Driving assistance method and device and vehicle

Abstract

The invention provides a driving assistance method and device and a vehicle, and is applied to the technical field of automatic driving technologies and intelligent vehicles. The driving assistance method comprises two main stages, in the first stage, a first accelerator mistaken stepping evaluation result is obtained at least according to first accelerator stepping information of the vehicle, in the second stage, second accelerator stepping information is obtained, and the vehicle is emergently braked in combination with the first accelerator mistaken stepping evaluation result and the accelerator stepping information obtained again. Through the judgment of the two stages, the accuracy of mistaken stepping judgment can be improved, the vehicle can be braked in time under the condition that mistaken stepping is confirmed, and the probability of traffic accidents caused by mistaken stepping of an accelerator is reduced. And when the driver normally accelerates urgently, even if mistaken stepping is preliminarily judged, through secondary confirmation of mistaken stepping, the misjudgment rate can be reduced, the driving freedom degree of the driver is prevented from being affected, and the driving experience is improved.

Description

Technical Field

[0001] This application relates to the technical fields of autonomous driving technology and intelligent vehicle technology, and particularly relates to a driving assistance method, device, and vehicle. Background Art

[0002] With the rapid development of the economic level and urban transportation, the vehicle ownership has been increasing year by year. While vehicles bring convenience to people's travel, they also pose potential hazards. It is reported that accidentally stepping on the accelerator pedal, causing the vehicle to accelerate suddenly, is the cause of some traffic accidents. For example, the set distance between the accelerator pedal and the brake pedal in the vehicle is relatively close. Therefore, when the driver makes a misoperation or in an emergency, it is easy to accidentally use the accelerator as the brake, resulting in the situation of accidentally stepping on the accelerator. When the driver accidentally steps on the accelerator, the vehicle will accelerate suddenly and rush forward, bringing great potential hazards to people's travel safety.

[0003] Some solutions collect the pressure of the driver stepping on the accelerator pedal through sensors, and judge whether the situation of accidentally stepping on the accelerator occurs and perform emergency braking based on whether the pressure reaches a threshold. However, different drivers have different driving styles. Judging based on the pressure threshold of the accelerator pedal, the misjudgment rate is relatively high, affecting the driver's use experience. For example, when the driver steps on the accelerator pedal forcefully to accelerate suddenly, if it is determined as an accidental step, the driver's driving experience and comfort will be greatly reduced. Another example is that when the driver uses the accelerator as the brake in an emergency, but the stepping force does not reach the pressure threshold, if it is not determined as an accidental step, it is easy to cause traffic accidents.

[0004] How to accurately judge the situation of accidentally stepping on the accelerator and reduce the probability of traffic accidents caused by accidentally stepping on the accelerator without affecting the driver's driving experience is a hot issue being studied by those skilled in the art. Summary of the Invention

[0005] This application provides a driving assistance method, device, and vehicle, which can accurately judge the situation of accidentally stepping on the accelerator, and reduce the probability of traffic accidents caused by accidentally stepping on the accelerator without affecting the driver's driving experience. When the vehicle is equipped with an autonomous emergency braking (AEB) system, it can improve the accuracy of AEB triggering and enhance the use experience of the AEB function.

[0006] In a first aspect, this application provides a driving assistance method, including: obtaining a first accidental accelerator pedal step evaluation result based at least on first accelerator pedal step information of the vehicle, obtaining second accelerator pedal step information of the vehicle, and performing emergency braking on the vehicle according to the first accidental accelerator pedal step evaluation result and the second accelerator pedal step information of the vehicle. The first accidental accelerator pedal step evaluation result is used to indicate a preliminary determination of whether the driver accidentally steps on the accelerator.

[0007] In this application, the determination of accidental throttle pedal pressing is divided into two stages: preliminary determination and secondary confirmation. In the first stage, a preliminary determination is made on whether the driver accidentally presses the throttle pedal based at least on the first throttle pedal pressing information. The preliminary determination process can detect whether there is a situation where the driver is suspected of accidentally pressing the throttle pedal. When the driver does accidentally press the throttle pedal, the vehicle usually accelerates suddenly. And when the driver realizes the abnormal acceleration of the vehicle or realizes that they have accidentally pressed the throttle pedal, the pressing force on the throttle pedal is very likely to change. And in the second stage of this application, the throttle pedal pressing information can be obtained again, that is, the second throttle pedal pressing information. Combining the preliminary evaluation result in the first stage (i.e., the first accidental throttle pedal pressing evaluation result) and the second throttle pedal pressing information obtained in the second stage can more accurately determine whether an accidental throttle pedal pressing occurs and determine whether to perform emergency braking on the vehicle. In this way, through the determination of two stages, the accuracy rate of accidental pressing determination can be improved. In the case of confirming accidental pressing, the vehicle can be braked in time, reducing the probability of traffic accidents caused by accidental throttle pedal pressing. And when the driver accelerates suddenly normally, even if a preliminary determination of accidental pressing is made, through the secondary confirmation of accidental pressing, the misjudgment rate can be reduced, avoiding affecting the driving freedom of the driver and improving the driving experience.

[0008] In a possible implementation manner of the first aspect, the throttle pedal pressing information includes one or more of the following information: pedal opening, pressing rate, or pressing force, etc. Among them, the pressing rate is used to indicate the rate of change of the pedal opening. Among them, the first throttle pedal pressing information and the second throttle pedal pressing information can be throttle pedal pressing information at different times (or different situations). In some solutions, the second throttle pedal pressing information is obtained after a period of time from obtaining the first throttle pedal pressing information.

[0009] The above implementation manner combines the pedal opening, pressing rate, or pressing force, etc. to make a preliminary determination or confirmation of the accidental pressing result, which can improve the accuracy of accidental pressing determination and enhance the use experience.

[0010] Optionally, when the throttle pedal pressing information includes the pedal opening, the throttle pedal pressing information can also include the time information corresponding to the pedal opening. Optionally, the pressing force can be described by a force level, such as force levels like light pressing, medium pressing, or heavy pressing, etc.

[0011] Exemplarily, the first throttle pedal pressing information includes the first pedal opening and the time information of the first pedal opening. Again exemplarily, the first throttle pedal pressing information includes the first pedal opening and the first pressing rate. Again exemplarily, the first throttle pedal pressing information includes the first pressing force.

[0012] Exemplarily, the second throttle pedal pressing information includes the second pedal opening and the time information of the second pedal opening. Again exemplarily, the second throttle pedal pressing information includes the second pedal opening and the second pressing rate. Again exemplarily, the second throttle pedal pressing information includes the second pressing force.

[0013] In yet another possible implementation of the first aspect, before obtaining the second accelerator pedal depression information of the vehicle, the foregoing method further includes: when the first accelerator mis-depression evaluation result indicates that the driver has mis-depressed the accelerator, performing an anti-mis-depression operation.

[0014] In the above implementation, the anti-mis-depression operation enables the driver to easily perceive the occurrence of mis-depression, making it easier to trigger the driver's reaction to the accelerator pedal depression event, and improving the accuracy and determination efficiency of judging the accelerator mis-depression situation.

[0015] For example, in the case where the driver mis-depresses the accelerator pedal, performing the anti-mis-depression operation can more intuitively let the driver perceive the occurrence of mis-depression, enabling the driver to timely change the pressure output to the accelerator pedal, such as releasing the accelerator pedal, or moving the foot towards the brake direction. This can shorten the determination duration of the mis-depression confirmation stage, provide more time and distance for emergency braking, and reduce the probability of traffic accidents caused by accelerator mis-depression. In the case where the driver is performing a normal rapid acceleration, the driver can ignore the anti-mis-depression operation and perform normal accelerator pedal depression. For example, the driver will not suddenly release the accelerator pedal, thus not easily misjudging the accelerator mis-depression and improving the driver's driving experience.

[0016] In some implementations, the anti-mis-depression operation does not lock the accelerator pedal and can support the driver to deeply depress and release the accelerator pedal, so that the driver can have a higher driving freedom.

[0017] In yet another possible implementation of the first aspect, the anti-mis-depression operation includes outputting an accelerator pedal return control signal, and the accelerator pedal return control signal is used to control the accelerator pedal to give a return force (or elastic force) to the accelerator pedal. Optionally, the accelerator pedal return control signal is used to instruct the controller related to the accelerator pedal to apply a force in the direction of releasing the accelerator pedal.

[0018] In the above implementation, if the driver is in a normal rapid acceleration situation, the driver will overcome greater resistance, triggering the driver to use a greater depression force to continue to maintain the pedal opening or increase the pedal opening. On the contrary, if the driver mis-depresses the pedal, when the "foot feeling of the pedal is heavy", the driver is more likely to realize the mis-depression of the accelerator in combination with the current acceleration of the vehicle, improving the accuracy of the secondary mis-depression judgment. In short, the above solution helps to improve the accuracy of judging whether the driver mis-depresses the pedal.

[0019] In yet another possible implementation of the first aspect, the anti-mis-depression operation includes outputting a driving prompt message, and the driving prompt message is used to prompt the driver that there is a mis-depression of the accelerator. Through the driving prompt message, the driver can be timely aware of the occurrence of mis-depression, improving the accuracy and determination efficiency of judging the accelerator mis-depression situation.

[0020] Optionally, the driving prompt information can be transmitted to the driver through sound, light, electricity, tactile reminders (such as vibration), etc. For example, the driving prompt information can output driving prompt information to the human–machine interaction (HMI). Such as text reminders, voice reminders, etc.

[0021] Optionally, the driving prompt information can be presented in front of the driver's field of vision so that the driver can obtain the driving prompt information without lowering the head or turning the head. For example, through a head up display (HUD), mis - stepping on the accelerator, the vehicle driving route, collision risk, vehicle speed, the change direction of the vehicle speed, acceleration, etc. are displayed or alarmed.

[0022] In another possible implementation manner of the first aspect, the time corresponding to the second throttle pedal information can be after the first duration of performing the anti - mis - step operation. That is, obtaining the second throttle pedal information of the vehicle includes: obtaining the second throttle pedal information of the vehicle after the first duration of performing the anti - mis - step operation. Wherein, the first duration is a predefined duration, such as 500 milliseconds (ms). And / or, the first duration is greater than the human reaction time.

[0023] In another possible implementation manner of the first aspect, performing emergency braking on the vehicle according to the first throttle mis - step evaluation result and the second throttle pedal information of the vehicle includes: confirming whether the driver mis - steps on the throttle according to the first throttle mis - step evaluation result and the second throttle pedal information of the vehicle, and performing emergency braking on the vehicle when it is confirmed that the driver mis - steps on the throttle.

[0024] In the above - mentioned implementation manner, based on the preliminary determination result in the first stage and the throttle pedal information obtained in the second stage, it is confirmed whether the driver mis - steps on the throttle. When it is confirmed that the driver mis - steps on the throttle, emergency braking is performed on the vehicle, improving the accuracy of emergency braking and enhancing driving safety.

[0025] In another possible implementation manner of the first aspect, the first throttle pedal information includes the first pedal opening, and the second throttle pedal information includes the second pedal opening. At this time, based on the first pedal opening and the second pedal opening, it can be confirmed whether the driver releases the throttle. Further, if the throttle is released, it indicates that the previous throttle - stepping action may be a mis - step, and at this time, emergency braking can be performed. Otherwise, it is a normal rapid acceleration of the driver, and emergency braking is not triggered.

[0026] In another possible implementation manner of the first aspect, whether the throttle is released can be determined by the throttle pedal information collected in the preliminary determination stage and the secondary determination stage respectively.

[0027] As a possible implementation, the method further includes: confirming whether the driver has accidentally stepped on the accelerator based on the first accidental accelerator pedal depression evaluation result and the vehicle's second accelerator pedal depression information, including: when the first accidental accelerator pedal depression evaluation result indicates a preliminary determination that the driver has accidentally stepped on the accelerator and the difference between the first pedal opening and the second pedal opening is greater than or greater than or equal to a first threshold, confirming that the driver has accidentally stepped on the accelerator. In the above implementation, if the difference is greater than the first threshold, it indicates that there is an action of releasing the accelerator. At this time, it is confirmed that the driver has accidentally stepped on the accelerator and emergency braking is performed.

[0028] In another case, the method further includes: when the first accidental accelerator pedal depression evaluation result indicates a preliminary determination that the driver has not accidentally stepped on the accelerator or the difference between the first pedal opening and the second pedal opening is less than the first threshold, confirming that the driver has not accidentally stepped on the accelerator.

[0029] It should be understood that in some solutions, the second accelerator pedal depression information is collected when it is preliminarily determined that the driver has accidentally stepped on the accelerator. At this time, the first accidental accelerator pedal depression result can be an implicit condition or a precondition. At this time, if the difference between the first pedal opening and the second pedal opening is greater than or greater than or equal to the first threshold, it is confirmed that the driver has accidentally stepped on the accelerator. In another case, if the difference between the first pedal opening and the second pedal opening is less than the first threshold, it is confirmed that the driver has not accidentally stepped on the accelerator.

[0030] In the above implementation, the difference between the first pedal opening and the second pedal opening can be a signed value. When the first pedal opening is greater than the second pedal opening, the first pedal opening minus the second pedal opening is a positive number. When the first pedal opening is less than the second pedal opening, the first pedal opening minus the second pedal opening is a negative number.

[0031] Alternatively, when the first accidental accelerator pedal depression evaluation result indicates a preliminary determination that the driver has accidentally stepped on the accelerator and the difference between the second pedal opening and the first pedal opening is less than or less than or equal to a third threshold, it is confirmed that the driver has accidentally stepped on the accelerator. Otherwise, it is confirmed that the driver has not accidentally stepped on the accelerator.

[0032] In another possible implementation manner of the first aspect, during the secondary determination, it may not be necessary to use the accelerator pedal data collected during the preliminary determination. For example, it is directly determined that the accelerator pedal opening collected for the second time has been reduced to a preset value.

[0033] As a possible implementation, the second accelerator pedal depression information includes the second pedal opening. Confirming whether the driver has accidentally stepped on the accelerator based on the first accidental accelerator pedal depression evaluation result and the vehicle's second accelerator pedal depression information includes: when the first accidental accelerator pedal depression evaluation result indicates a preliminary determination that the driver has accidentally stepped on the accelerator and the second pedal opening is less than a second threshold, confirming that the driver has accidentally stepped on the accelerator.

[0034] In another case, when the first throttle misstep evaluation result indicates a preliminary determination that the driver did not misstep the throttle or the opening degree of the second pedal is greater than the second threshold, it is confirmed that the driver did not misstep the throttle.

[0035] Optionally, the first throttle misstep result can be an implicit condition or a precondition, that is, when the opening degree of the second pedal is less than the second threshold, it is confirmed that the driver misstepped the throttle. In another case, when the opening degree of the second pedal is greater than the second threshold, it is confirmed that the driver did not misstep the throttle.

[0036] In some solutions, emergency braking can be replaced by braking, including situations such as comfort braking and rapid stopping.

[0037] In another possible implementation manner of the first aspect, when it is confirmed that the driver misstepped the throttle, emergency braking is performed on the vehicle, including: when there is a collision risk for the vehicle and it is confirmed that the driver misstepped the throttle, emergency braking is performed on the vehicle.

[0038] In the above implementation manner, emergency braking is triggered when there is a collision risk for the vehicle, reducing the possibility of traffic accidents and protecting the personal and property safety of users. At the same time, it is also possible to avoid triggering emergency braking in an open environment, with low traffic difficulty, or a collision-free environment, so that the automatic emergency braking does not cause too much interference to the user's driving and ensures the driving freedom of human driving.

[0039] In another possible implementation manner of the first aspect, the foregoing method further includes: when it is confirmed that the driver did not misstep the throttle, no emergency braking is triggered for the vehicle.

[0040] In another possible implementation manner of the first aspect, the foregoing method further includes: when there is a collision risk for the vehicle and it is confirmed that the driver did not misstep the throttle, no emergency braking is triggered for the vehicle. For example, the AEB function is in an inhibited state.

[0041] In another possible implementation manner of the first aspect, the current gear of the vehicle is the forward gear, that is, the current driving direction of the vehicle is forward. For example, in scenarios such as vehicle starting and moving forward, the present application can perform a preliminary determination and a secondary confirmation of anti-misstep to perform braking in the case of confirmed misstep, reducing the probability of traffic accidents caused by misstepping the throttle.

[0042] In another possible implementation manner of the first aspect, the current gear of the vehicle is the reverse gear, that is, the driving direction of the vehicle is backward. For example, in scenarios such as when the vehicle parks and starts in reverse gear or the vehicle is reversing, the present application can perform a preliminary determination and a secondary confirmation of anti-misstep to perform braking in the case of confirmed misstep, reducing the probability of traffic accidents caused by misstepping the throttle.

[0043] In yet another possible implementation of the first aspect, in the preliminary determination stage, in addition to the first throttle pedal depression information, other information can also be combined for the preliminary misstep determination. The other information here includes the perception information of the driver, or the driving environment data of the vehicle, etc.

[0044] Among them, the perception information of the driver includes one or more of the driver's biometric information, voice information, and evaluation data obtained by processing the biometric information and / or voice information. Understandably, when the driver missteps on the brake, the driver may be in a tense or panicked state. Therefore, combining the perception information of the driver for the preliminary misstep determination can improve the accuracy of the misstep determination.

[0045] The driving environment information of the vehicle includes one or more of the static environment information, dynamic environment information, or the motion state of the vehicle around the vehicle. Alternatively, the driving environment data of the vehicle includes evaluation data calculated based on one or more of the foregoing static environment information, dynamic environment information, and the motion state of the vehicle itself, such as collision risk information, passing path information, or avoidance path information.

[0046] In some solutions, the driving environment data is used to indicate the degree of collision risk of the vehicle. Understandably, when the passing difficulty is relatively high or the collision risk is high, the possibility of the driver misstepping on the brake is also relatively high. Combining the driving environment information of the vehicle for the preliminary misstep determination can improve the accuracy of the misstep determination.

[0047] In yet another possible implementation of the first aspect, at least the first throttle misstep evaluation result is obtained based on the first throttle pedal depression information of the vehicle, including: obtaining the first throttle misstep evaluation result according to the first throttle pedal depression information of the vehicle and at least one of the perception information of the driver of the vehicle and the driving environment data of the vehicle.

[0048] Exemplarily, the first throttle misstep evaluation result is obtained according to the first throttle pedal depression information of the vehicle and the perception information of the driver of the vehicle.

[0049] Exemplarily again, the first throttle misstep evaluation result is obtained according to the first throttle pedal depression information of the vehicle and the driving environment data of the vehicle.

[0050] Exemplarily again, the first throttle misstep evaluation result is obtained according to the first throttle pedal depression information of the vehicle, the perception information of the driver of the vehicle, and the driving environment data of the vehicle.

[0051] In yet another possible implementation of the first aspect, the foregoing method further includes: determining driving environment data according to the surrounding environment information of the vehicle and the motion state of the vehicle. Exemplarily, the driving environment data includes a collision free passage probability (CFPP).

[0052] In yet another possible implementation of the first aspect, the motion state of the vehicle is used to indicate the predicted passage path of the vehicle, and the surrounding environment information of the vehicle is used to obtain the passable path of the vehicle. The driving environment data is used to indicate the degree of collision risk of the vehicle, and this degree of collision risk is related to the degree of consistency between the predicted passage path and the passable path of the vehicle. For example, if the steering wheel of the vehicle is turned in the same direction as the passable path, then when calculating the collision risk assessment of the vehicle with the surrounding environment and traffic flow, the success rate of the vehicle passing without collision is relatively high.

[0053] In yet another possible implementation of the first aspect, the perception information of the driver of the vehicle includes the driver's concentration. The foregoing method further includes: obtaining the attention evaluation data of the driver and the tension degree evaluation data of the driver, and determining the driver's concentration according to the attention evaluation data of the driver and the tension degree evaluation data of the driver.

[0054] During the driving process of the vehicle, it is easy to accidentally step on the accelerator when the driver's attention is distracted and tense. The above implementation combines the attention evaluation data of the driver and the tension degree evaluation data of the driver to obtain the driver's concentration, and combines the driver's concentration into the process of judging whether there is an accidental step, which can improve the accuracy of the accidental step judgment.

[0055] Optionally, the weight of the attention evaluation data is greater than the weight of the tension degree evaluation data. For example, in some solutions, the tension degree evaluation data of the driver may be obtained based on the voice in the cab. Considering that the driver or occupant may not make a sound, the weight of the attention evaluation data is greater than the weight of the tension degree evaluation data, which can improve the accuracy of the concentration.

[0056] In some solutions, a driver monitor system (DMS) is deployed in the vehicle. The above-mentioned attention evaluation data of the driver and / or the tension degree evaluation data of the driver can be provided by the DMS, or the above-mentioned attention evaluation data of the driver and / or the tension degree evaluation data of the driver can be obtained by processing the pictures and / or voices provided by the DMS.

[0057] In yet another possible implementation of the first aspect, the foregoing method further includes: obtaining the facial recognition information of the driver, obtaining the attention evaluation data according to the facial recognition information of the driver, and obtaining the voice information of the cab of the vehicle, and obtaining the tension degree evaluation data according to the voice information of the cab of the vehicle. The obtaining here includes collecting or receiving the data collected by other master devices.

[0058] In yet another possible implementation of the first aspect, obtaining the first throttle misstep evaluation result at least according to the first throttle stepping information of the vehicle includes: determining a misstep index according to the perception information of the driver of the vehicle and the driving environment data of the vehicle, and determining the first stepping force according to the first throttle stepping information, and determining the first throttle misstep evaluation result based on the misstep index and the first throttle stepping force.

[0059] Exemplarily, the misstep index is determined by two input parameters, namely the perception information of the driver of the vehicle and the driving environment data of the vehicle. By combining the collision risk degree and the driver's reaction, the misstep index can more accurately reflect the possibility of the driver misstepping on the throttle under different collision risk degrees and different emotional feedbacks.

[0060] In some solutions, different weight values are assigned to the two input parameters, making the misstep index more usable. Exemplarily, the perception information of the driver includes the driver's concentration, and the driving environment data of the vehicle includes CFPP. The misstep index WeightSum satisfies the following formula:

[0061] WeightSum = (1 - CFPP) × w1 + DrivingFocusLevel × w2

[0062] Wherein, DrivingFocusLevel is used to indicate the driver's concentration, and w1 and w2 are weight values. Further, w1 and w2 satisfy w1 + w2 = 1. For example, w1 is 0.7 and w2 is 0.3. Exemplarily, "×" is used to represent the operation symbol, and in some solutions, it can also be replaced by "*".

[0063] Optionally, the weight of the driving environment data of the vehicle is higher than the perception information of the driver of the vehicle, such as w1 is greater than w2. Due to the personal emotional expression habits, the emotional change degree of some drivers may not be high. Therefore, increasing the proportion of objective driving environment data is more helpful for quantifying the possibility of misstepping and improving the accuracy of misstep judgment.

[0064] In yet another possible implementation of the first aspect, the first pedal pressure is one of at least one pedal pressure level, and the at least one pedal pressure level is used to indicate the degree of pressure applied by the driver to the accelerator pedal. Exemplarily, the pedal pressure levels include a first level, a second level, and a third level. Exemplarily, the first level, the second level, and the third level are "heavy step", "medium step", and "light step", respectively.

[0065] As a possible implementation, when the pedal opening of the accelerator pedal falls within the first opening range and the rate of stepping on the accelerator pedal falls within the first rate range, the accelerator pedal pressure level is the first level. When the pedal opening of the accelerator pedal falls within the second opening range and the rate of stepping on the accelerator pedal falls within the second rate range, the accelerator pedal pressure level is the second level. In other cases, the accelerator pedal pressure level is the third level. Among them, the lower bound of the first opening range is greater than the lower bound of the second opening range, and the lower bound of the first rate range is greater than the lower bound of the second rate range.

[0066] In yet another possible implementation of the first aspect, the driver's perception information, or the driving environment data of the vehicle, etc., can be used in the misstep confirmation stage to improve the accuracy of misstep confirmation judgment. Exemplarily, the foregoing method further includes: performing emergency braking on the vehicle according to the first accelerator misstep evaluation result, the second accelerator pedal information, and the driver's perception information and / or the driving environment data of the vehicle.

[0067] In yet another possible implementation of the first aspect, the foregoing method is executed when the duration of continuously stepping on the accelerator pedal exceeds a second duration. For example, when the duration of continuously stepping on the accelerator pedal exceeds the second duration, at least the first accelerator misstep evaluation result is obtained according to the first accelerator pedal information of the vehicle.

[0068] In a second aspect, the present application provides a driving assistance device, which includes a processing unit and a communication unit. The driving assistance device is used to implement the method described in the first aspect or any possible implementation of the first aspect. Among them, the processing unit is used to implement the foregoing information processing, data generation, determination, decision-making, judgment, etc. operations, and the communication unit is used to implement operations such as acquisition, external output, and reception.

[0069] In a third aspect, the present application provides a chip, which includes a processor and a communication interface. Among them, the communication interface is used to output and / or output data (including instructions), and / or, the communication interface is used to receive and / or send data. When the processor executes the program instructions in the memory, the method described in the first aspect or any possible implementation of the first aspect is implemented.

[0070] Fourthly, this application provides a computing device, including a processor and a memory. The memory is used to store program instructions. When the processor executes the program instructions in the memory, the method described in the first aspect or any possible implementation manner of the first aspect is implemented.

[0071] Fifthly, this application provides a computer program product, including program instructions or the intelligent driving program product includes executable computer program code. When the computer program product is executed by at least one processor, the method described in the first aspect or any possible implementation manner of the first aspect is implemented.

[0072] Sixthly, this application provides a vehicle, including a throttle and a braking system. Among them, the vehicle is a vehicle in a broad sense, which can be a transportation vehicle (such as a commercial vehicle, a passenger vehicle, a train, etc.), an industrial vehicle (such as a forklift, a trailer, a tractor, etc.), an engineering vehicle (such as an excavator, a bulldozer, a crane, etc.), a robot, etc.

[0073] Optionally, the vehicle is used to implement the method described in the first aspect or any possible implementation manner of the first aspect.

[0074] Or optionally, the vehicle further includes the driving assistance device in the second aspect, or the vehicle further includes the chip in the third aspect, or the vehicle further includes the computing device in the fourth aspect, or the computer program product described in the fifth aspect is deployed in the vehicle.

[0075] Seventhly, this application provides a computer-readable storage medium. The computer-readable storage medium stores program instructions. When the program instructions are executed by a processor, the method described in the first aspect or any possible implementation manner of the first aspect is implemented. BRIEF DESCRIPTION OF THE DRAWINGS

[0076] The following will briefly introduce the drawings required in the description of the embodiments.

[0077] Figure 1 is a schematic diagram of the system architecture of a vehicle;

[0078] Figure 2 is a schematic diagram of a scenario where a driver controls a vehicle;

[0079] Figure 3 is a schematic flowchart of a driving assistance method provided by an embodiment of this application;

[0080] Figure 4 is a schematic diagram of a pedal opening provided by an embodiment of this application;

[0081] Figure 5 is a schematic diagram of a vehicle driving scenario;

[0082] Figure 6 is a schematic diagram of another vehicle driving scenario;

[0083] Figure 7 is a schematic diagram of a driving prompt provided by an embodiment of the present application;

[0084] Figure 8 is a schematic flowchart of misstep confirmation provided by an embodiment of the present application;

[0085] Figure 9 is a schematic diagram of another vehicle driving scenario;

[0086] Figure 10 is a schematic structural diagram of a driving assistance device provided by an embodiment of the present application;

[0087] Figure 11 is a schematic structural diagram of a computing device provided by an embodiment of the present application. Detailed implementation manners

[0088] Before introducing the embodiments of the present application, the terms that may be used in the embodiments of the present application are introduced first.

[0089] 1. Obstacle refers to an entity that may retard or impede the progress of the terminal during the progress of the terminal, such as an object, terrain or facility, etc. Among them, the object may include a living object or an inanimate object. In addition, the position of the obstacle may be fixed or movable.

[0090] 2. AEB is an automotive active safety technology that can give an alarm and automatically brake based on the distance between the vehicle and the obstacle.

[0091] The above terms can be optionally applied in the following embodiments.

[0092] When a driver is driving a vehicle, a situation of accidentally stepping on the accelerator pedal may occur. For example, during Figure 2In the vehicle shown, the accelerator pedal and the deceleration pedal are set relatively close. In case of operation errors or emergencies, the driver may mistake the accelerator pedal for the brake pedal, causing the vehicle to accelerate suddenly and rush out. In this situation, whether the vehicle can accurately determine whether the driver's act of stepping on the accelerator pedal is a misstep will directly affect the driver's driving experience and the personal and property safety of the driver and passengers. Some current solutions have a high misjudgment rate for misstepping on the accelerator, which not only affects the user experience but also makes it difficult to effectively avoid traffic accidents. In view of this, the present application provides a driving assistance method and related device, which can accurately judge the misstep on the accelerator, and can reduce the probability of traffic accidents caused by misstepping on the accelerator without affecting the driver's driving experience. When the vehicle is equipped with an AEB system, it can improve the accuracy of AEB triggering and enhance the use experience of the AEB function.

[0093] First, a vehicle and its usage scenario to which the present application may be applied will be introduced below.

[0094] Please refer to Figure 1 and Figure 2 , Figure 1 which is a schematic diagram of the system architecture of a vehicle, Figure 2 and Figure 1 is a schematic diagram of a scenario where a driver controls a vehicle. As shown in Figure 2 and

[0095] the vehicle 100 may include a power system 11 and a braking system 12, and may optionally further include a sensor system 13, a computing device 14, or a peripheral device 15, etc. Among them: Figure 2 The power system 11 provides power for the vehicle 100, for example, including one or more of an engine, a power battery, etc. The power system 11 includes an accelerator, and the accelerator includes an accelerator pedal, which is usually set to be movable under force. As shown in

[0096] the driver can step on or release the accelerator pedal, causing the accelerator pedal to open or retract by a certain angle, so as to control the driving speed of the vehicle 100.

[0097] The sensor system 13 may include several detection devices (or detection means), which can measure information and convert the measured information into electrical signals or other required forms of information output according to certain rules. For example, Figure 1 As shown, the sensor system 13 of the vehicle 100 includes one or more of the following detection devices: an image sensor 131, a voice system 132, a lidar 133, a radar 134, a wheel speed sensor 135, a steering sensor 136, or a positioning system 137, etc. Some of the detection devices are introduced below by way of example:

[0098] The image sensor 131 is used to capture images, such as images and videos, etc. In some specific implementations, the imaging device includes, but is not limited to, a dash cam, a camera, a camera, or other elements for taking pictures / recording videos, etc. Optionally, the image sensor 131 can be set to capture images of the outside of the vehicle to obtain information about the surrounding environment of the vehicle. Alternatively, the image sensor 131 can be set to capture images inside the vehicle, such as images of the driver and the cockpit. Exemplarily, a driver monitor system (DMS) is deployed inside the vehicle, and the DMS system includes the image sensor 131. As Figure 2 shown, the image sensor 131 can be set at a position facing the driver, and after it is enabled, it can continuously collect images in the direction of the driver in real time. Another example is that a cockpit monitoring system (CMS) is deployed inside the vehicle, which can collect images inside the cockpit. Of course, in a specific implementation, the vehicle also includes multiple image sensors 131 that simultaneously capture images inside and outside the vehicle.

[0099] The voice system 132 is used to collect sound information. For example, the voice system may include a microphone 153 or be connected to the microphone 153. In some solutions, the voice system 132 further includes a speaker 152, and the speaker 152 is used to emit sounds. Further, the voice system can interact with the user, for example, receive the voice input by the user (such as collecting the voice inside the cockpit), and / or input voice prompts to the user, so as to perform voice interaction with the user. In some solutions, the voice system 132 can be used to collect the voice inside the cockpit.

[0100] The lidar 133 and the radar 134 are devices that detect through electromagnetic waves (including light). They can obtain relevant information about the targets in the object space by emitting signals and receiving echoes, including one or more of the distance (or depth), angle, speed, reflectivity, color, etc. of the targets. Exemplarily, in combination with Figure 2, the lidar 133 can be set to face the outside of the vehicle to detect targets around the vehicle. In some solutions, the lidar 133 and the radar 134 can be used to detect the surrounding environment information of the vehicle, such as static environment information, dynamic environment information, etc. around the vehicle.

[0101] The wheel speed sensor 135 is a sensor used to detect the rotational speed of the vehicle wheels and can obtain the wheel speed of the vehicle. Commonly used wheel speed sensors 135 can include, but are not limited to, magnetoelectric wheel speed sensors and / or Hall wheel speed sensors, etc.

[0102] The steering sensor 136, also known as the steering angle sensor, can represent a system for detecting the steering angle of the vehicle. In practical applications, the steering sensor 136 can be used to measure the steering angle of the vehicle steering wheel, or to measure the electrical signal representing the steering angle of the vehicle steering wheel. Optionally, the steering sensor 136 can also be used to measure the steering angle of the vehicle tires, or to measure the electrical signal representing the steering angle of the vehicle tires, etc.

[0103] The positioning system 137 is a device for obtaining position information and can be used to achieve real-time positioning of the vehicle and provide the geographical location information of the vehicle. The positioning system is, for example, a global positioning system (GPS), or a Beidou positioning and navigation system, etc.

[0104] The peripheral device 15 can include several components, such as the human-machine interaction (HMI) 151, the speaker 152, the microphone 153, etc. shown in the figure. Among them, the HMI is a device connected to the input and / or output devices to realize the information interaction between humans and machines, including but not limited to a display (such as a vehicle center control screen, a streaming media rearview mirror, an instrument panel, a head up display (HUD), a light field screen, or a projector, etc.), a touch screen, etc. In some solutions, the speaker, the microphone, etc. can also be regarded as an HMI. The speaker 152 is also called a horn and is used to convert an audio electrical signal into a sound signal. The vehicle listens to music or hands-free calls, etc. through the speaker 152. The microphone 153, also called a microphone or a transmitter, is used to convert a sound signal into an electrical signal. When making a call or sending a voice message, the user approaches the microphone 153 to speak, and the microphone 153 can input the sound signal into the microphone.

[0105] The computing device 14 is a device with computing capabilities and / or control capabilities, which may include one or more processors that can be used to run programs or corresponding instructions of the programs to implement corresponding functions (introduced below). Exemplarily, the computing device is a mobile data center (MDC) (or an autonomous driving domain controller), a domain controller (DC), an electronic control unit (ECU), etc. Among them, the DC such as a motion domain controller (MDC), a vehicle domain controller (VDC), etc. In some solutions, the computing device 14 may not be disposed inside the vehicle, for example, disposed in the cloud, roadside equipment, or a data center, etc.

[0106] As a possible implementation, the computing device 14 may be combined with other components in the vehicle, such as one or more of the power system 11, the braking system 12, the sensor system 13, etc. in the sensor system 13, to implement the function of driving assistance. For example, the computing device 14 may control the driving speed of the vehicle 100 based on the data collected by the sensor system 13.

[0107] In some solutions, the vehicle further includes a memory for providing storage space. For example, the memory may include a volatile memory, such as RAM. Again, the memory may also include a non-volatile memory, such as a read-only memory (ROM), a flash memory, a hard disk drive (HDD), or a solid state drive (SSD). The memory may also include a combination of the above types of memories. Optionally, the memory may also store information such as road maps, driving routes, sensor data, etc.

[0108] It should be noted that the above Figure 1 is only a schematic diagram of a possible functional framework of the vehicle 100. In practical applications, the vehicle 100 may include more or fewer systems or components, which are not limited in the present invention. For example, the vehicle 100 may further include a power supply, a communication system, etc.

[0109] The method of the embodiment of the present application will be introduced below. Please refer to Figure 3 , Figure 3 which is a schematic flowchart of a driving assistance method provided by an embodiment of the present application. Optionally, this method is applied to the aforementioned vehicle, such as Figure 1 , orFigure 2 As shown in the vehicle 100, for example, the method is executed by the computing device 14 in the vehicle 100. For the convenience of description, the following takes the computing device as the execution subject for introduction.

[0110] Such as Figure 3 The driving assistance method shown may include one or more steps among steps S301 to S303. It should be understood that for the convenience of description here, the description is made in the order of S301 to S303, and it is not intended to limit that it must be executed in the above order. The embodiments of the present application do not limit the execution order, execution time, execution times, etc. of the above one or more steps. S301 to S303 are specifically as follows:

[0111] Step S301: The computing device obtains a first misstep evaluation result of the accelerator at least based on the first accelerator pedal depression information of the vehicle.

[0112] Among them, the accelerator pedal depression information includes one or more of the following information: the pedal opening of the accelerator pedal, the depression rate, or the depression force, etc. Among them, the pedal opening is used to indicate the degree of expansion of the accelerator pedal. For example, the pedal opening is the angle at which the accelerator pedal expands, or the pedal opening is the ratio of the angle at which the accelerator pedal is depressed to the angle at which the pedal is fully expanded. The depression rate is used to indicate the rate of change of the pedal opening.

[0113] Please refer to Figure 4 , Figure 4 which is a schematic diagram of a pedal opening provided by an embodiment of the present application. As shown in Figure 4 (A), the fully depressed and expanded angle of the accelerator pedal is α. As shown in Figure 4 (B), when the driver depresses the accelerator pedal, the pedal expands. Figure 4 In (B), the dashed line represents the position of the accelerator pedal when it is not stressed, and the solid line represents the current position where the pedal is depressed. Combining Figure 4 , the expanded angle of the pedal is represented as β. Combining Figure 4 , the pedal opening can be expressed as: β, or (or ). In the foregoing example, the pedal opening is a positive indication, that is, the larger the value, the greater the degree of pedal expansion. However, in some solutions, the pedal opening can also be indicated in the reverse direction, that is, the smaller the value, the greater the degree of pedal expansion. For example, the pedal opening can also be indicated by the difference between the fully expanded angle of the pedal and the currently expanded angle of the pedal. Combining Figure 4 For example, it is expressed as α - β. Again, the pedal opening can be indicated by the difference between 100% and the current expanded angle ratio. Combining Figure 4 For example, it is expressed as The present application is applicable to both positive and reverse indications of the pedal opening. For ease of description, in the following examples, unless otherwise specified, the pedal opening is indicated in a positive direction.

[0114] The pedaling force can be described by a pedaling force level (or simply force level), which is used to indicate the severity of the driver's pedaling of the accelerator pedal. The number of pedaling force levels can be one or more. Two possible level designs are listed below as examples:

[0115] Design 1, the pedaling force level includes three levels, which are conveniently distinguished as the first level, the second level and the third level. Among them, when the pedal opening of the accelerator pedal falls into the first opening range and the speed of stepping on the accelerator pedal falls into the first speed range, the accelerator pedaling force level is the first level. When the pedal opening of the accelerator pedal falls into the second opening range and the speed of stepping on the accelerator pedal falls into the second speed range, the accelerator pedaling force level is the second level. In other cases, the accelerator pedaling force level is the third level.

[0116] In combination with the above, taking the method of positively indicating the pedal opening as an example, the lower limit of the first opening range is greater than the lower limit of the second opening range, and the lower limit of the first speed range is greater than the lower limit of the second speed range.

[0117] "Medium stepping" and "light stepping". For example, taking the ratio of the pedal opening angle of the pedal being stepped on to the fully extended angle of the pedal as an example, if the pedal opening is greater than 90% and the pedaling rate is greater than 60% / second, it is judged as "heavy stepping". If the pedal opening is greater than 70% and the pedaling rate is greater than 25% / second, it is judged as "medium stepping". The situations other than "light stepping" and "heavy stepping" are "light stepping". Optionally, in a specific implementation, the boundary value can be optionally designed to belong to any range. For example, in some cases, the above scheme can also be replaced by: if the pedal opening is greater than or equal to 90% and the pedaling rate is greater than or equal to 60% / second, it is judged as "heavy stepping"; if the pedal opening is greater than or equal to 70% and the pedaling rate is greater than or equal to 25% / second, it is judged as "medium stepping".

[0118] Of course, the present application is also applicable to the case where the pedal opening is a reverse indication. At this time, the lower limit of the first opening range is smaller than the lower limit of the second opening range, and the lower limit of the first rate range is larger than the lower limit of the second rate range. For example, if the pedal opening is less than 10% and the pedaling rate is greater than 60% / second, it is determined as "heavy pedaling". If the pedal opening range falls between 10% and 30% and the pedaling rate is greater than 25% / second, it is determined as "medium pedaling". The situation other than "light pedaling" and "heavy pedaling" is "light pedaling".

[0119] Design 2, the pedal force levels include two levels, which are conveniently distinguished as the first level and the second level. Among them, when the pedal opening of the accelerator pedal falls within the first opening range and the rate of stepping on the accelerator pedal falls within the first rate range, the accelerator pedal force level is the first level. In other cases, the accelerator pedal force level is the second level.

[0120] Exemplarily, the first level and the second level are respectively "heavy step" and "light step". For example, taking the pedal opening (the ratio of the angle at which the pedal is stepped on to the angle at which the pedal is fully extended) as an example, if the pedal opening is greater than 90% and the stepping rate is greater than 60% / second, it is determined as "heavy step", and in other cases it is "light step". Similarly, the present application is also applicable to the case where the pedal opening is an inverse indication. For example, if the pedal opening is less than or equal to 10% and the stepping rate is greater than or equal to 60% / second, it is determined as "heavy step", and in other cases it is "light step".

[0121] The first accelerator misstep evaluation result is used to preliminarily determine whether the driver has misstepped the accelerator. This determination is a preliminary determination, indicating whether there is a suspected case of misstepping the accelerator. For example, the first accelerator misstep evaluation result may include a first parameter. When the first parameter takes a first value, it indicates a preliminary determination that the driver has misstepped the accelerator. The first value may be a single value, may also be multiple values, or may be a data range, etc. In some solutions, whether the driver has misstepped the accelerator may trigger the execution of different operations, which will be introduced below.

[0122] The following introduces several possible implementation methods for obtaining the first accelerator misstep result:

[0123] Implementation method 1, the computing device obtains the first accelerator misstep evaluation result according to the first accelerator stepping information of the vehicle.

[0124] As a possible implementation example, the first accelerator stepping information includes the pedal opening. If the pedal opening is greater than the pedal opening threshold, it is preliminarily determined that there is a suspected case of misstepping the accelerator. Among them, the pedal opening threshold is usually a value greater than half of the maximum pedal opening, such as 90%, 85%, etc. Since it is usually not easy to step deeply on the accelerator pedal, while it is easy to step on the brake pedal suddenly and deeply when braking, therefore, if the pedal opening is greater than the pedal opening threshold, it is preliminarily determined that there is a suspected misstep of the accelerator. Among them, the pedal opening threshold can be predefined, or calculated according to the historical data of the accelerator stepping information, the driver's information, etc.

[0125] As another possible implementation example, the first throttle pedal depression information includes the depression rate and the pedal opening. If the depression rate in the deep depression direction is greater than the rate threshold and the pedal opening is greater than the pedal opening threshold, it is preliminarily determined that there is a suspected accidental throttle depression. Since the throttle pedal is usually depressed gently during normal driving, while the brake pedal is likely to be depressed suddenly, combining the depression rate and the pedal opening can preliminarily determine whether there is a suspected accidental throttle depression. Among them, the rate threshold and the pedal opening threshold can be predefined or calculated based on historical data of throttle pedal depression information, driver information, etc. For example, based on the historical data of the driver's throttle pedal depression information, the throttle pedal opening and depression rate during the driver's daily driving can be determined, and based on this historical data, the pedal opening threshold and the depression rate threshold can be determined, so as to more accurately identify the suspected accidental throttle depression situation.

[0126] Furthermore, the computing device can also combine historical data of the depression information of the brake pedal (such as the depression rate and the pedal opening of the brake pedal), etc., to determine whether the rate and opening of the driver's throttle depression are similar to the driver's braking habits, so as to determine that there is a suspected accidental throttle depression.

[0127] As another possible implementation example, the first throttle pedal depression information includes the depression rate and the pedal opening. When the pedal opening reaches the threshold and the depression rate value in the direction of releasing the throttle pedal reaches the preset value within the preset time after reaching the threshold, it is preliminarily determined that there is a suspected accidental throttle depression. Among them, information such as the threshold, the preset time, and the change value can be predefined or calculated based on historical data of throttle pedal depression information, driver information, etc. Of course, some of this information can be predefined and some can be calculated.

[0128] Exemplarily, taking the threshold as 90%, the preset time as 1 second (s), and the preset value as 60% / s as an example, if the pedal opening reaches 90%, and the vehicle is in a state of rapid acceleration at this time. If it is an accidental throttle depression situation, the driver may quickly release the throttle pedal when realizing the rapid acceleration, while in a normal rapid acceleration situation, the driver will not release the throttle pedal. Therefore, if within 1 s after the pedal opening reaches 90%, the driver releases the pedal so that the depression rate in the pedal release direction reaches 60% / s, it is preliminarily determined that the driver has accidentally depressed the throttle.

[0129] In some solutions, in addition to the first throttle pedal depression information, the computing device can also combine other information for preliminary accidental depression determination, such as: the driver's perception information, or the driving environment data of the vehicle, etc. The following continues to introduce possible implementation methods:

[0130] Implementation method 2: The computing device obtains a first throttle misstep evaluation result based on the first throttle pedal information of the vehicle and the perception information of the driver of the vehicle. Among them, the perception information of the driver includes one or more of the driver's biometric information, voice information, and evaluation data obtained by processing the biometric information and / or voice information. Understandably, when the driver missteps on the brake, the driver may be in a tense or panicked state. Therefore, combining the perception information of the driver for a preliminary misstep judgment can improve the accuracy of the misstep judgment.

[0131] In some possible implementation manners, the perception information of the driver of the vehicle includes the driver's concentration. In some solutions, the driver's concentration is indicated by the driver's attention evaluation data and the driver's tension level evaluation data. In still other solutions, the driver's concentration can be calculated based on the driver's attention evaluation data and the driver's tension level evaluation data.

[0132] In some possible implementation manners, the attention evaluation data includes an attention level quantization value, which is used to quantitatively evaluate the driver's attention level. Similarly, the tension level evaluation data includes a tension level quantization value, which is used to quantitatively evaluate the driver's tension level. Specifically, the computing device obtains the driver's attention level quantization value and the driver's tension level quantization value, and obtains the driver's concentration based on the driver's attention level quantization value and the tension level quantization value. For example, the driver's concentration satisfies the following formula:

[0133] Drivingfocuslevel = (1 – Attentionlevel) × w3 + Tensionlevel × w4

[0134] Where, Drivingfocuslevel is the driver's concentration, Attentionlevel is the attention level quantization value, Tensionlevel is the attention level quantization value, and w3 and w4 are weight values. Further, w3 and w4 satisfy w3 + w4 = 1. For example, w3 is 0.65 and w2 is 0.45. Exemplarily, "×" is used to represent the operation symbol, and in some solutions, it can also be replaced by "*".

[0135] In a possible implementation, a DMS and / or a CMS are deployed inside the vehicle. The attention level quantization value is provided by the DMS, and / or, the attention level quantization value is provided by the CMS. In another possible implementation, vision sensors (including image sensors) are deployed inside the vehicle, such as the image sensors included in the DMS system. The vision sensors are used to collect visual information such as the driver's expression and whether the driver is in the driver's seat. The visual information collected by the vision sensors can be provided to a computing device, and the computing device obtains attention evaluation data based on the visual information. In yet another possible implementation, a voice system is deployed inside the vehicle. The vision sensors are used to collect voice information in the cab, and the voice information can be provided to the computing device, and the computing device obtains tension level evaluation data based on the voice information.

[0136] Combined with the foregoing implementation examples, an exemplary determination logic is as follows: If the throttle pedal depression force reaches the force threshold and the driver's concentration is greater than the preset threshold, it is preliminarily determined that the driver has accidentally stepped on the throttle pedal. On the contrary, if the throttle pedal depression force does not reach the force threshold or the driver's concentration is less than the preset threshold, it is preliminarily determined that the driver has not accidentally stepped on the throttle pedal.

[0137] Implementation mode three: The computing device obtains a first throttle misstep evaluation result based on the first throttle pedal depression information of the vehicle and the driving environment data of the vehicle.

[0138] Among them, the driving environment information of the vehicle includes one or more of the static environment information around the vehicle, dynamic environment information, or the motion state of the vehicle itself (i.e., the vehicle itself). Alternatively, the driving environment data of the vehicle includes evaluation data calculated based on one or more of the foregoing static environment information around the vehicle, dynamic environment information, and the motion state of the vehicle itself. For example, the driving environment data of the vehicle includes one or more of collision risk information, collision free passage probability (CFPP), passage collision probability, predicted passage path information, or avoidance path information.

[0139] Exemplarily, the static environment information of the vehicle includes information of static objects, such as roads (such as road boundaries, lane line information, and traffic directions), obstacles, traffic signs, etc. Among them, the information of static objects includes information such as the position, distance, size, or state of static objects. The dynamic environment information includes information such as traffic flow, congestion status, and traffic signal status. The motion state of the vehicle includes one or more of the vehicle's geographical location, relative position, driving direction, orientation, steering wheel direction (or called steering wheel angle), steering wheel steering angle, vehicle speed, vehicle wheel speed, vehicle acceleration, vehicle gear, vehicle attitude angle, or vehicle braking torque.

[0140] In some solutions, the driving environment data is used to indicate the degree of collision risk of the vehicle. Understandably, when the passing difficulty is relatively high or the collision risk is high, the possibility of the driver accidentally stepping on the brake is also relatively high. Making a preliminary misstep judgment by combining the driving environment information of the vehicle can improve the accuracy of misstep judgment. As a possible solution, the computing device determines the predicted passing path of the vehicle based on the motion state of the vehicle, and the passable path of the vehicle can be obtained based on the surrounding environment information of the vehicle. The degree of collision risk is related to the consistency between the predicted passing path and the passable path of the vehicle. For example, if the steering wheel of the vehicle is turned in the same direction as the passable path, then when calculating the collision risk assessment of the vehicle with the surrounding environment and traffic flow, the success rate of the vehicle passing without collision is relatively high.

[0141] The following describes the case where the driving environment data includes CPFF as an example. In a possible implementation, the computing device predicts the motion trajectory of the vehicle itself (i.e., the predicted passing path) based on the obstacle information and road information around the vehicle itself, combines the steering wheel turning direction, the gear of the vehicle itself and the kinematic model, evaluates the collision risk of the vehicle with the surrounding environment and traffic flow, and calculates the CFPP of the vehicle itself. As Figure 5 , when the vehicle is in the forward gear and cannot move forward or turn left or right and the steering wheel points straight ahead or turns right in the driving direction of the vehicle, the collision-free passing success rate CFPP of the vehicle is 0%. As Figure 6 shown, the steering wheel of the car indicates that the driving direction of the vehicle is to turn left, which is consistent with the passable path. Then, when calculating the collision risk assessment of the vehicle with the surrounding environment and traffic flow, the passing success rate of the vehicle is relatively high, and the CFPP is 70%. Understandably, when the passing success rate of the vehicle is relatively high (such as a higher CFPP), the possibility of the driver accidentally stepping on the accelerator is relatively small. On the contrary, when the passing difficulty of the vehicle is relatively high, the driver's behavior of stepping on the accelerator pedal may be an accidental step.

[0142] Implementation method four: The computing device obtains a first accelerator misstep assessment result based on the first accelerator pedal stepping information of the vehicle, the perception information of the driver of the vehicle, and the driving environment data of the vehicle. Among them, for the detailed description of the perception information of the driver and the driving environment data of the vehicle, reference can be made to the foregoing description.

[0143] In some possible implementations, the computing device determines a misstep index based on the perception information of the driver of the vehicle and the driving environment data of the vehicle, determines a first stepping force based on the first accelerator pedal stepping information, and determines a first accelerator misstep assessment result based on the misstep index and the first stepping force. Among them, the misstep index is determined by the perception information of the driver of the vehicle and the driving environment data of the vehicle. Since it combines the degree of collision risk and the driver's reaction, the misstep index can more accurately reflect the possibility of the driver accidentally stepping on the accelerator under different degrees of collision risk and different emotional feedbacks.

[0144] In some possible implementation manners, weights corresponding to the perception information of the driver of the vehicle and the driving environment data of the vehicle are determined, so that the usability of the misstep index is higher. Optionally, the weight of the driving environment data of the vehicle is higher than the weight of the perception information of the driver of the vehicle. Exemplarily, the perception information of the driver includes the driver's concentration, the driving environment data of the vehicle includes CFPP, and the misstep index WeightSum satisfies the following formula:

[0145] WeightSum = (1 - CFPP) × w1 + DrivingFocusLevel × w2

[0146] wherein, DrivingFocusLevel is used to indicate the driver's concentration, w1 and w2 are weight values, and optionally w1 > w2. Further, w1 and w2 satisfy w1 + w2 = 1. For example, w1 is 0.7 and w2 is 0.3. Exemplarily, "×" is used to represent the operation symbol, and in some solutions, it can also be replaced by "*".

[0147] As a possible implementation example, taking the first throttle pedal depression information including the depression force level as an example, the computing device can perform a preliminary misstep determination by combining the depression force level and the misstep index. For example, the following two situations are both determined as misstep of the throttle: (1) The depression force level is medium depression and the misstep index is greater than the first index threshold. (2) The depression force level is heavy depression and the depression index is greater than the second index threshold. Wherein, the first index threshold is greater than the second index threshold. For example, the first index threshold is 0.85 and the second index threshold is 0.75. Optionally, the first index threshold can be predefined or pre-calculated. Similarly, the second index threshold can be predefined or pre-calculated.

[0148] The above-mentioned multiple implementation manners are only examples. In the specific implementation process, more information may be involved in the preliminary determination stage, and different implementation manners can also be combined. It can be understood that the above-mentioned information collection process or determination process can be continuously performed. For example, the throttle pedal information, voice information, etc. collected can be a continuous piece of information.

[0149] In some solutions, when the first throttle misstep evaluation result indicates that the driver missteps the throttle, the computing device performs an anti-misstep operation. The anti-misstep operation enables the driver to easily perceive the occurrence of the misstep situation, is more likely to trigger the driver's reaction to the throttle pedal depression event situation, and improves the accuracy and determination efficiency of judging the throttle misstep situation. In some implementations, the anti-misstep operation does not lock the throttle pedal and can support the driver to deeply depress and release the throttle pedal, so that the driver can have a higher driving freedom. The following lists three possible anti-misstep operations:

[0150] Operation 1: Output a throttle return control signal, which is used to control the throttle pedal to give a return force to the throttle pedal. Optionally, the throttle return control signal can instruct the controller related to the throttle pedal to apply a force in the direction of releasing the throttle pedal. In some solutions, the throttle return force is applied by the throttle controller to the throttle pedal. The computing device can output a throttle return signal to the throttle controller so that the throttle controller applies a return force to the throttle pedal. In some solutions, the computing device can be connected to another computing module, and this computing module is connected to the throttle controller. The computing device can output a throttle return signal to this computing module so that this computing module controls the throttle controller to apply a return force to the throttle pedal. Exemplarily, this computing module can be a domain controller, an electronic control unit, etc. Based on the throttle pedal return force, the driver can perceive the possibility of accidentally stepping on the throttle, so that the driver can make corresponding driving actions and improve the safety of the driver's driving.

[0151] Operation 2: Output a driving prompt message, which is used to prompt the driver that there is a situation of accidentally stepping on the throttle. Through the driving prompt message, the driver can be made to perceive the occurrence of the accidental stepping situation in a timely manner, and the accuracy rate and determination efficiency of judging the accidental stepping of the throttle can be improved.

[0152] Optionally, the driving prompt message can be transmitted to the driver through sound, light, electricity, tactile reminder (such as vibration), etc. For example, the computing device outputs a driving prompt message to the HMI-related product. In one example, in the user interface, the situation of accidentally stepping on the throttle can be prompted to the driver through colors, texts, font weights, flashing, graphics, dialog boxes, etc. In another example, the driver can be prompted of the situation of accidentally stepping on the throttle through voice.

[0153] Optionally, the driving prompt message can be presented in front of the driver's field of vision so that the driver can obtain the driving prompt message without lowering the head or turning the head. For example, the driving route, collision risk, and vehicle speed are displayed or alarmed through a head up display (HUD).

[0154] Please refer to Figure 7 , Figure 7This is a schematic diagram of a driving prompt provided by an embodiment of the present application. An HUD is deployed in the vehicle, and the HUD can project a display screen to present driving prompt information. Exemplarily, a prompt graphic can be presented through the HUD to prompt the driver that there is a situation of accidentally stepping on the accelerator. For example, the prompts, arrows (the arrow can be close to the vehicle speed information to prompt that the vehicle is in an accelerating state), driving path, etc. in the areas 701 and 704 shown by the dotted line can prompt the driver that there is an abnormal situation. Further, these prompt graphics can also be presented in colors or warning colors (such as red, blue, yellow, etc.) that are more easily perceived by the human eye, and / or the prompt image can be in a flashing state to make it easier for the driver to notice the prompt information. Again exemplarily, text can be presented through the HUD. For example, the area 702 reminds the driver in text form that it is suspected that the accelerator has been accidentally stepped on. Another example is that in the area 703, the driver's attention is prompted to pay attention to the distance from the vehicle in front in bold. In some cases, the faster the distance from other vehicles changes, the more likely it is that the vehicle is in an accelerating state, making the driver aware of abnormal acceleration. Of course, these problems can also be made more noticeable to the driver by means such as bolding, setting as a warning color, flashing, increasing the font size, etc.

[0155] Operation 3: Send driving prompt information to the user device. The driving prompt information is used to prompt the driver that there is a situation of accidentally stepping on the accelerator. Here, the user device includes one or more of a handheld device, a wearable device, an entertainment device, etc. For example, when the driver is looking at the phone and operates the accelerator to accelerate according to the usual driving habit, and is unaware of new environmental elements (such as fences and warning signs used in construction) or temporarily appearing obstacles (such as a vehicle changing lanes, an animal entering the road, a fallen obstacle, etc.), at this time, by sending prompt information to the user device, the driver can be timely prompted that there is a situation of accidentally stepping on the accelerator.

[0156] Exemplarily, the driving prompt information includes a judgment result of accidentally stepping on the accelerator (whether the accelerator has been accidentally stepped on), the state of the accelerator (such as whether it has been stepped on, stepping information), vehicle speed information (speed, acceleration, etc.), collision risk information, etc. After the driving prompt information is received by the user device, it can be transmitted to the driver through sound, light, electricity, tactile reminder (such as vibration), etc.

[0157] The above three operations are exemplary anti-misstep operations, and there may be other ways to prompt the driver that there is misstep information in the specific implementation process. It should be understood that the above multiple anti-misstep operations can be combined when they are not mutually exclusive. For example, the vehicle can apply the accelerator return force and display driving prompt information at the same time.

[0158] In some possible implementation manners, Figure 3The method shown is executed when the duration of continuous depression of the accelerator pedal exceeds a second duration. For example, when the duration of continuous depression of the accelerator pedal exceeds the second duration, one or more of steps S301 to S303 are executed. Herein, the second duration is predefined (such as according to protocol regulations or pre-written), or the second duration is defined by the user, or the second duration can be calculated based on the historical driving data of one or more drivers. Exemplarily, the second duration is, for example, 200 ms.

[0159] Step S302: The computing device obtains second accelerator pedal depression information of the vehicle.

[0160] When the driver accidentally depresses the accelerator pedal, the vehicle usually accelerates rapidly. When the driver realizes that the vehicle is accelerating abnormally or realizes that they have accidentally depressed the accelerator pedal, the force with which they depress the accelerator pedal is very likely to change. Therefore, the computing device can obtain the accelerator pedal depression information again, that is, the second accelerator pedal depression information.

[0161] Exemplarily, the second accelerator pedal depression information includes the second pedal opening and the time information of the second pedal opening. Again exemplarily, the second accelerator pedal depression information includes the second pedal opening and the second depression rate. Again exemplarily, the second accelerator pedal depression information includes the second depression force.

[0162] In some solutions, the second accelerator pedal depression information is obtained after a period of time from obtaining the first accelerator pedal depression information.

[0163] In some possible implementation manners, when the computing device executes the anti-misstep operation, the time corresponding to the second accelerator pedal depression information can be after a first duration of executing the anti-misstep operation. That is, obtaining the second accelerator pedal depression information of the vehicle includes: obtaining the second accelerator pedal depression information of the vehicle after a first duration of executing the anti-misstep operation. Herein, the first duration is a predefined duration, for example, 500 milliseconds (ms). And / or, the first duration is greater than the human reaction time. The human reaction time is usually 0.2 seconds, and the reaction time of some trained human drivers is usually greater than 0.1 second.

[0164] Step S303: The computing device performs emergency braking on the vehicle according to the first accelerator pedal misstep evaluation result and the second accelerator pedal depression information of the vehicle.

[0165] Herein, emergency braking can be replaced by braking, including situations such as comfort braking and sudden stop. Optionally, the deceleration during braking can be related to one or more of the environment where the vehicle is located or the current vehicle speed, etc. Optionally, the execution of emergency braking can be achieved through the braking system, and the computing device can trigger the braking system of the vehicle to perform emergency braking on the vehicle by outputting a control signal.

[0166] In some possible embodiments, an AEB system is deployed in a vehicle, and the functions of the AEB system are implemented by a computing device. Emergency braking of the vehicle includes: triggering the AEB function to perform emergency braking.

[0167] In some possible embodiments, the computing device determines whether the driver has accidentally stepped on the accelerator based on the first accidental accelerator pedal depression evaluation result and the second accelerator pedal depression information of the vehicle. In the case where it is determined that the driver has accidentally stepped on the accelerator, the vehicle is emergently braked. It should be noted that the first accidental accelerator pedal depression evaluation result may not be directly used during the determination, but indirectly used. For example, the second accelerator pedal depression information is collected when the first accidental accelerator pedal depression evaluation result indicates a preliminary determination that the driver has accidentally stepped on the accelerator. At this time, the data directly used when determining whether the driver has accidentally stepped on the accelerator is the second accelerator pedal depression information, but it also implies that the first accidental accelerator pedal depression evaluation result indicates a preliminary determination that the driver has accidentally stepped on the accelerator.

[0168] In some possible embodiments, when determining whether the driver has accidentally stepped on the accelerator, an accidental depression confirmation result may be output, which indicates whether the driver has accidentally stepped on the accelerator. For example, the result is the value of a parameter. When the parameter takes the first value, it indicates that it is determined that the driver has accidentally stepped on the accelerator, and when the parameter takes the second value, it indicates that the driver has not accidentally stepped on the accelerator. Of course, the value of the parameter may be an intermediate value during the accidental depression confirmation and emergency braking process and is not explicitly represented.

[0169] For ease of understanding, several situations for emergency braking are listed below:

[0170] Situation 1: When the first accidental accelerator pedal depression evaluation result indicates a preliminary determination that the driver has accidentally stepped on the accelerator and the difference between the first pedal opening and the second pedal opening is greater than or equal to a first threshold, it is determined that the driver has accidentally stepped on the accelerator, so the computing device performs emergency braking on the vehicle.

[0171] Among them, the difference between the first pedal opening and the second pedal opening can be a signed value, and its positive direction is the direction of releasing the accelerator pedal. That is, when the first pedal opening is greater than the second pedal opening, the first pedal opening minus the second pedal opening is a positive number, and when the first pedal opening is less than the second pedal opening, the first pedal opening minus the second pedal opening is a negative number. It can be understood that the present application is equally applicable to the case where the negative direction of the difference of the pedals is the direction of releasing the accelerator pedal. Alternatively, when the first accidental accelerator pedal depression evaluation result indicates a preliminary determination that the driver has accidentally stepped on the accelerator and the difference between the second pedal opening and the first pedal opening is less than or equal to a certain threshold (for example, represented as threshold TH1), it is determined that the driver has accidentally stepped on the accelerator.

[0172] Exemplarily, the first threshold is, for example, etc. For example, when the pedal opening is expressed as a percentage, the first threshold is, for example, 10%, 20%, 30%, 35%, 40%, 50%, etc.

[0173] Optionally, the first threshold may be predefined, or the first threshold may be a default set value, or the first threshold may also be obtained based on the historical data of the driver stepping on the accelerator pedal to adapt to the personalized needs of different drivers.

[0174] In some solutions, when the first accelerator misstep evaluation result indicates that it is preliminarily determined that the driver does not misstep the accelerator or the difference between the first pedal opening and the second pedal opening is less than the first threshold, it is confirmed that the driver does not misstep the accelerator. Please refer to Figure 8 , Figure 8 is a schematic flow chart of misstep confirmation provided by an embodiment of the present application. The misstep determination process is divided into a warning stage and a decision stage. In the warning stage, the driver steps on the accelerator pedal, and the computing device obtains the first accelerator stepping information. At this time, the opening of the accelerator pedal is 90%. The computing device further preliminarily determines that the driver missteps the accelerator pedal based on the first accelerator stepping information, and the computing device outputs a control signal to give a certain elasticity to the accelerator pedal. This elasticity is usually less than the force exerted by the driver on the pedal. After the first time period, for example, 500 ms later, the computing device detects that the opening of the accelerator pedal is still 90%, indicating that the driver has not released the accelerator and applied a greater force to maintain the accelerator opening. Therefore, it is determined that the driver does not misstep the accelerator and it is a normal hard acceleration.

[0175] In some possible implementation manners, the second accelerator stepping information is collected when it is preliminarily determined that the driver missteps the accelerator. At this time, the first accelerator misstep result may be an implicit condition or a precondition. In other words, the foregoing situation one may also be replaced with: If the difference between the first pedal opening and the second pedal opening is greater than or greater than or equal to the first threshold, it is confirmed that the driver missteps the accelerator. In some solutions, if the difference between the first pedal opening and the second pedal opening is less than the first threshold, it is confirmed that the driver does not misstep the accelerator.

[0176] Situation two, when the first accelerator misstep evaluation result indicates that it is preliminarily determined that the driver missteps the accelerator and the second pedal opening is less than the second threshold, it is confirmed that the driver missteps the accelerator. Among them, the second pedal opening being less than the second threshold indicates that the driver significantly releases the accelerator subsequently, so it is confirmed that a misstep situation has occurred. Exemplarily, the second threshold is, for example, etc. For example, when the pedal opening is represented by a percentage, the second threshold is, for example, 10%, 5%, etc. Optionally, the second threshold can be predefined, or the second threshold can be a default set value, or the second threshold can also be obtained based on the historical data of the driver stepping on the accelerator pedal to meet the personalized needs of different drivers.

[0177] Taking the second threshold as 5% as an example, when the first throttle misstep evaluation result indicates that it is preliminarily determined that the driver missteps the throttle, but the second pedal opening collected after the preliminary misstep of the throttle is less than 5%, for example, 0, it is confirmed that a misstep of the throttle has occurred.

[0178] Of course, here it is described by taking the case where the pedal opening is indicated in the positive direction as an example, and the present application is equally applicable to the case where the pedal opening is indicated in the reverse direction.

[0179] In some solutions, when the first throttle misstep evaluation result indicates that it is preliminarily determined that the driver does not misstep the throttle or the second pedal opening is greater than the second threshold, it is confirmed that the driver does not misstep the throttle. After it is preliminarily determined that the driver does not misstep the throttle, the driver does not significantly release the throttle, so it is confirmed that the driver is performing a normal rapid acceleration and does not misstep the throttle.

[0180] Optionally, the first throttle misstep result can be an implicit condition or a precondition, that is: when the second pedal opening is less than the second threshold, it is confirmed that the driver missteps the throttle. In some solutions, when the second pedal opening is greater than the second threshold, it is confirmed that the driver does not misstep the throttle.

[0181] In some possible implementation manners, the computing device can perform emergency braking in combination with the perception information of the driver, or the driving environment data of the vehicle, etc. That is, the computing device performs emergency braking on the vehicle according to the first throttle misstep evaluation result and the second throttle stepping information, as well as the perception information of the driver and / or the driving environment data of the vehicle.

[0182] In some solutions, the computing device can also obtain the surrounding environment information of the vehicle and / or calculate the collision risk information. In the former case, the computing device can determine the collision risk based on the surrounding environment information of the vehicle and the motion state of the vehicle. Further, the emergency braking operation can be triggered when there is a collision risk (for example, the collision risk level is higher than a preset value).

[0183] In some possible implementation manners, when there is a collision risk for the vehicle and it is confirmed that the driver missteps the throttle, the computing device performs emergency braking on the vehicle. That is, the emergency braking is triggered when there is a collision risk for the vehicle, which not only reduces the possibility of traffic accidents, but also avoids triggering emergency braking in an open environment, with low traffic difficulty, or a collision-free environment, so as not to cause too much interference to the user's driving and ensure the driving freedom of the driver.

[0184] In some possible embodiments, when it is confirmed that the driver does not accidentally step on the accelerator, the emergency braking of the vehicle is not triggered. For example, the vehicle can accelerate according to the accelerator control, that is, the vehicle is in an accelerating state. Exemplarily, when the AEB function is deployed in the vehicle, the AEB function is in an inhibited state when it is confirmed that the driver does not accidentally step on the accelerator.

[0185] Please refer to Figure 9 , for a scenario where there is a passing path in the left front, but the driver's steering wheel is turned to the right, when calculating the collision risk assessment of the vehicle with the surrounding environment and traffic flow, the vehicle passing success rate is relatively small, such as the CFPP may be 0.2. When making a preliminary misstep determination, since the misstep index is relatively large, it is easily initially determined that the driver has accidentally stepped on the accelerator. At this time, the vehicle applies a resilience force to the accelerator pedal and / or gives the driver a sound and image reminder through the HMI. After the first time period, the computing device obtains the second accelerator pedal information, and determines that the difference between the new pedal opening and the preliminary pedal at the time of the preliminary determination is less than or equal to the first threshold, then it is considered that the driver is accelerating normally. For example, the driver may turn the steering wheel to the left for passing next, and at this time, the emergency braking is not triggered.

[0186] In some possible embodiments, when the vehicle has a collision risk and it is confirmed that the driver does not accidentally step on the accelerator, the emergency braking of the vehicle is not triggered. For example, the AEB function can be in an inhibited state.

[0187] Figure 3 The driving assistance method shown can be applied to a variety of possible situations. In one scenario, the current gear of the vehicle is the forward gear, that is, the current driving direction of the vehicle is forward. For example, in scenarios such as vehicle starting and moving forward, a preliminary determination and confirmation of anti-misstep are performed to perform braking in the case of confirmed misstep, reducing the probability of traffic accidents caused by accidentally stepping on the accelerator.

[0188] In another scenario, the current gear of the vehicle is the reverse gear, that is, the driving direction of the vehicle is backward. For example, when the vehicle parks and starts in reverse gear or the vehicle is reversing, the computing device performs a preliminary determination and secondary confirmation of anti-misstep to perform braking in the case of confirmed misstep, reducing the probability of traffic accidents caused by accidentally stepping on the accelerator.

[0189] In Figure 3In the illustrated embodiment, the determination of accidental throttle pedal depression is divided into two stages: preliminary determination and secondary confirmation. In the first stage, a preliminary determination is made on whether the driver accidentally depresses the throttle pedal based at least on the first throttle pedal depression information. The preliminary determination process can detect whether there is a situation where the driver is suspected of accidentally depressing the throttle pedal. In the second stage, the throttle pedal depression information can be obtained again, that is, the second throttle pedal depression information. Combining the preliminary evaluation result in the first stage (i.e., the first accidental throttle pedal depression evaluation result) and the second throttle pedal depression information obtained in the second stage can more accurately determine whether an accidental throttle pedal depression occurs and determine whether to perform emergency braking on the vehicle. In this way, through the determination of two stages, the accuracy rate of accidental depression determination can be improved. In the case of confirming accidental depression, the vehicle can be braked in time, reducing the probability of traffic accidents caused by accidental throttle pedal depression. When the driver accelerates suddenly normally, even if a preliminary determination of accidental depression is made, through the secondary confirmation of accidental depression, the misjudgment rate can be reduced, avoiding affecting the driving freedom of the driver and enhancing the driving experience.

[0190] The above has described the scenarios to which the embodiments of the present application are applied and the methods provided by the present application. Next, the devices of the embodiments of the present application are provided. It can be understood that the multiple devices provided by the embodiments of the present application, such as driving assistance devices, computing devices, chips, etc., in order to implement the functions in the above method embodiments, include corresponding hardware structures, software units, or combinations of hardware structures and software structures for performing various functions. Those skilled in the art should easily realize that the various functions, devices, and modules in the devices described in combination with the embodiments disclosed herein can be implemented in the form of hardware or a combination of hardware and computer software. Whether a certain function is executed in the manner of hardware or computer software driving hardware depends on the specific application and design constraints of the technical solution. Professional technicians can use different device implementation methods in different usage scenarios to implement the foregoing method embodiments, and different implementation methods of the device should not be considered to exceed the scope of the embodiments of the present application.

[0191] The following lists several possible devices.

[0192] Please refer to Figure 10 , Figure 10 which is a schematic structural diagram of a driving assistance device provided by an embodiment of the present application. The driving assistance device 200 may include a communication unit 1001 and a processing unit 1002. The driving assistance device 200 may be an independent device, such as Figure 1 the computing device 14 shown in

[0193] The driving assistance device 200 is used to implement the foregoing driving assistance method, for example, to implement Figure 3The driving assistance method in the illustrated embodiment. Among them, the processing unit is used to implement one or more operations among the foregoing information processing, data generation, determination, decision-making, judgment, etc., and the communication unit is used to implement one or more operations among acquisition, output, reception, or transmission, etc.

[0194] In a possible implementation manner, the processing unit 1002 is used to obtain a first throttle misstep evaluation result at least according to the first throttle pedal information of the vehicle, and the communication unit 1001 is used to obtain the second throttle pedal information of the vehicle. The processing unit 1002 is further used to perform emergency braking on the vehicle according to the first throttle misstep evaluation result and the second throttle pedal information of the vehicle. Among them, the first throttle misstep evaluation result is used to indicate a preliminary determination of whether the driver has misstepped the throttle.

[0195] In another possible implementation manner, the communication unit 1001 and the processing unit 1002 are further used to perform an anti-misstep operation when the first throttle misstep evaluation result indicates that the driver has misstepped the throttle.

[0196] In another possible implementation manner, the communication unit 1001 is further used to output a throttle return control signal.

[0197] In another possible implementation manner, the communication unit 1001 is further used to output a driving prompt message.

[0198] In another possible implementation manner, the communication unit 1001 is further used to send a driving prompt message to the user device.

[0199] In another possible implementation manner, the processing unit 1002 is further used to confirm whether the driver has misstepped the throttle according to the first throttle misstep evaluation result and the second throttle pedal information of the vehicle. In the case of confirming that the driver has misstepped the throttle, emergency braking is performed on the vehicle.

[0200] In another possible implementation manner, the processing unit 1002 is further used to confirm that the driver has misstepped the throttle when the first throttle misstep evaluation result indicates a preliminary determination that the driver has misstepped the throttle and the difference between the first pedal opening and the second pedal opening is greater than or equal to a first threshold. Further, the processing unit 1002 is further used to confirm that the driver has not misstepped the throttle when the first throttle misstep evaluation result indicates a preliminary determination that the driver has not misstepped the throttle or the difference between the first pedal opening and the second pedal opening is less than the first threshold.

[0201] In another possible implementation manner, the processing unit 1002 is further used to confirm that the driver has misstepped the throttle when the first throttle misstep evaluation result indicates a preliminary determination that the driver has misstepped the throttle and the second pedal opening is less than a second threshold.

[0202] Further, the processing unit 1002 is further configured to confirm that the driver does not accidentally step on the accelerator when the first accelerator misstep evaluation result indicates a preliminary determination that the driver does not accidentally step on the accelerator or the opening degree of the second pedal is greater than the second threshold.

[0203] In another possible implementation manner, the processing unit 1002 is further configured to perform emergency braking on the vehicle when there is a collision risk for the vehicle and it is confirmed that the driver accidentally steps on the accelerator.

[0204] In another possible implementation manner, the processing unit 1002 is further configured to not trigger emergency braking on the vehicle when it is confirmed that the driver does not accidentally step on the accelerator.

[0205] In another possible implementation manner, the processing unit 1002 is further configured to perform emergency braking on the vehicle when there is a collision risk for the vehicle and it is confirmed that the driver does not accidentally step on the accelerator.

[0206] In another possible implementation manner, the current gear of the vehicle is the forward gear.

[0207] In another possible implementation manner, the current gear of the vehicle is the reverse gear.

[0208] In another possible implementation manner, the processing unit 1002 is further configured to obtain a first accelerator misstep evaluation result based on the first accelerator pedal stepping information of the vehicle and at least one of the perception information of the driver of the vehicle and the driving environment data of the vehicle.

[0209] In another possible implementation manner, the processing unit 1002 is further configured to determine the driving environment data according to the surrounding environment information of the vehicle and the motion state of the vehicle. Further, the communication unit 1001 is further configured to obtain the attention evaluation data of the driver and the stress level evaluation data of the driver.

[0210] In another possible implementation manner, the communication unit 1001 is further configured to obtain the facial recognition information of the driver, obtain the attention evaluation data according to the facial recognition information of the driver, and obtain the voice information of the cab of the vehicle. The processing unit 1002 is further configured to obtain the stress level evaluation data according to the voice information of the cab of the vehicle.

[0211] In another possible implementation manner, the processing unit 1002 is further configured to determine a misstep index according to the perception information of the driver of the vehicle and the driving environment data of the vehicle, determine a first stepping force according to the first accelerator pedal stepping information, and determine a first accelerator misstep evaluation result based on the misstep index and the first stepping force.

[0212] In yet another possible implementation, the processing unit 1002 is further configured to perform an emergency braking on the vehicle according to the first throttle misstep evaluation result, the second throttle pedal information, as well as the perception information of the driver and / or the driving environment data of the vehicle.

[0213] In yet another possible implementation, the processing unit 1002 is further configured to obtain a first throttle misstep evaluation result at least according to the first throttle pedal information of the vehicle when the duration of continuous depression of the throttle pedal exceeds a second duration.

[0214] For the specific operations performed by the above driving assistance, reference may also be made to Figure 3 the descriptions in the embodiments shown.

[0215] Figure 11 The following shows a schematic structural diagram of a computing device provided by an embodiment of the present application. The computing device 14 is a device with computing capabilities. Here, the device may be a physical device, such as a controller, a processor, a server (such as a rack server), a host, etc., or may also be a virtual device, such as a virtual machine, a container, etc. Optionally, the computing device 14 may be included in a vehicle, as Figure 1 shown.

[0216] As Figure 11 shown, the computing device 14 includes: a processor 142 and a memory 141, and optionally includes a bus 144 and a communication interface 143. The processor 142 and the memory 141 communicate with each other through the bus 144. It should be understood that the present application does not limit the number of processors and memories in the computing device 14.

[0217] The memory 141 is used to provide a storage space, and application data, user data, an operating system, a computer program, etc. may be optionally stored in the storage space. The memory 141 may include a volatile memory, such as a random access memory (RAM). The memory 141 may also include a non-volatile memory, such as a read-only memory (ROM), a flash memory, a hard disk drive (HDD), or a solid state drive (SSD), etc.

[0218] The processor 142 is a computing module, which may include any one or more of a controller (such as a memory controller), a central processing unit (CPU), a graphics processing unit (GPU), a microprocessor (MP), a digital signal processor (DSP), a coprocessor (assisting the central processor to complete corresponding processing and applications), an Application Specific Integrated Circuit (ASIC), a Microcontroller Unit (MCU), a virtual machine, a container, etc.

[0219] The communication interface 143 is used to provide information input or output for at least one processor. And / or, the communication interface 143 can be used to receive data sent externally and / or send data to the outside. The communication interface 143 can be a wired link interface including, for example, an Ethernet cable, or a wireless link (Wi-Fi, Bluetooth, general wireless transmission and other wireless communication technologies, etc.) interface. Optionally, the communication interface 143 can also include a transmitter (such as a radio frequency transmitter, an antenna, etc.) coupled to the interface, or a receiver, etc.

[0220] The bus 144 can be a Peripheral Component Interconnect (PCI) bus or an Extended Industry Standard Architecture (EISA) bus, etc. The bus can be divided into an address bus, a data bus, a control bus, etc. For the sake of convenience of representation, Figure 11 only one line is used to represent it in the figure, but it does not mean that there is only one bus or one type of bus. The bus 144 can include a path for transmitting information between various components of the computing device 14 (for example, the memory 141, the processor 142, the communication interface 143).

[0221] In the embodiments of the present application, the memory 141 stores executable instructions, and the processor 142 executes the executable instructions to implement the foregoing driving assistance method, for example Figure 3 the driving assistance method in the illustrated embodiment. That is, the memory 141 stores instructions for executing the driving assistance method.

[0222] An embodiment of the present application further provides a computing device cluster, which includes at least one computing device 14. Each computing device 14 includes a processor 142 and a memory 141. The processor 142 of at least one computing device 14 is configured to execute instructions stored in the memory 141 of at least one computing device 14, so that the computing device cluster implements the foregoing driving assistance method, for example Figure 3 the driving assistance method in the illustrated embodiment. Optionally, instructions for executing the driving assistance method are stored on the memory.

[0223] An embodiment of the present application further provides a chip, including a processor and a communication interface. The communication interface is configured to output and / or output data (including instructions), and / or, the communication interface is configured to receive and / or send data. When the processor executes program instructions in the memory, the foregoing driving assistance method, for example Figure 3 the driving assistance method in the illustrated embodiment. For example, the communication interface is configured to input first throttle pedal information and second throttle pedal information, the processor is configured to perform a preliminary determination and confirmation of misstep, and the communication interface is further configured to output control signals related to emergency braking. Further, the communication interface is further configured to output control signals and / or prompt information related to anti-misstep operations, etc.

[0224] An embodiment of the present application provides a computer-readable storage medium, in which instructions are stored. When the instructions are run by at least one processor, the foregoing driving assistance method is implemented, for example Figure 3 the driving assistance method in the illustrated embodiment.

[0225] Among them, the computer-readable storage medium can be any available medium that a computing device can store, or a data storage device such as a data center that includes one or more available media. The computer-readable storage medium can be a magnetic medium (for example, a floppy disk, a hard disk, a magnetic tape), an optical medium (for example, a DVD), or a semiconductor medium (for example, a solid-state drive), etc.

[0226] The present application provides a computer program product, which includes computer instructions. When the instructions are run on at least one processor, the foregoing driving assistance method is implemented, for example Figure 3 the driving assistance method in the illustrated embodiment.

[0227] Optionally, the computer program product can be a software installation package or an image package. In the case where the foregoing method needs to be used, the computer program product can be downloaded and executed on a computing device.

[0228] The present application provides a vehicle, which includes an accelerator and a braking system. The vehicle further includes the aforementioned driving assistance device 200, or the vehicle includes the aforementioned computing device 14 or computing device cluster, or the vehicle includes the aforementioned new product, or the vehicle includes the aforementioned computer storage medium, or the vehicle deploys the aforementioned computer program product.

[0229] Exemplarily, the architecture of the vehicle may be as Figure 1 shown. Exemplarily, the vehicle further includes one or more of a power system 11, a sensor system 13, a peripheral device 15, or a memory, etc.

[0230] In the embodiments of the present application, words such as "exemplarily" or "for example" are used to give examples, illustrations or explanations. Any embodiment or design solution described as "exemplarily" or "for example" in the present application should not be construed as being more preferred or having more advantages than other embodiments or design solutions. Rather, the use of words such as "exemplarily" or "for example" is intended to present relevant concepts in a specific manner.

[0231] In the embodiments of the present application, "at least one" mentioned refers to one or more, and "a plurality" refers to two or more. "At least one (item)" or similar expressions thereof refer to any combination of these items, including any combination of single items (items) or plural items (items). For example, at least one (item) of a, b, or c may represent: a, b, c, (a and b), (a and c), (b and c), or (a and b and c), where a, b, c may be single or multiple. "And / or" describes the association relationship of associated objects, indicating that there can be three relationships. For example, A and / or B may represent: A exists alone, A and B exist simultaneously, and B exists alone. Among them, A and B may be singular or plural. The character " / " generally indicates that the associated objects before and after are in an "or" relationship.

[0232] Moreover, unless otherwise stated, the ordinal numbers such as "first" and "second" used in the embodiments of the present application are used to distinguish multiple objects and are not used to limit the order, timing, priority or importance of multiple objects.

Claims

1. A driving assistance method, characterized in that, Applied to a vehicle, the method includes: Obtaining a first throttle misstep evaluation result based at least on first throttle pedal depression information of the vehicle, where the first throttle misstep evaluation result is used to preliminarily determine whether the driver has misstepped on the throttle; Obtaining second throttle pedal depression information of the vehicle; Performing emergency braking on the vehicle based on the first throttle misstep evaluation result and the second throttle pedal depression information of the vehicle.

2. The method according to claim 1, wherein Before obtaining the second throttle pedal depression information of the vehicle, the method further includes: Performing an anti-misstep operation when the first throttle misstep evaluation result indicates a preliminary determination that the driver has misstepped on the throttle.

3. The method according to claim 2, wherein The anti-misstep operation includes outputting a throttle return control signal and / or outputting a driving prompt message. The throttle return control signal is used to control the throttle pedal to give a return force to the throttle pedal, and the driving prompt message is used to prompt the driver that there is a situation of misstepping on the throttle.

4. The method according to claim 2 or 3, characterized in that, The obtaining of the second throttle pedal depression information of the vehicle includes: Obtaining the second throttle pedal depression information of the vehicle after a first duration of performing the anti-misstep operation.

5. The method according to claim 4, characterized in that, The first duration is a predefined duration, and / or the first duration is greater than the human reaction time.

6. The method according to any one of claims 1-5, characterized in that, The performing of emergency braking on the vehicle based on the first throttle misstep evaluation result and the second throttle pedal depression information of the vehicle includes: Confirming whether the driver has misstepped on the throttle based on the first throttle misstep evaluation result and the second throttle pedal depression information of the vehicle; Performing emergency braking on the vehicle when it is confirmed that the driver has misstepped on the throttle.

7. The method according to claim 6, wherein The first throttle pedal depression information includes a first pedal opening degree, and the second throttle pedal depression information includes a second pedal opening degree; The confirming of whether the driver has misstepped on the throttle based on the first throttle misstep evaluation result and the second throttle pedal depression information of the vehicle includes: Confirming that the driver has misstepped on the throttle when the first throttle misstep evaluation result indicates a preliminary determination that the driver has misstepped on the throttle and the difference between the first pedal opening degree and the second pedal opening degree is greater than or equal to a first threshold.

8. The method according to claim 6, wherein The second throttle pedal depression information includes a second pedal opening degree. The confirming of whether the driver has misstepped on the throttle based on the first throttle misstep evaluation result and the second throttle pedal depression information of the vehicle includes: Confirming that the driver has misstepped on the throttle when the first throttle misstep evaluation result indicates a preliminary determination that the driver has misstepped on the throttle and the second pedal opening degree is less than a second threshold.

9. The method according to any one of claims 6-8, characterized in that, The performing of emergency braking on the vehicle when it is confirmed that the driver has misstepped on the throttle includes: Performing emergency braking on the vehicle when there is a collision risk for the vehicle and it is confirmed that the driver has misstepped on the throttle.

10. The method according to any one of claims 1-9, characterized in that, The obtaining of the first throttle misstep evaluation result based at least on the first throttle pedal depression information of the vehicle includes: Obtaining the first throttle misstep evaluation result based on the first throttle pedal depression information of the vehicle and at least one of the perception information of the driver of the vehicle and the driving environment data of the vehicle, where the driving environment data is used to indicate the degree of collision risk of the vehicle.

11. The method according to claim 10, wherein The method further includes: Determine the driving environment data according to the surrounding environment information of the vehicle and the motion state of the vehicle.

12. The method according to claim 10 or 11, characterized in that, The motion state of the vehicle is used to indicate the expected passing path of the vehicle, and the surrounding environment information of the vehicle is used to obtain the passable path of the vehicle. The collision risk level is related to the degree of consistency between the expected passing path and the passable path of the vehicle.

13. The method according to any one of claims 10 - 12, characterized in that, The perception information of the driver of the vehicle includes the driver's concentration. The method further includes: Obtain the attention evaluation data of the driver and the stress level evaluation data of the driver. Determine the driver's concentration according to the attention evaluation data of the driver and the stress level evaluation data of the driver, wherein the weight of the attention evaluation data is greater than the weight of the stress level evaluation data.

14. The method according to any one of claims 10-13, characterized in that, The obtaining of the first throttle misstep evaluation result according to the first throttle pedal depression information of the vehicle, and at least one of the perception information of the driver of the vehicle and the driving environment data of the vehicle includes: Determine a misstep index according to the perception information of the driver of the vehicle and the driving environment data of the vehicle. Determine a first depression force according to the first throttle pedal depression information. Determine the first throttle misstep evaluation result according to the misstep index and the first throttle pedal depression force.

15. The method according to claim 14, wherein The first depression force is one of at least one depression force level, and the at least one depression force level is used to indicate the degree of severity of the driver stepping on the throttle pedal.

16. The method according to any one of claims 1 to 15, characterized in that, The obtaining of the first throttle misstep evaluation result at least according to the first throttle pedal depression information of the vehicle includes: When the duration of continuously stepping on the throttle pedal exceeds a second duration, obtain the first throttle misstep evaluation result at least according to the first throttle pedal depression information of the vehicle.

17. The method according to any one of claims 1-16, characterized in that, The current gear of the vehicle is reverse.

18. A driving assistance device, characterized in that, The driving assistance device includes a processing unit and a communication unit, wherein: The processing unit is configured to obtain a first throttle misstep evaluation result at least according to the first throttle pedal depression information of the vehicle, and the first throttle misstep evaluation result is used to indicate a preliminary determination of whether the driver missteps on the throttle. The communication unit is configured to obtain the second throttle pedal depression information of the vehicle. The processing unit is further configured to perform emergency braking on the vehicle according to the first throttle misstep evaluation result and the second throttle pedal depression information of the vehicle.

19. The device according to claim 18, characterized in that, The processing unit and the communication unit are further configured to perform an anti-misstep operation when the first throttle misstep evaluation result indicates a preliminary determination that the driver missteps on the throttle.

20. The device according to claim 19, characterized in that, The communication unit is further configured to output a throttle return control signal, and the throttle return control signal is used to control the throttle pedal to give a throttle pedal return force. And / or, the communication unit is further configured to output a driving prompt message, and the driving prompt message is used to prompt the driver that there is a situation of misstepping on the throttle.

21. The device according to claim 19 or 20, characterized in that, The communication unit is further configured to: Obtain the second throttle pedal depression information of the vehicle after a first duration of performing the anti-misstep operation.

22. The device according to claim 21, characterized in that, The first duration is a predefined duration, and / or the first duration is greater than the human reaction time.

23. The device according to any one of claims 18-22, characterized in that, The processing unit is further configured to: Confirm whether the driver accidentally steps on the accelerator based on the first accelerator misstep evaluation result and the second accelerator pedal information of the vehicle; In the case of confirming that the driver accidentally steps on the accelerator, perform emergency braking on the vehicle.

24. The device according to claim 23, wherein, The first accelerator pedal information includes a first pedal opening degree, and the second accelerator pedal information includes a second pedal opening degree; The processing unit is further configured to: In the case where the first accelerator misstep evaluation result indicates a preliminary determination that the driver accidentally steps on the accelerator and the difference between the first pedal opening degree and the second pedal opening degree is greater than or equal to a first threshold, confirm that the driver accidentally steps on the accelerator.

25. The device according to claim 23, characterized in that, The second accelerator pedal information includes a second pedal opening degree, The processing unit is further configured to: In the case where the first accelerator misstep evaluation result indicates a preliminary determination that the driver accidentally steps on the accelerator and the second pedal opening degree is less than a second threshold, confirm that the driver accidentally steps on the accelerator.

26. The device according to any one of claims 23-25, characterized in that, The processing unit is further configured to: In the case where the vehicle has a collision risk and it is confirmed that the driver accidentally steps on the accelerator, perform emergency braking on the vehicle.

27. The device according to any one of claims 18-26, characterized in that, The processing unit is further configured to: Based on the first accelerator pedal information of the vehicle, and at least one of the perception information of the driver of the vehicle and the driving environment data of the vehicle, obtain the first accelerator misstep evaluation result, where the driving environment data is used to indicate the degree of collision risk of the vehicle.

28. The device according to claim 27, wherein The processing unit is further configured to: Determine the driving environment data according to the surrounding environment information of the vehicle and the motion state of the vehicle.

29. The device according to claim 27 or 28, characterized in that, The motion state of the vehicle is used to indicate the expected passing path of the vehicle, the surrounding environment information of the vehicle is used to obtain the passable path of the vehicle, and the degree of collision risk is related to the consistency between the expected passing path and the passable path of the vehicle.

30. The device according to any one of claims 27-29, characterized in that, The perception information of the driver of the vehicle includes the driver's concentration, The communication unit is further configured to obtain the driver's attention evaluation data and the driver's stress level evaluation data, The processing unit is further configured to determine the driver's concentration according to the driver's attention evaluation data and the driver's stress level evaluation data, where the weight of the attention evaluation data is greater than the weight of the stress level evaluation data.

31. The device according to any one of claims 27-30, characterized in that, The processing unit is further configured to: Determine a misstep index according to the perception information of the driver of the vehicle and the driving environment data of the vehicle; Determine a first stepping force according to the first accelerator pedal information; Determine the first accelerator misstep evaluation result according to the misstep index and the first accelerator stepping force.

32. The device according to claim 31, characterized in that, The first stepping force is one of at least one stepping force level, and the at least one stepping force level is used to indicate the severity of the driver stepping on the accelerator pedal.

33. The device according to any one of claims 18-32, characterized in that, The processing unit is further configured to: In the case where the duration of continuously stepping on the accelerator pedal exceeds a second duration, obtain the first accelerator misstep evaluation result at least according to the first accelerator pedal information of the vehicle.

34. The device according to any one of claims 18 - 33, characterized in that, The current gear of the vehicle is reverse gear.

35. A chip, characterized in that, Includes a processor and a communication interface, The communication interface is used to output and / or input data, and / or, the communication interface is used to receive and / or transmit data, When the processor executes the program instructions in the memory, the method described in any one of claims 1-17 is implemented.

36. A computing device, characterized in that, It includes a processor and a memory, The memory is used to store program instructions. When the processor executes the program instructions in the memory, the method described in any one of claims 1-17 is implemented.

37. A vehicle, characterized in that, The vehicle includes an accelerator and a braking system, The vehicle further includes a driving assistance device described in any one of claims 18-34, Alternatively, the vehicle further includes the chip described in claim 35, Alternatively, the vehicle further includes the computing device described in claim 36.

38. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores program instructions. When the program instructions are executed by a processor, the method described in any one of claims 1-17 is implemented.

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