle speed and the collision time; if the throttle opening value is greater than or equal to the target throttle opening threshold, determine a throttle opening excess coefficient based on the throttle opening value and the target throttle opening threshold; and determine the real-time driving behavior of the vehicle based on the throttle opening excess coefficient.

[0105] According to one aspect of the embodiments of the present application, the above-mentioned second determination module 1130 is further configured to determine the throttle opening change rate of the vehicle based on the throttle opening value, and determine a target throttle opening change rate threshold based on the real-time vehicle speed and the collision time; if the throttle opening change rate is greater than or equal to the target throttle opening change rate threshold, determine a throttle opening change rate excess coefficient based on the throttle opening change rate and the target throttle opening change rate threshold; and determine the real-time driving behavior of the vehicle based on the throttle opening change rate excess coefficient and the throttle opening excess coefficient.

[0106] According to one aspect of the embodiments of the present application, the above-mentioned second determination module 1130 is further configured to determine a target acceleration threshold based on the real-time vehicle speed and the collision time; if the acceleration is greater than or equal to the target acceleration threshold, determine an acceleration excess coefficient based on the acceleration and the target acceleration threshold; and determine the real-time driving behavior of the vehicle based on the acceleration excess coefficient.

[0107] According to one aspect of the embodiments of the present application, the above-mentioned second determination module 1130 is further configured to determine a target steering wheel angle threshold based on the real-time vehicle speed and the collision time; if the steering wheel angle is greater than or equal to the target steering wheel angle threshold, determine a steering wheel angle excess coefficient based on the steering wheel angle and the target steering wheel angle threshold; and determine the real-time driving behavior of the vehicle based on the steering wheel angle excess coefficient.

[0108] According to one aspect of the embodiments of the present application, the above-mentioned second determination module 1130 is further configured to determine the throttle opening exceeding coefficient, the throttle opening change rate exceeding coefficient, the acceleration exceeding coefficient, and the steering wheel angle exceeding coefficient based on the real-time operation parameters and the target operation parameter thresholds; the real-time operation parameters include the throttle opening value, the throttle opening change rate, the acceleration, and the steering wheel angle; the target operation parameter thresholds include the target throttle opening threshold, the target throttle opening change rate threshold, the target acceleration threshold, and the target steering wheel angle threshold; obtain the real-time road condition information, and determine the respective weights of the throttle opening exceeding coefficient, the throttle opening change rate exceeding coefficient, the acceleration exceeding coefficient, and the steering wheel angle exceeding coefficient based on the real-time road condition information; calculate the weighted sum between the throttle opening exceeding coefficient, the throttle opening change rate exceeding coefficient, the acceleration exceeding coefficient, and the steering wheel angle exceeding coefficient based on the weights, and the weighted sum is used to represent the evaluation parameter of the vehicle accidentally stepping on the throttle; if the evaluation parameter of the vehicle accidentally stepping on the throttle is greater than or equal to the preset parameter threshold of the vehicle accidentally stepping on the throttle, it is determined that the real-time driving behavior represents that the vehicle is in the state of accidentally stepping on the throttle.

[0109] According to one aspect of the embodiments of the present application, the above-mentioned control module 1140 is further configured to obtain the power characteristics of the vehicle, and determine the adjustment coefficient of the motor based on the power characteristics and the preset safety strategy of the vehicle; determine the torque reduction strategy of the motor based on the adjustment coefficient of the motor, the evaluation parameter of the vehicle accidentally stepping on the throttle, and the real-time output torque; monitor the real-time evaluation parameter of the vehicle accidentally stepping on the throttle, and if the real-time evaluation parameter is less than the preset evaluation parameter threshold, determine the torque recovery strategy of the motor based on the real-time evaluation parameter; determine the power control strategy of the vehicle based on the torque reduction strategy and the torque recovery strategy.

[0110] It should be noted that the above-mentioned throttle anti-misstep control device provided by the above-mentioned embodiment and the above-mentioned throttle anti-misstep control method provided by the above-mentioned embodiment belong to the same concept. The specific manners in which each module and unit perform operations have been described in detail in the method embodiment, and will not be repeated here. In practical applications, the above-mentioned throttle anti-misstep control device provided by the above-mentioned embodiment can, according to needs, allocate the above functions to different functional modules, that is, divide the internal structure of the device into different functional modules to complete all or part of the functions described above. This is not limited here either.

[0111] The embodiments of the present application further provide an electronic device, including: one or more processors; a storage device for storing one or more programs, and when the one or more programs are executed by the one or more processors, the electronic device realizes the throttle anti-misstep control method provided in each of the above embodiments.

[0112] Figure 12The figure shows a schematic structural diagram of a computer system of an electronic device suitable for implementing the embodiments of the present application. It should be noted that Figure 12 The computer system 1200 of the illustrated electronic device is only an example and should not impose any limitations on the functions and usage scope of the embodiments of the present application.

[0113] As Figure 12 shown, the computer system 1200 includes a central processing unit (CPU) 1201, which can perform various appropriate actions and processes according to the program stored in the read-only memory (ROM) 1202 or the program loaded from the storage section 1208 into the random access memory (RAM) 1203, such as executing the methods in the above embodiments. In the RAM 1203, various programs and data required for system operations are also stored. The CPU 1201, ROM 1202, and RAM 1203 are connected to each other via a bus 1204. The input / output (I / O) interface 1205 is also connected to the bus 1204.

[0114] The following components are connected to the I / O interface 1205: an input section 1206 including a keyboard, a mouse, etc.; an output section 1207 including, for example, a cathode ray tube (CRT), a liquid crystal display (LCD), etc. and a speaker, etc.; a storage section 1208 including a hard disk, etc.; and a communication section 1209 including a network interface card such as a LAN (Local Area Network) card, a modem, etc. The communication section 1209 performs communication processing via a network such as the Internet. A drive 1210 is also connected to the I / O interface 1205 as needed. A removable medium 1211, such as a magnetic disk, an optical disk, a magneto-optical disk, a semiconductor memory, etc., is installed on the drive 1210 as needed so that a computer program read from it can be installed into the storage section 1208 as needed.

[0115] In particular, according to an embodiment of the present application, the process described above with reference to the flowchart can be implemented as a computer software program. For example, an embodiment of the present application includes a computer program product that includes a computer program carried on a computer-readable medium, and the computer program contains a computer program for executing the method shown in the flowchart. In such an embodiment, the computer program can be downloaded and installed from the network through the communication part 1209, and / or installed from the removable medium 1211. When the computer program is executed by the central processing unit (CPU) 1201, various functions defined in the system of the present application are executed.

[0116] It should be noted that the computer-readable medium shown in the embodiments of the present application can be a computer-readable signal medium, a computer-readable storage medium, or any combination of the two. A computer-readable storage medium can be, for example, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination of the above. More specific examples of the computer-readable storage medium may include, but are not limited to: an electrical connection with one or more wires, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM), a flash memory, an optical fiber, a portable compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the above. In the present application, a computer-readable signal medium may include a data signal propagated in a baseband or as part of a carrier wave, which carries a computer-readable computer program. Such a propagated data signal can take various forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination of the above. A computer-readable signal medium can also be any computer-readable medium other than a computer-readable storage medium, and the computer-readable medium can send, propagate, or transmit a program for use by or in combination with an instruction execution system, apparatus, or device. The computer program contained on the computer-readable medium can be transmitted by any appropriate medium, including but not limited to: wireless, wired, etc., or any suitable combination of the above.

[0117] The flowcharts and block diagrams in the accompanying drawings illustrate the possible architectures, functions, and operations of systems, methods, and computer program products according to various embodiments of the present application. Among them, each block in the flowchart or block diagram may represent a module, a program segment, or a part of code, and the above-mentioned module, program segment, or part of code contains one or more executable instructions for implementing the specified logical function. It should also be noted that in some alternative implementations, the functions marked in the blocks may occur in a different order from that marked in the accompanying drawings. For example, two consecutive blocks shown may actually be executed substantially in parallel, and they may sometimes be executed in the reverse order, depending on the functions involved. It should also be noted that each block in the block diagram or flowchart, as well as the combination of blocks in the block diagram or flowchart, can be implemented by a dedicated hardware-based system for performing the specified functions or operations, or can be implemented by a combination of dedicated hardware and computer instructions.

[0118] The units involved in the embodiments described in the present application can be implemented in software or in hardware, and the described units can also be provided in a processor. Among them, the names of these units do not constitute a limitation on the units themselves in some cases.

[0119] On the other hand, the present application also provides a computer-readable storage medium, on which a computer program is stored. When the computer program is executed by a processor, it implements the control method for preventing accidental stepping on the accelerator as described above. The computer-readable storage medium can be included in the electronic device described in the above embodiments, or can exist separately and not be assembled into the electronic device.

[0120] On the other hand, the present application also provides a computer program product or a computer program. The computer program product or the computer program includes computer instructions, and the computer instructions are stored in a computer-readable storage medium. The processor of the computer device reads the computer instructions from the computer-readable storage medium, and the processor executes the computer instructions, so that the computer device executes the control method for preventing accidental stepping on the accelerator provided in the above various embodiments.

[0121] The above content is only a preferred exemplary embodiment of the present application and is not used to limit the implementation of the present application. Those of ordinary skill in the art can easily make corresponding adaptations or modifications according to the main concepts and spirits of the present application. Therefore, the protection scope of the present application should be subject to the protection scope required by the claims.

Claims

1. A control method for preventing accidental throttle stepping, characterized in that Including: If it is detected that the collision avoidance warning function is turned on, obtain the real-time operating conditions information of the vehicle and the information of the obstacle ahead, where the real-time operating conditions information includes the real-time vehicle speed and real-time operating parameters of the vehicle; Determine the collision time between the vehicle and the obstacle ahead based on the information of the obstacle ahead and the real-time operating conditions information; Determine the target operating parameter threshold corresponding to the real-time operating parameters based on the real-time vehicle speed and the collision time, and determine the real-time driving behavior of the vehicle based on the real-time operating parameters and the target operating parameter threshold; If the real-time driving behavior indicates that the vehicle is in a state of accidentally stepping on the accelerator, determine the power control strategy of the vehicle based on the real-time operating conditions information, so as to perform braking control on the vehicle by executing the power control strategy.

2. The method according to claim 1, characterized in that, The real-time operating parameters include the throttle opening value. The determining the target operating parameter threshold corresponding to the real-time operating parameters based on the real-time vehicle speed and the collision time, and determining the real-time driving behavior of the vehicle based on the real-time operating parameters and the target operating parameter threshold includes: Determine the target throttle opening threshold based on the real-time vehicle speed and the collision time; If the throttle opening value is greater than or equal to the target throttle opening threshold, determine the throttle opening exceeding coefficient based on the throttle opening value and the target throttle opening threshold; Determine the real-time driving behavior of the vehicle based on the throttle opening exceeding coefficient.

3. The method according to claim 2, wherein The real-time operating parameters include the throttle opening change rate. The determining the target operating parameter threshold corresponding to the real-time operating parameters based on the real-time vehicle speed and the collision time, and determining the real-time driving behavior of the vehicle based on the real-time operating parameters and the target operating parameter threshold includes: Determine the throttle opening change rate of the vehicle based on the throttle opening value, and determine the target throttle opening change rate threshold based on the real-time vehicle speed and the collision time; If the throttle opening change rate is greater than or equal to the target throttle opening change rate threshold, determine the throttle opening change rate exceeding coefficient based on the throttle opening change rate and the target throttle opening change rate threshold; Determine the real-time driving behavior of the vehicle based on the throttle opening change rate exceeding coefficient and the throttle opening exceeding coefficient.

4. The method according to claim 1, characterized in that The real-time operating parameters include acceleration. The determining the target operating parameter threshold corresponding to the real-time operating parameters based on the real-time vehicle speed and the collision time, and determining the real-time driving behavior of the vehicle based on the real-time operating parameters and the target operating parameter threshold includes: Determine the target acceleration threshold based on the real-time vehicle speed and the collision time; If the acceleration is greater than or equal to the target acceleration threshold, determine the acceleration exceeding coefficient based on the acceleration and the target acceleration threshold; Determine the real-time driving behavior of the vehicle based on the acceleration exceeding coefficient.

5. The method according to claim 1, characterized in that The real-time operating parameter also includes a steering wheel angle, and determining a target operating parameter threshold corresponding to the real-time operating parameter based on the real-time vehicle speed and the collision time, and determining the real-time driving behavior of the vehicle based on the real-time operating parameter and the target operating parameter threshold includes: Determine a target steering wheel angle threshold based on the real-time vehicle speed and the collision time; If the steering wheel angle is greater than or equal to the target steering wheel angle threshold, determining a steering wheel angle excess coefficient based on the steering wheel angle and the target steering wheel angle threshold; A real-time driving behavior of the vehicle is determined based on the steering wheel angle exceedance coefficient.

6. The method according to claim 1, characterized in that, The determining the real-time driving behavior of the vehicle based on the real-time operating parameter and the target operating parameter threshold comprises: Determine a throttle opening excess coefficient, a throttle opening change rate excess coefficient, an acceleration excess coefficient and a steering wheel angle excess coefficient based on the real-time operating parameters and the target operating parameter thresholds; the real-time operating parameters include a throttle opening value, a throttle opening change rate, an acceleration and a steering wheel angle; the target operating parameter thresholds include a target throttle opening threshold, a target throttle opening change rate threshold, a target acceleration threshold and a target steering wheel angle threshold; Acquire real-time traffic information, and determine weights corresponding to the throttle opening excess coefficient, the throttle opening change rate excess coefficient, the acceleration excess coefficient, and the steering wheel angle excess coefficient based on the real-time traffic information; Calculating a weighted sum of the throttle opening degree excess coefficient, the throttle opening degree change rate excess coefficient, the acceleration excess coefficient, and the steering wheel angle excess coefficient based on the weights, wherein the weighted sum is used to characterize an evaluation parameter of the vehicle's mis-operation on the accelerator; If the evaluation parameter of the vehicle's mis-accelerator pedaling is greater than or equal to a preset parameter threshold of the vehicle's mis-accelerator pedaling, it is determined that the real-time driving behavior indicates that the vehicle is in a mis-accelerator pedaling state.

7. The method according to claim 6, wherein The real-time operating condition information also includes the real-time output torque of the motor. The determining of the power control strategy of the vehicle based on the real-time operating condition information includes: Acquiring a power characteristic of the vehicle, and determining an adjustment coefficient of the motor based on the power characteristic and a preset safety strategy of the vehicle; Determining a torque reduction strategy for the motor based on an adjustment coefficient of the motor, an evaluation parameter of the vehicle's mis-accelerator pedaling, and the real-time output torque; Monitoring a real-time evaluation parameter of the vehicle's mis-operation on the accelerator, and if the real-time evaluation parameter is less than a preset evaluation parameter threshold, determining a torque recovery strategy for the motor based on the real-time evaluation parameter; A power control strategy of the vehicle is determined based on the torque reduction strategy and the torque recovery strategy.

8. A control device for preventing accidental throttle stepping, characterized in that, The device comprises: An acquisition module, for acquiring real-time operating condition information of the vehicle and information of obstacles ahead if it is detected that the anti-collision warning function is turned on, wherein the real-time operating condition information includes the real-time speed and real-time operating parameters of the vehicle; A first determination module, configured to determine the collision time between the vehicle and the obstacle ahead based on the information about the obstacle ahead and the real-time working condition information; A second determination module, configured to determine a target operation parameter threshold corresponding to the real-time operation parameter based on the real-time vehicle speed and the collision time, and determine the real-time driving behavior of the vehicle based on the real-time operation parameter and the target operation parameter threshold; A control module, configured to, if the real-time driving behavior indicates that the vehicle is in a state of accidentally stepping on the accelerator, determine a power control strategy for the vehicle based on the real-time working condition information, so as to perform braking control on the vehicle by executing the power control strategy.

9. An electronic device, characterized in that, Comprising: One or more processors; A storage device, configured to store one or more programs, which, when executed by the one or more processors, cause the electronic device to implement the control method for preventing accidental stepping on the accelerator as described in any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that, Computer-readable instructions are stored thereon, which, when executed by a processor of a computer, cause the computer to execute the control method for preventing accidental stepping on the accelerator as described in any one of claims 1 to 7.

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