Method and device for controlling vehicle, vehicle and storage medium

Abstract

The invention provides a vehicle control method and device, a vehicle and a storage medium. In the method, a plurality of physiological indexes are used for reflecting the physiological function state and the metabolic level of the driver, so that the physiological indexes can be comprehensively monitored, and most of sudden diseases are covered. Based on the current physiological data and the driving parameters, a health risk score is determined, and the abstract health state can be quantified as the health risk score. When the driver has physiological abnormality, the vehicle can be controlled, even the control right of the vehicle is taken over, and secondary accidents caused by out-of-control of the vehicle are avoided. Namely, according to the method, after-event rescue is converted into in-event control, the core pain point threatening the driving safety when the driver has the sudden health problem can be directly solved, and the riding safety of the vehicle user in the extreme scene is remarkably improved. Besides, the driving parameters can consider the risk degree caused by the driving state instead of only considering the physiological state of the driver, so that the process of controlling the vehicle by the method is more reasonable, reliable and accurate.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and more particularly, to a method, device, vehicle, and storage medium for controlling a vehicle in the field of vehicle technology. Background Art

[0002] With the continuous advancement of vehicle technology and the improvement of people's living standards, the user base of vehicles is becoming wider and wider. However, there are also more and more vehicle-related problems, including the safety of vehicle users during driving.

[0003] In related technologies, the driver may encounter sudden health problems during driving, which may lead to the inability to continue to control the vehicle, which seriously threatens the safety of vehicle users.

[0004] Therefore, there is an urgent need for a method for improving the riding safety of vehicle users during driving. Summary of the Invention

[0005] The present application provides a method, device, vehicle and storage medium for controlling a vehicle, which can improve the riding safety of vehicle users.

[0006] In a first aspect, a method for controlling a vehicle is provided, the method comprising: when the vehicle is in a driving state, determining current physiological data of multiple physiological indicators of a driver, the multiple physiological indicators being used to reflect the driver's physiological function state and metabolic level; determining a health risk score based on the current physiological data and the driving parameters of the vehicle, the health risk score being used to quantify the degree of risk caused by the driver's state while driving; and controlling the vehicle based on the health risk score.

[0007] In the above technical solution, multiple physiological indicators are used to reflect the driver's physiological function and metabolic level, enabling comprehensive monitoring of physiological indicators, covering major sudden illnesses such as cardiovascular and cerebrovascular accidents and hypoglycemic coma. Furthermore, a health risk score is determined based on current physiological data and driving parameters, quantifying the abstract health status into a health risk score. Vehicle control is then implemented based on this health risk score. This allows the vehicle to be controlled, or even taken over, in the event of a driver's physiological abnormality, preventing a secondary accident caused by loss of control and fundamentally breaking the vicious cycle of "sudden health problem-vehicle loss of control-accident chain reaction." In other words, this solution's active protection system, centered around the driver's physiological state, shifts from post-incident rescue to in-process prevention (control), directly addressing the core pain point of driving safety threats caused by sudden health problems. This can significantly improve passenger safety in extreme scenarios. Furthermore, the driving parameters in this solution consider the risk level posed by the driving state, rather than solely the driver's physiological state. Therefore, the vehicle control process in this solution is more reasonable, reliable, and accurate.

[0008] In combination with the first aspect, in some possible implementations, a health risk score is determined based on the current physiological data and the driving parameters of the vehicle, including: determining a first health risk score based on the current physiological data and the physiological baseline data corresponding to each physiological indicator of the driver, the first health risk score being used to quantify the degree of risk caused by the driver's physiological state while driving; determining a second health risk score based on the driving parameters and the maximum allowable driving parameters, the second health risk score being used to quantify the degree of risk caused by the driver's driving state; and determining the sum of the first health risk score and the second health risk score as the health risk score.

[0009] In the above technical solution, a first health risk score is determined based on the current physiological data and the driver's personalized physiological baseline data (which can be normal physiological data in the historical process). This can quantify the degree of risk caused by the driver's possible sudden health problems and improve the accuracy of the assessment through personalized physiological baseline data. The second health risk score is then determined based on the driving parameters (which can be vehicle speed) and the maximum allowable driving parameters (which can be speed limit). This can quantify the degree of risk caused by driving behavior, thereby covering the factors of operational errors. Further, the sum of the first health risk score and the second health risk score is determined as the health risk score. The above step-by-step method can achieve more accurate and comprehensive risk quantification, distinguish between the two risk sources of physiological state and driving state, and avoid the inaccuracy caused by a single risk score. This helps to accurately identify potential risks and trigger vehicle control in a timely manner to prevent accidents.

[0010] In combination with the first aspect and the above-mentioned implementation manner, in some possible implementation manners, the current physiological data includes first physiological data of the driver's stability index in the metabolic system and the circulatory system and second physiological data of a dynamic index that can immediately respond to the driver's energy demand. Based on the current physiological data and the physiological baseline data corresponding to each physiological index of the driver, a first health risk score is determined, including: determining a first ratio between the first physiological data and the first baseline data corresponding to the driver at the stability index, and multiplying the first ratio by a first weight to determine the first score, wherein the first baseline data is based on the average physiological data of the past preset days. According to the result obtained; determining the actual physiological deviation between the second baseline data corresponding to the driver when the dynamic index is set and the second physiological data, and determining a second ratio between the actual physiological deviation and the maximum physiological deviation allowable when the dynamic index is set, and determining the product of the second ratio and the second weight as a second score, the second baseline data being the maximum theoretical physiological data when the dynamic index is set; determining the sum of the first score and the second score as the first health risk score; wherein the first weight is used to indicate the degree of contribution of the stability index when determining the health risk score, and the second weight is used to indicate the degree of contribution of the dynamic index when determining the health risk score.

[0011] In the above technical solution, a distinction is made between stability indicators and dynamic indicators. For the stability indicator, a first ratio between the current physiological data and the physiological baseline data based on the historical physiological data is determined, and weighted based on the first weight to obtain a first score. This can take into account the driver's long-term individual health baseline and enhance the stability of personalized risk assessment. For the dynamic indicator, a second ratio between the actual physiological deviation and the maximum physiological deviation is determined, and weighted based on the second weight to obtain a second score. This can better fit the characteristics of immediate physiological changes and improve the sensitivity of detecting abnormal physiological states. Further, based on the sum of the first score and the second score, the first health risk score is determined. The above solution can achieve a more scientific risk allocation through weighted summation of sub-items and avoid the generality of a single physiological score. This helps to accurately identify potential risks and trigger vehicle control in a timely manner to prevent accidents.

[0012] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the driving parameter is the vehicle speed, the maximum allowable driving parameter is the maximum driving speed, and the second health risk score is determined based on the driving parameter and the maximum allowable driving parameter, including: when the vehicle speed is greater than or equal to the maximum driving parameter, the product between the first preset score and the third weight is determined as the second health risk score; when the vehicle speed is less than the maximum driving parameter, the third ratio between the vehicle speed and the maximum driving parameter is determined, and the product between the third ratio and the third weight is determined as the second health risk score; wherein, the third weight is used to indicate the contribution degree of the driving parameter in determining the health risk score.

[0013] In the above technical solution, the driving parameter is limited to vehicle speed, and the second health risk score is determined based on the ratio between the vehicle speed and the maximum allowable driving speed (such as the road speed limit) and the third weight. Specifically, the conditional branch logic is adopted: when the vehicle speed is greater than the maximum driving speed, the first preset score of fixed high risk is directly assigned and multiplied by the third weight; when the vehicle speed is less than the maximum driving speed, the ratio between the vehicle speed and the maximum driving speed is multiplied by the third weight. This can more accurately quantify the risk gradient of speeding behavior. When speeding, the risk is constant and significant. When not speeding, the risk increases as the speed approaches the upper limit. It can also avoid the rough assessment of driving parameters in health risk scores.

[0014] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the vehicle is controlled based on the health risk score, including: adjusting the health risk score based on the driver's driving behavior and the current environment of the vehicle to obtain an adjusted health risk score; and controlling the vehicle based on the adjusted health risk score.

[0015] In the above technical solution, by analyzing real-time driving behavior, it is possible to identify hidden risks that are not covered by the driving parameters in the above solution, and adjust the original health risk score accordingly. This can improve the accurate judgment of the health risk score through driving behavior and avoid the one-sidedness of relying solely on vehicle speed. Furthermore, the current environment directly affects the driver's physiological state. Dynamically adjusting the health risk score based on this can solve the problem of misjudgment of the static model when the environment suddenly changes. In other words, the adjusted health risk score can integrate the triple state of "people-vehicle-environment", avoiding the underestimation of physiological risks due to ignoring environmental pressure, and preventing the overestimation of safety margins due to omitting driving behavior, making vehicle control more reasonable and reliable, and truly realizing scenario-based safety protection.

[0016] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the health risk score is adjusted based on the driver's driving behavior and the current environment of the vehicle to obtain an adjusted health risk score, including: when the current environment is a plateau environment, and the driving behavior is not a sudden acceleration behavior and the vehicle is not traveling on a bumpy road section with a bumpiness level greater than a preset level, based on the altitude of the vehicle, the second benchmark data corresponding to the driver's blood oxygen index in the dynamic index is adjusted to adjust the health risk score to obtain the adjusted health risk score; when the current environment indicates that the vehicle is traveling on the bumpy road section, the health risk score is adjusted to a second preset score, and the second preset score is used to indicate that the vehicle is not controlled based on the health risk score, and the score is restored after the vehicle is not traveling on the bumpy road section; when the driving behavior is a sudden acceleration behavior, the health risk score is adjusted to a third preset score, and the third preset score is used to indicate that the vehicle is not controlled based on the health risk score, and the score is restored after the driving behavior is switched to a stable driving behavior.

[0017] In the above technical solution, when the vehicle is in a plateau environment and driving smoothly, the second baseline data (i.e., the second blood oxygen baseline data) corresponding to the blood oxygen index is dynamically adjusted. This can avoid being misjudged as a physiological abnormality during plateau hypoxia and ensure that the score fits the physiological laws of the plateau. The process of determining the health risk score is directly frozen on bumpy roads. This can prevent the distortion of physiological data caused by vehicle body vibration and automatically recover after stabilization, which can make up for the defect that the environmental weight adjustment cannot solve the distortion of the physiological data itself. For sudden acceleration behavior, the above solution also temporarily freezes the process of determining the health risk score, which can avoid short-term physiological fluctuations caused by driving operations and avoid being mistakenly amplified as health risks. The above three adjustment strategies can remove the interference of driving environment and driving behavior on physiological data from the root, ensure that the health risk score only reflects the driver's true health status, and make the vehicle control strategy more credible.

[0018] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the vehicle is controlled based on the health risk score, including: determining the risk level of the driver when driving the vehicle based on the score range corresponding to the health risk score; determining a vehicle control strategy corresponding to the risk level; and controlling the vehicle based on the vehicle control strategy.

[0019] In the above technical solution, the continuous health risk score is divided into discrete risk level intervals. This can determine the score range corresponding to the health risk score and determine the risk level of the driver when driving the vehicle. This can avoid the fuzzy control strategy determined directly by the health risk score. Each risk level corresponds to a preset vehicle control strategy. This precise matching of vehicle control strategies can ensure that the intervention intensity of the vehicle control strategy is strictly adapted to the severity of the risk, preventing overreaction caused by a single control (such as a minor abnormality triggering a stop).

[0020] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, a vehicle control strategy corresponding to the risk level is determined, including: when the risk level is the first level, the vehicle control strategy is determined as the first strategy, and the first strategy is a reminder strategy that informs the driver of the presence of abnormal physiological indicators and / or driving parameters and reminds the driver to pull over and rest; when the risk level is the second level, the vehicle control strategy is determined as the second strategy, and the second strategy is an auxiliary strategy that activates the vehicle's assisted driving function and limits the vehicle speed; when the risk level is the third level, the vehicle control strategy is determined as the third strategy, and the third strategy is a rescue strategy that triggers the vehicle to pull over urgently, turns on the parking reminder, adjusts the seat to the supine position, and simultaneously calls a rescue phone; wherein, the first level is lower than the second level, and the second level is lower than the third level.

[0021] In the above technical solution, at the first level, a first strategy of notification and reminder is given, that is, the driver's control of the vehicle is retained for low risks, and the driver is only reminded. This can make the driver more clear about the source of abnormal physiological indicators and remind the driver to pull over to rest, so that the driver can alleviate the existing physiological abnormalities. At the second level, a second strategy is given, that is, actively taking over part of the driver's control (such as activating assisted driving) and limiting the speed for medium risks, which can directly reduce the operational risks brought by the driver. At the third level, a third strategy of emergency rescue is given, that is, for high risks, emergency parking, occupant protection (seat supine) and external assistance are integrated. This single control action, which far exceeds "parking", can ensure the safety of vehicle users. In addition, the automatic call for rescue function in the third strategy fills the blind spot in the handling of extreme health events, and can achieve a complete closed loop from risk identification to external assistance, as well as adjusting the seat to the supine position, which can specifically relieve cardiovascular load.

[0022] In a second aspect, a device for controlling a vehicle is provided, which includes: a determination module, used to: when the vehicle is in a driving state, determine the current physiological data of multiple physiological indicators of the driver, and the multiple physiological indicators are used to reflect the driver's physiological function state and metabolic level; based on the current physiological data and the driving parameters of the vehicle, determine a health risk score, and the health risk score is used to quantify the degree of risk caused by the driver's state while driving; a control module, used to control the vehicle based on the health risk score.

[0023] In combination with the second aspect, in some possible implementations, the determination module is specifically used to: determine a first health risk score based on the current physiological data and the physiological baseline data corresponding to each physiological indicator of the driver, and the first health risk score is used to quantify the degree of risk caused by the driver's physiological state when driving; determine a second health risk score based on the driving parameters and the maximum allowable driving parameters, and the second health risk score is used to quantify the degree of risk caused by the driver's driving state; and determine the sum of the first health risk score and the second health risk score as the health risk score.

[0024] In combination with the second aspect and the above-mentioned implementation manner, in some possible implementation manners, the current physiological data includes first physiological data of the driver's stability index in the metabolic system and circulatory system and second physiological data of a dynamic index that can immediately respond to the driver's energy needs. The determination module is further specifically used to: determine a first ratio between the first physiological data and a first baseline data corresponding to the driver when the stability index is used, and multiply the first ratio by a first weight to determine a first score, where the first baseline data is obtained based on the average physiological data of a preset number of days in the past; determine an actual physiological deviation between the second baseline data corresponding to the driver when the dynamic index is used and the second physiological data, and determine a second ratio between the actual physiological deviation and the maximum physiological deviation allowed when the dynamic index is used, and multiply the second ratio by a second weight to determine a second score, where the second baseline data is the maximum theoretical physiological data when the dynamic index is used; and determine the sum of the first score and the second score as the first health risk score; wherein the first weight is used to indicate the contribution of the stability index in determining the health risk score, and the second weight is used to indicate the contribution of the dynamic index in determining the health risk score.

[0025] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the driving parameter is the vehicle speed, and the maximum allowable driving parameter is the maximum driving speed. The determination module is specifically further used to: when the vehicle speed is greater than or equal to the maximum driving parameter, determine the product of the first preset score and the third weight as the second health risk score; when the vehicle speed is less than the maximum driving parameter, determine the third ratio between the vehicle speed and the maximum driving parameter, and determine the product of the third ratio and the third weight as the second health risk score; wherein, the third weight is used to indicate the contribution degree of the driving parameter when determining the health risk score.

[0026] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the device also includes: an adjustment module, which is used to adjust the health risk score based on the driver's driving behavior and the current environment of the vehicle to obtain an adjusted health risk score; the control module is specifically used to control the vehicle based on the adjusted health risk score.

[0027] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the adjustment module is specifically used to: when the current environment is a plateau environment, and the driving behavior is not a sudden acceleration behavior and the vehicle is not traveling on a bumpy road section with a bumpiness level greater than a preset level, adjust the second benchmark data corresponding to the driver's blood oxygen index in the dynamic index based on the altitude of the vehicle to adjust the health risk score to obtain the adjusted health risk score; when the current environment indicates that the vehicle is traveling on the bumpy road section, adjust the health risk score to a second preset score, and the second preset score is used to indicate that the vehicle is not controlled based on the health risk score, and recover after the vehicle is not traveling on the bumpy road section; when the driving behavior is a sudden acceleration behavior, adjust the health risk score to a third preset score, and the third preset score is used to indicate that the vehicle is not controlled based on the health risk score, and recover after the driving behavior switches to a stable driving behavior.

[0028] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the determination module is specifically used to determine the risk level of the driver when driving the vehicle based on the score range corresponding to the health risk score; determine the vehicle control strategy corresponding to the risk level; and the control module is specifically used to control the vehicle based on the vehicle control strategy.

[0029] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the determination module is specifically further used to: when the risk level is the first level, determine the vehicle control strategy as the first strategy, and the first strategy is a reminder strategy that informs the driver of the presence of abnormal physiological indicators and / or driving parameters, and reminds the driver to pull over and rest; when the risk level is the second level, determine the vehicle control strategy as the second strategy, and the second strategy is an auxiliary strategy that activates the vehicle's assisted driving function and limits the vehicle speed; when the risk level is the third level, determine the vehicle control strategy as the third strategy, and the third strategy is a rescue strategy that triggers the vehicle to pull over urgently, turns on the parking reminder, adjusts the seat to the supine position, and simultaneously calls a rescue phone; wherein, the first level is lower than the second level, and the second level is lower than the third level.

[0030] In a third aspect, a vehicle is provided, comprising a memory and a processor. The memory is configured to store executable program code, and the processor is configured to retrieve and execute the executable program code from the memory, so that the vehicle executes the method of the first aspect or any possible implementation of the first aspect. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] Figure 1 This is a schematic diagram of a structure that a method for controlling a vehicle provided in an embodiment of the present application relies on;

[0032] Figure 2 is a schematic flow chart of a method for controlling a vehicle provided in an embodiment of the present application;

[0033] Figure 3 This is a schematic diagram of a method for determining a health risk score provided in an embodiment of the present application;

[0034] Figure 4 This is a schematic diagram of a method for hierarchical control of vehicles provided in an embodiment of the present application;

[0035] Figure 5 1 is a schematic structural diagram of a vehicle control device provided in an embodiment of the present application;

[0036] Figure 6 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application. DETAILED DESCRIPTION

[0037] The following will clearly and thoroughly describe the technical solutions in this application in conjunction with the accompanying drawings. In the description of the embodiments of this application, unless otherwise specified, " / " means or, for example, A / B can mean A or B: "and / or" in the text is only a description of the association relationship of associated objects, indicating that there can be three relationships, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, in the description of the embodiments of this application, "multiple" means two or more than two.

[0038] In the following, the terms "first" and "second" are used for descriptive purposes only and should not be understood to imply or suggest relative importance or implicitly indicate the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features.

[0039] In some driving scenarios, drivers may experience sudden and severe hypoglycemia and fail to brake and pull over in time, potentially leading to collisions with other vehicles or road infrastructure. These situations pose a serious threat to the safety of vehicle users.

[0040] In order to solve the above problems, this application relies on Figure 1 The structure shown in FIG2 is provided, and a method for controlling a vehicle is proposed to improve the riding safety of vehicle users. For details, please refer to the following Figure 2 Steps in .

[0041] For example, Figure 1 As shown, vehicle A includes a health detection module, a risk assessment module, and an execution control module, with the health detection module connected to the execution control module via the risk assessment module. The health detection module is used to determine multiple physiological indicators of the driver; the risk assessment module is used to determine a health risk score based on the multiple physiological indicators and the vehicle's driving parameters, and based on the score range corresponding to the health risk score, determines the driver's risk level when driving the vehicle, and determines a vehicle control strategy corresponding to the risk level; the execution control module is used to control the vehicle based on the vehicle control strategy.

[0042] Figure 2 This is a schematic flowchart of a method for controlling a vehicle provided in an embodiment of the present application.

[0043] It should be understood that the method for controlling a vehicle provided in the embodiment of the present application can be applied to Figure 1 The vehicle shown (eg, vehicle A).

[0044] For example, Figure 2 As shown, the method 200 includes the following steps 201 to 203.

[0045] Step 201 : When the vehicle is in a driving state, current physiological data of a plurality of physiological indicators of the driver are determined. The plurality of physiological indicators are used to reflect the physiological function state and metabolic level of the driver.

[0046] It should be understood that the "multiple physiological indicators" in step 201 above include stability indicators of the driver's metabolic and circulatory systems, as well as dynamic indicators that can immediately respond to the driver's energy needs. Specifically, these include the driver's metabolic blood sugar index and circulatory blood pressure index, as well as the blood oxygen index and heart rate index, which can immediately respond to the driver's energy needs. That is, the stability indicators include the blood sugar index and blood pressure index, while the dynamic indicators include the blood oxygen index and heart rate index. Energy needs can be oxygen needs. Furthermore, the driver's body primarily indirectly senses oxygen needs by monitoring the concentration of carbon dioxide in the blood in the circulatory system. When physical activity increases or oxygen is insufficient, carbon dioxide production from cellular metabolism increases, leading to increased blood acidity. When the body detects the increase in carbon dioxide concentration and changes in blood acidity, it immediately sends an alarm signal to the brain's respiratory control center. The respiratory control center then instructs the lungs to accelerate and deepen their breathing rhythm, inhaling more air to expel excess carbon dioxide faster while replenishing fresh oxygen. Therefore, the body dynamically regulates breathing through changes in carbon dioxide and blood acidity to ensure balanced oxygen supply.

[0047] Among them, the blood sugar index is used to reflect the efficiency of the driver's body in utilizing the sugar in the metabolic system (specifically the blood sugar metabolic system); the blood pressure index is used to measure the efficiency of blood delivery in the cardiovascular system in the circulatory system and the elasticity of blood vessels; the blood oxygen index is used to measure the driver's lung ventilation efficiency and the oxygen carrying capacity of hemoglobin in the blood, and is used to determine the oxygen supply; the heart rate index is used to reflect the driver's heart's pumping intensity and blood flow distribution speed, and is used to determine the oxygen distribution efficiency.

[0048] It should be explained here that the health detection module is used to execute step 201.

[0049] In some embodiments, determining current physiological data of multiple physiological indicators of the driver includes: when the multiple physiological indicators include blood pressure indicators, blood oxygen indicators and heart rate indicators, detecting the driver's current blood pressure, current blood oxygen and current heart rate by a heart rate and blood oxygen sensor and a blood pressure sensor built into the steering wheel of the vehicle; when the multiple physiological indicators include blood sugar indicators, detecting the driver's current blood sugar by a non-invasive blood sugar detection sensor built into the steering wheel of the vehicle; or, when it is detected by an on-board camera that the driver has closed his eyes more than a preset number of times and the eye-closing duration is greater than a preset duration within a first time period, detecting the number of tremors of the driver's body parts by the on-board camera, and predicting the driver's current blood sugar based on the number of tremors.

[0050] It should be understood that the detection of the number of times and duration of the driver's eyes closing in the above solution is used to infer whether the driver is dizzy. That is, the preset number of times and the preset duration in the above solution are used to indicate that the driver is dizzy. Optionally, the preset number of times is 3, the preset duration is 2 seconds, and the first duration is 5 seconds.

[0051] Optionally, the non-invasive blood glucose detection sensor is a photoacoustic spectroscopy sensor. Since the CH and OH bonds in the glucose in the driver's blood absorb or scatter light at specific wavelengths, the near-infrared spectroscopy sensor can determine the glucose concentration, that is, the current blood glucose, by analyzing the changes in the reflected light intensity.

[0052] Optionally, the non-invasive blood glucose detection sensor is a near-infrared spectral sensor. After the pulsed laser emitted by the near-infrared spectral sensor irradiates the driver's skin, the glucose in the blood absorbs light energy to produce thermal expansion and generate an ultrasonic signal. The near-infrared spectral sensor determines the glucose concentration, that is, the current blood glucose, by analyzing the intensity changes of the reflected ultrasonic signal.

[0053] Step 202 : determining a health risk score based on the current physiological data and the driving parameters of the vehicle. The health risk score is used to quantify the degree of risk induced by the driver's driving state.

[0054] It should be understood that in the above step 202, the health risk score may be determined based on the driver's current blood sugar, current blood pressure, current blood oxygen and current heart rate, as well as the driving speed in the driving parameters.

[0055] It's important to note that the health risk score quantifies accident risk by comprehensively analyzing the driver's physiological data and the vehicle's driving parameters. The principle is that abnormal blood oxygen levels, such as hypoxemia, can cause dizziness or cognitive impairment, high or low blood pressure can reduce alertness while driving, a high heart rate reflects stress or fatigue, and low blood sugar can cause distraction while driving. Therefore, abnormalities in these physiological data increase the probability of traffic accidents, and high speeds can even increase the probability of traffic accidents. Therefore, the above scheme determines a health risk score based on current physiological data and vehicle driving parameters. A higher score indicates a higher risk of traffic accidents based on the driver's physiological state and driving conditions.

[0056] It should also be noted that the risk assessment module is used to execute step 202 .

[0057] In one possible implementation, determining a health risk score based on the current physiological data and the driving parameters of the vehicle in step 202 includes: determining a first health risk score based on the current physiological data and the physiological baseline data corresponding to each physiological indicator of the driver, the first health risk score being used to quantify the degree of risk caused by the driver's physiological state while driving; determining a second health risk score based on the driving parameters and the maximum allowable driving parameters, the second health risk score being used to quantify the degree of risk caused by the driver's driving state; and determining the sum of the first health risk score and the second health risk score as the health risk score.

[0058] It should be understood that the physiological state in the above scheme includes the blood sugar state on the blood sugar index, the blood pressure state on the blood pressure index, the blood oxygen state on the blood oxygen index and the heart rate state on the heart rate index. Of course, the physiological indicators in this application are not limited to the blood sugar index, blood pressure index, blood oxygen index and heart rate index mentioned above, but can also be body temperature index, etc., then the physiological state can also include the body temperature state on the body temperature index. In addition, the driving state in the above scheme includes the driving state affected by the driving speed. Of course, the driving parameters in this application are not limited to the driving speed, but can also be the steering wheel angle, then the driving state can also include the driving state affected by the steering wheel angle.

[0059] It should also be understood that the physiological baseline data corresponding to each physiological indicator of the driver in the above scheme refers to the physiological data that the driver should achieve at that physiological indicator or the maximum theoretical physiological data allowed. Among them, the physiological data that should be achieved is specifically obtained based on the average of multiple historical physiological data of the driver over a preset number of days (i.e., average physiological data). Of course, multiple historical physiological data are all within the normal physiological range; the maximum theoretical physiological data allowed is specifically the maximum physiological data within the normal physiological range. This application directly obtains the maximum theoretical physiological data obtained based on a large amount of medical statistical data and clinical practice.

[0060] In the above technical solution, a first health risk score is determined based on the current physiological data and the driver's personalized physiological baseline data (which can be normal physiological data in the historical process). This can quantify the degree of risk caused by the driver's possible sudden health problems and improve the accuracy of the assessment through personalized physiological baseline data. The second health risk score is then determined based on the driving parameters (which can be vehicle speed) and the maximum allowable driving parameters (which can be speed limit). This can quantify the degree of risk caused by driving behavior, thereby covering the factors of operational errors. Further, the sum of the first health risk score and the second health risk score is determined as the health risk score. The above step-by-step method can achieve more accurate and comprehensive risk quantification, distinguish between the two risk sources of physiological state and driving state, and avoid the inaccuracy caused by a single risk score. This helps to accurately identify potential risks and trigger vehicle control in a timely manner to prevent accidents.

[0061] In one possible implementation, the current physiological data includes first physiological data of the driver's stability index in the metabolic system and the circulatory system and second physiological data of a dynamic index that can immediately respond to the driver's energy demand. Based on the current physiological data and the physiological baseline data corresponding to each physiological index of the driver, a first health risk score is determined, including: determining a first ratio between the first physiological data and the first baseline data corresponding to the driver at the stability index, and multiplying the first ratio by a first weight to determine the first score, wherein the first baseline data is obtained based on the average physiological data of a preset number of days in the past; determining the first health risk score. The actual physiological deviation between the second baseline data corresponding to the driver at the dynamic index and the second physiological data, and the second ratio between the actual physiological deviation and the maximum physiological deviation allowable at the dynamic index are determined, and the product of the second ratio and the second weight are determined as the second score, and the second baseline data is the maximum theoretical physiological data at the dynamic index; the sum of the first score and the second score is determined as the first health risk score; wherein the first weight is used to indicate the contribution degree of the stability index when determining the health risk score, and the second weight is used to indicate the contribution degree of the dynamic index when determining the health risk score.

[0062] It should be understood that the first physiological data includes the driver's current blood sugar index and current blood pressure index, and the second physiological data includes the current blood oxygen index and current heart rate index.

[0063] For both current blood glucose and current blood pressure, the process of "determining a first ratio between the first physiological data and the first baseline data corresponding to the driver's stability index, and multiplying the first ratio by a first weight to determine a first score" applies. For both current blood oxygen and current heart rate, the process of "determining an actual physiological deviation between the second baseline data corresponding to the driver's dynamic index and the second physiological data, determining a second ratio between the actual physiological deviation and a maximum physiological deviation permissible for the dynamic index, and multiplying the second ratio by a second weight to determine a second score" applies. Optionally, the preset number of days is 7 days.

[0064] In the above technical solution, a distinction is made between stability indicators and dynamic indicators. For the stability indicator, a first ratio between the current physiological data and the physiological baseline data based on the historical physiological data is determined, and weighted based on the first weight to obtain a first score. This can take into account the driver's long-term individual health baseline and enhance the stability of personalized risk assessment. For the dynamic indicator, a second ratio between the actual physiological deviation and the maximum physiological deviation is determined, and weighted based on the second weight to obtain a second score. This can better fit the characteristics of immediate physiological changes and improve the sensitivity of detecting abnormal physiological states. Further, based on the sum of the first score and the second score, the first health risk score is determined. The above solution can achieve a more scientific risk allocation through weighted summation of sub-items and avoid the generality of a single physiological score. This helps to accurately identify potential risks and trigger vehicle control in a timely manner to prevent accidents.

[0065] In some embodiments, the first physiological data includes the current blood sugar of the blood sugar index and the current blood pressure of the blood pressure index in the stability index, and determines a first ratio between the first physiological data and the first benchmark data corresponding to the driver at the stability index, and determines the product of the first ratio and the first weight as a first score, including: determining a fourth ratio between the current blood sugar and the first blood sugar benchmark data corresponding to the driver at the blood sugar index, and determining the product of the fourth ratio and the fourth weight as a third score, and the fourth weight is used to indicate the contribution degree of the blood sugar index in determining the health risk score; determining a fifth ratio between the current blood pressure and the first blood pressure benchmark data corresponding to the driver at the blood pressure index, and determining the product of the fifth ratio and the fifth weight as a fourth score, and the fifth weight is used to indicate the contribution degree of the blood pressure index in determining the health risk score; determining the sum of the third score and the fourth score as the first score, and the sum of the fourth weight and the fifth weight is the first weight.

[0066] It should be understood that in the above solution, for the blood sugar index, the corresponding first blood sugar baseline data may be 5.2 mmol / L; for the blood pressure index, the corresponding first blood pressure baseline data may be 110 mmHg systolic pressure and 90 mmHg diastolic pressure. Optionally, the fourth weight is 0.3 and the fifth weight is 0.15.

[0067] In some embodiments, the second physiological data includes the current blood oxygen of the blood oxygen index and the current heart rate of the heart rate index in the dynamic index, determining the actual physiological deviation between the second baseline data corresponding to the driver at the time of the dynamic index and the second physiological data, and determining a second ratio between the actual physiological deviation and the maximum physiological deviation allowable at the time of the dynamic index, and multiplying the second ratio by the second weight to determine the second score, including: determining a first actual physiological deviation between the second blood oxygen baseline data corresponding to the driver at the time of the blood oxygen index and the current blood oxygen, and determining a sixth ratio between the first actual physiological deviation and the maximum blood oxygen deviation allowable at the time of the blood oxygen index, and The product of the sixth ratio and the sixth weight is determined as the fifth score; the second actual physiological deviation between the second heart rate reference data corresponding to the driver under the heart rate index and the current heart rate is determined, and the seventh ratio between the second actual physiological deviation and the maximum heart rate deviation allowable at the heart rate index is determined, and the product of the seventh ratio and the seventh weight is determined as the sixth score; the sum of the fifth score and the sixth score is determined as the second score, and the sum of the sixth weight and the seventh weight is the second weight. The sixth weight is used to indicate the contribution degree of the blood oxygen index when determining the health risk score, and the seventh weight is used to indicate the contribution degree of the heart rate index when determining the health risk score.

[0068] It should be understood that in the above solution, for the blood oxygen index, the corresponding second blood oxygen baseline data may be a blood oxygen saturation of 100% with a maximum blood oxygen deviation of 10%; for the heart rate index, the corresponding second heart rate baseline data may be 100 times, with a maximum heart rate deviation of 50 times. Optionally, the sixth weight is 0.25, and the seventh weight is 0.2.

[0069] In one possible implementation, the driving parameter is the vehicle speed, the maximum allowable driving parameter is the maximum driving speed, and the second health risk score is determined based on the driving parameter and the maximum allowable driving parameter, including: when the vehicle speed is greater than or equal to the maximum driving parameter, the product of the first preset score and the third weight is determined as the second health risk score; when the vehicle speed is less than the maximum driving parameter, the third ratio between the vehicle speed and the maximum driving parameter is determined, and the product of the third ratio and the third weight is determined as the second health risk score; wherein the third weight is used to indicate the contribution of the driving parameter in determining the health risk score.

[0070] It should be understood that in the above scheme, when the current actual vehicle speed (vehicle speed) is less than the maximum driving speed, a third ratio between the current actual vehicle speed and the maximum driving speed can be determined (the third ratio is less than 1), and the second health risk score is determined by multiplying the third ratio by the third weight. That is, when the current actual vehicle speed is less than the maximum allowable driving speed, the vehicle is relatively safe in terms of speed. In this way, when determining the health risk score, the contribution of the driving speed in this case is relatively small. When the current actual vehicle speed is greater than or equal to the maximum driving speed, the vehicle is relatively unsafe in terms of speed. When determining the health risk score, the contribution of the driving speed in this case is relatively large, specifically 1*third weight. Among them, the first preset score is 1 (which can be determined as the ratio between the maximum driving speed and the maximum driving speed).

[0071] In the above technical solution, the driving parameter is limited to vehicle speed. A second health risk score is determined based on its ratio to the maximum permissible speed (e.g., the road speed limit) and a third weight. Specifically, a conditional branching logic is used: when the vehicle speed is greater than or equal to the maximum speed, a fixed high-risk first preset score is directly assigned and multiplied by the third weight. When the vehicle speed is less than the maximum speed, the ratio between the vehicle speed and the maximum speed is multiplied by the third weight. This allows for a more precise quantification of the risk gradient associated with speeding behavior: the risk is constant and significant when speeding, while the risk increases as the speed approaches the upper limit when not speeding. It also avoids the potential for oversimplified assessments of driving parameters in the health risk score. Furthermore, the introduction of the third weight systematically controls the contribution of speed risk to the health risk score, ensuring that it reflects driving state risk without overstating the impact of speed, thus maintaining the original goal of focusing on health emergencies as the core risk source. This results in a more balanced and reliable health risk score, encompassing both speed factors and preventing them from masking the dominant role of physiological abnormalities, providing a more rational trigger for vehicle control.

[0072] Optionally, the maximum driving speed is the road speed limit of 120 km / h.

[0073] It should be noted here that in the above scheme, the sum of the third weight, the fourth weight, the fifth weight, the sixth weight and the seventh weight is 1, and the sum of the first weight, the second weight and the third weight is 1.

[0074] The following formula (1) specifically shows the process of determining the health risk score in this application.

[0075]

[0076] Among them, HRI is the health risk score, B suger is the current blood sugar, is the first blood sugar reference data, γ4 is the fourth weight, S pO2-max is the second blood oxygen baseline data, S pO2 Current blood oxygen, DEV SpO2 is the maximum blood oxygen deviation, γ5 is the fifth weight, HRV max is the second heart rate benchmark data, HRV is the current heart rate, DEV HRV is the maximum heart rate deviation, γ6 is the sixth weight, BP is the current blood pressure, BP * is the first blood pressure reference data, γ7 is the seventh weight, v is the vehicle speed, v * is the maximum allowable vehicle speed, and γ3 is the third weight.

[0077] It should be explained that the above formula (1) assumes that the vehicle speed v is less than the maximum driving speed v * If the vehicle speed v is greater than or equal to the maximum vehicle speed v * , formula (1) can be corrected to the following formula (2);

[0078]

[0079] That is, the coefficient of the third weight in formula (2) is 1, that is, the first preset score is 1.

[0080] Figure 3 This is a schematic diagram of a method for determining a health risk score provided in an embodiment of the present application.

[0081] Exemplarily, the current physiological data includes first physiological data representing a stability indicator and second physiological data representing a dynamic indicator. A first ratio is determined between the first physiological data and a first baseline data corresponding to the driver's stability indicator, and the product of the first ratio and a first weight is determined as a first score. The first baseline data is based on the average physiological data of a preset number of days. The actual physiological deviation between the driver's second baseline data corresponding to the dynamic indicator and the second physiological data is determined. A second ratio is determined between the actual physiological deviation and the maximum physiological deviation allowed for the dynamic indicator, and the product of the second ratio and a second weight is determined as a second score. The second baseline data is the maximum theoretical physiological data for the dynamic indicator. The sum of the first and second scores is determined as a first health risk score. The first weight indicates the contribution of the stability indicator to the determination of the health risk score, and the second weight indicates the contribution of the dynamic indicator to the determination of the health risk score. The first health risk score quantifies the degree to which the driver's physiological state while driving poses a risk.

[0082] Furthermore, the driving parameter is vehicle speed, and the maximum allowable driving parameter is the maximum driving speed. When the vehicle speed is greater than or equal to the maximum driving parameter, the product of the first preset score and the third weight is determined as the second health risk score. When the vehicle speed is less than the maximum driving parameter, a third ratio between the vehicle speed and the maximum driving parameter is determined, and the product of the third ratio and the third weight is determined as the second health risk score. The second health risk score is used to quantify the degree of risk induced by the driver's driving state. The third weight is used to indicate the contribution of the driving parameter in determining the health risk score.

[0083] Finally, the sum of the first health risk score and the second health risk score is determined as the health risk score.

[0084] Step 203: Control the vehicle based on the health risk score.

[0085] It should be understood that in the above step 203, through the deep linkage logic of the health risk score and vehicle control, the vehicle is intervened and controlled when the driver's driving status is at a level that causes risk.

[0086] In one possible implementation, step 203 includes: adjusting the health risk score based on the driver's driving behavior and the current environment of the vehicle to obtain an adjusted health risk score; and controlling the vehicle based on the adjusted health risk score.

[0087] It should be understood that driving behavior in the above scheme refers to the comprehensive set of actions taken by the driver to control the vehicle, including sudden acceleration, close following, fatigued driving, and making phone calls while driving. Driving parameters in the above scheme refer to the actual vehicle driving state and are the output of driving behavior. That is, driving behavior determines driving parameters. The vehicle's current environment in the above scheme refers to information outside the vehicle itself, which influences the driver's driving behavior and, in turn, driving parameters.

[0088] In addition, if the current environment affects the driver's driving behavior, it can also affect the driver's physiological state. Therefore, the above solution adjusts the health risk score based on the driver's driving behavior and the current environment of the vehicle.

[0089] It should be noted here that the risk assessment module is used to execute the step of adjusting the health risk score based on the driver's driving behavior and the current environment of the vehicle to obtain an adjusted health risk score.

[0090] In the above technical solution, by analyzing real-time driving behavior, it is possible to identify hidden risks not covered by the driving parameters in the above solution (such as the great danger of sudden acceleration in a speed-limited tunnel), and adjust the original health risk score accordingly. This can improve the accurate judgment of the health risk score through driving behavior and avoid the one-sidedness of relying solely on vehicle speed. Furthermore, the current environment (such as congested road sections) directly affects the driver's physiological state. Dynamically adjusting the health risk score based on this can solve the problem of static models misjudging when the environment suddenly changes (such as the actual risk difference between fatigue driving behavior in high-speed cruising and driving on a curve). In other words, the adjusted health risk score can integrate the triple state of "human-vehicle-environment", avoiding both underestimation of physiological risks due to ignoring environmental pressure and overestimation of safety margins due to omitting driving behavior (such as steady speeding), making vehicle control more reasonable and reliable, and truly realizing scenario-based safety protection.

[0091] In one possible implementation, the health risk score is adjusted based on the driver's driving behavior and the current environment of the vehicle to obtain an adjusted health risk score, including: when the current environment is a plateau environment, and the driving behavior is not a sudden acceleration behavior and the vehicle is not traveling on a bumpy road section with a bumpiness level greater than a preset level, based on the altitude of the vehicle, the second benchmark data corresponding to the driver's blood oxygen index in the dynamic index is adjusted to adjust the health risk score to obtain the adjusted health risk score; when the current environment indicates that the vehicle is traveling on the bumpy road section, the health risk score is adjusted to a second preset score, and the second preset score is used to indicate that the vehicle is not controlled based on the health risk score, and the score is restored after the vehicle is not traveling on the bumpy road section; when the driving behavior is a sudden acceleration behavior, the health risk score is adjusted to a third preset score, and the third preset score is used to indicate that the vehicle is not controlled based on the health risk score, and the score is restored after the driving behavior is switched to a stable driving behavior.

[0092] It should be understood that in the above scheme, a plateau environment refers to a vast area with a relatively flat or undulating terrain above a first preset altitude. Rapid acceleration can be detected by determining whether the acceleration increases rapidly (the rate of change in vehicle speed per unit time increases very rapidly). Optionally, the first preset altitude is 1000 meters.

[0093] In addition, in the above scheme, not controlling the vehicle based on the health risk score refers to freezing the process of determining the health risk score. The second preset score and the third preset score are abnormal health risk scores. Optionally, the second preset score and the third preset score are different, the second preset score is 0, and the third preset score is -0.1. And, recovering after the vehicle is not traveling on the bumpy road section refers to determining the health risk score again after the vehicle is not traveling on the bumpy road section, and controlling the vehicle based on the health risk score. Recovering after the driving behavior is switched to a stable driving behavior refers to determining the health risk score again after the driving behavior is switched to a stable driving behavior, and controlling the vehicle based on the health risk score. Among them, stable driving behavior refers to smooth acceleration / deceleration, stable steering control, and safe following and lane changing.

[0094] In the above technical solution, when the vehicle is in a plateau environment and driving smoothly, the second reference data corresponding to the blood oxygen index is dynamically adjusted (i.e., the second blood oxygen reference data S pO2-max ). This can avoid being misjudged as a physiological abnormality when hypoxia occurs on the plateau, and ensure that the score is in line with the physiological laws of the plateau. The process of determining the health risk score is directly frozen on bumpy roads (i.e., adjusted to the second preset score). This can prevent the distortion of physiological data caused by vehicle body vibration, and automatically recover after stabilization, which can make up for the defect that the environmental weight adjustment cannot solve the distortion of the physiological data itself. For sudden acceleration behavior, the above scheme also temporarily freezes the process of determining the health risk score (i.e., adjusts it to the third preset score), which can avoid short-term physiological fluctuations caused by driving operations and avoid being mistakenly amplified as health risks. The above three adjustment strategies can remove the interference of driving environment and driving behavior on physiological data from the root, ensure that the health risk score only reflects the driver's true health status, and make the vehicle control strategy more credible.

[0095] In some embodiments, the second baseline data corresponding to the blood oxygen index is the second blood oxygen baseline data, and based on the altitude of the vehicle, the second baseline data corresponding to the driver's blood oxygen index in the dynamic index is adjusted, including: when the altitude is greater than or equal to the first preset altitude and less than the second preset altitude, the product of the second blood oxygen baseline data and the first preset coefficient is determined as the adjusted second blood oxygen baseline data; when the altitude is greater than or equal to the second preset altitude and less than the third preset altitude, the product of the second blood oxygen baseline data and the second preset coefficient is determined as the adjusted second blood oxygen baseline data; when the altitude is greater than or equal to the third preset altitude, the product of the second blood oxygen baseline data and the third preset coefficient is determined as the adjusted second blood oxygen baseline data, the first preset coefficient is greater than the second preset coefficient, and the second preset coefficient is greater than the third preset coefficient.

[0096] It should be understood that the first preset coefficient, the second preset coefficient and the third preset coefficient mentioned above are all less than 1.

[0097] Optionally, the second preset altitude is 1500m, the third preset altitude is 3000m, the first preset coefficient is 0.95, the second preset coefficient is 0.92, and the first preset coefficient is 0.88.

[0098] For example, when the second blood oxygen baseline data is a blood oxygen saturation of 100% and the altitude is between 1000 and 1500 meters, the adjusted second blood oxygen baseline data is 95%; when the altitude is between 1500 and 3000 meters, the adjusted second blood oxygen baseline data is 92%; when the altitude is greater than 3000 meters, the adjusted second blood oxygen baseline data is 88%.

[0099] In some embodiments, when the current environment is a plateau environment, the fifth weight is adjusted down and the sixth weight is adjusted up.

[0100] It should be understood that the above solution reduces the fifth weight because the plateau environment is a low-oxygen environment, and the blood oxygen data of healthy people will physiologically decrease, which is a normal phenomenon. If the fifth weight corresponding to the plain benchmark is used to evaluate the health risk score, the health status will be misjudged. The heart rate indicator is the core compensatory indicator of plateau hypoxia. Healthy people will maintain oxygen supply by increasing their heart rate in the plateau environment. If the heart rate data does not increase reasonably, it indicates insufficient compensatory function. Therefore, increasing the sixth weight can enhance the ability to capture plateau adaptation disorders and emergencies, and improve the accuracy of risk assessment.

[0101] It should be noted here that when adjusting the fifth weight and the sixth weight, ensure that the sum of the third weight, the fourth weight, the fifth weight, the sixth weight and the seventh weight is 1.

[0102] In some embodiments, the health risk score is adjusted based on the driver's driving behavior and the current environment of the vehicle to obtain an adjusted health risk score, including: when the driving behavior includes steering wheel shaking behavior, determining the steering wheel shaking frequency; based on the shaking frequency, determining a first correction factor; when the driving behavior includes lane departure behavior, determining a first duration ratio of the lane departure behavior; based on the first duration ratio, determining a second correction factor; when the driving behavior includes eyes closing behavior, determining a second duration ratio of the eyes closing behavior; based on the second duration ratio, determining a third correction factor; when the current environment indicates that the current weather is In extreme weather conditions, a fourth correction factor is determined; when the current environment indicates that the vehicle is traveling on a congested road section, the degree of congestion is obtained, which is based on the ratio of the travel time of the driving section when congested to the travel time of the driving section when not congested; based on the degree of congestion, a fifth correction factor is determined; based on the first preset weight, the second preset weight, the third preset weight, the fourth preset weight and the fifth preset weight, the first correction factor, the second correction factor, the third correction factor, the fourth correction factor and the fifth correction factor are weightedly fused to obtain a target correction factor; based on the health risk score and the target correction factor, an adjusted health risk score is determined.

[0103] It should be understood that the target correction factor in the above solution is a value approximately close to 1.

[0104] It should also be understood that the first duration ratio and the second duration ratio in the above solution can both be represented by percentages, and the jitter frequency can be represented by the number of times per unit time.

[0105] In some embodiments, based on the first duration ratio, a second correction factor is determined, including: determining the product of the first duration ratio and a first preset coefficient as a factor adjustment amount, where the first preset coefficient is a value corresponding to the duration ratio of lane departure behavior that may cause a risk of distraction; and determining the sum of the first preset factor and the factor adjustment amount as the second correction factor.

[0106] Optionally, the first preset coefficient is 0.3 and the first preset factor is 0.85.

[0107] In one possible implementation, step 203 includes: determining the risk level of the driver when driving the vehicle based on the score range corresponding to the health risk score; determining a vehicle control strategy corresponding to the risk level; and controlling the vehicle based on the vehicle control strategy.

[0108] It should be understood that the "score range corresponding to the health risk score" in the above solution refers to the score range within which the health risk score falls, and any score within the score range is the same as the health risk score. When there are multiple score ranges, there are corresponding multiple risk levels and corresponding multiple vehicle control strategies. In other words, the above solution can implement hierarchical vehicle control.

[0109] It should be noted here that the risk assessment module is used to determine the risk level of the driver when driving the vehicle based on the score range corresponding to the health risk score; determine the steps of the vehicle control strategy corresponding to the risk level, and the execution control module is used to execute the vehicle control strategy based on the vehicle control strategy to control the vehicle.

[0110] In the above technical solution, the continuous health risk score is divided into discrete risk level intervals. This can determine the score range corresponding to the health risk score and determine the risk level of the driver when driving the vehicle. This can avoid the fuzzy control strategy determined directly by the health risk score. Each risk level corresponds to a preset vehicle control strategy. This precise matching of vehicle control strategies can ensure that the intervention intensity of the vehicle control strategy is strictly adapted to the severity of the risk, and prevent overreactions caused by single control (such as minor abnormalities triggering parking). In addition, the risk level determination logic in the above solution can simplify the real-time decision-making process and gain critical time for emergency scenarios (such as sudden myocardial infarction).

[0111] For example, three score ranges are provided: a first score range [1.0, 1.5), a second score range [1.5, 2.0), and a third score range [2.0, +∞). When the health risk score corresponds to the first score range, the risk level is the first level. When the health risk score corresponds to the second score range, the risk level is the second level. When the health risk score corresponds to the third score range, the risk level is the third level. The first level is lower than the second level, and the second level is lower than the third level.

[0112] Furthermore, at level 1, the first strategy is used. At level 2, the second strategy is used. At level 3, the third strategy is used. The higher the health risk score, the higher the corresponding risk level, and the greater the intervention intensity and urgency of the corresponding vehicle control strategy.

[0113] In one possible implementation, determining a vehicle control strategy corresponding to the risk level includes: when the risk level is the first level, determining the vehicle control strategy as the first strategy, the first strategy being a reminder strategy that informs the driver of abnormal physiological indicators and / or driving parameters and reminds the driver to pull over and rest; when the risk level is the second level, determining the vehicle control strategy as the second strategy, the second strategy being an auxiliary strategy that activates the vehicle's assisted driving function and limits the vehicle speed; when the risk level is the third level, determining the vehicle control strategy as the third strategy, the third strategy being a rescue strategy that triggers the vehicle to pull over urgently, turns on a parking reminder, adjusts the seat to a supine position, and simultaneously calls a rescue phone; wherein, the first level is lower than the second level, and the second level is lower than the third level.

[0114] It should be understood that adjusting the seat to the supine position in the above solution refers to adjusting the seat to a lying position so that the driver's body lies completely flat on the seat with his face facing upwards and his limbs naturally stretched out.

[0115] It should also be understood that in the above scheme, when the health risk score corresponds to the first score range, it corresponds to the first level, and the typical scenario is mild hypoglycemia. The first strategy is specifically to display a yellow warning icon on the vehicle display screen and give a voice reminder that "the driver's blood sugar is slightly low and it is recommended to pull over and rest"; when the health risk score corresponds to the second score range, it corresponds to the second level, and the typical scenario is moderate hypoglycemia (blood oxygen is also low) scenario. The second strategy is specifically to activate the assisted driving function and limit the vehicle speed, display the first aid guide corresponding to moderate hypoglycemia on the vehicle display screen (including specific suggestions for sugar supplementation), and control the on-board oxygen generator to produce oxygen; when the health risk score corresponds to the third score range, it corresponds to the third level, and the typical scenario is severe hypoglycemia (acute hypertension also exists) scenario. The third strategy is specifically to trigger an emergency pull-over, turn on the hazard lights, and adjust the seat to a supine position, and simultaneously call the rescue phone and carry the driver's health data.

[0116] In the above technical solution, at the first level, a first strategy of notification and reminder is given, that is, for low-risk situations, the driver is retained in control of the vehicle and only reminded. This can enable the driver to more clearly understand the source of abnormal physiological indicators and remind the driver to pull over to rest so that the driver can alleviate the existing physiological abnormalities. At the second level, a second strategy is given, that is, for medium-risk situations, the driver is actively taken over part of the control (such as activating assisted driving) and the speed is limited, which can directly reduce the operational risks brought by the driver. At the third level, a third strategy of emergency rescue is given, that is, for high-risk situations, emergency parking, occupant protection (seat recumbent) and external assistance are integrated. This single control action, which goes far beyond "parking", can ensure the safety of vehicle users (including the driver). In addition, the automatic call for rescue function in the third strategy fills the blind spot in the handling of extreme health events (such as driver coma), and can achieve a complete closed loop from risk identification to external assistance, as well as adjusting the seat to the supine position, which can specifically relieve cardiovascular load. At the same time, the nonlinear transitions in intervention intensity between vehicle control strategies (e.g., speed limit in the second strategy and full takeover in the third strategy) ensure the strongest response at the highest risk level, avoiding overlap or insufficient control strategies across risk levels. Therefore, by refining the complete chain of vehicle control strategies for each risk level, this solution significantly enhances the comprehensiveness of risk response and life-saving capabilities.

[0117] Optionally, after the health risk score is determined, the vehicle screen displays the change curve of the driver's physiological data corresponding to each indicator, the current risk level and the corresponding vehicle control strategy.

[0118] Optionally, when executing the third strategy, a red warning icon pops up on the vehicle screen and displays "Emergency rescue has been initiated, please remain calm."

[0119] Figure 4 This is a schematic diagram of a method for hierarchical control of vehicles provided in an embodiment of the present application.

[0120] For example, Figure 4As shown, based on the score range corresponding to the driver's health risk score, the risk level of the driver when driving the vehicle is determined. When the risk level is the first level, the vehicle control strategy is determined as the first strategy, which is a reminder strategy that informs the driver of abnormal physiological indicators and / or driving parameters and reminds the driver to pull over for a rest; when the risk level is the second level, the vehicle control strategy is determined as the second strategy, which is an auxiliary strategy that activates the vehicle's assisted driving function and limits the vehicle speed; when the risk level is the third level, the vehicle control strategy is determined as the third strategy, which is a rescue strategy that triggers the vehicle to pull over urgently, turns on the parking reminder, adjusts the seat to the supine position, and simultaneously calls an emergency phone. The vehicle is controlled based on the vehicle control strategy.

[0121] Figure 5 It is a structural diagram of a device for controlling a vehicle provided in an embodiment of the present application.

[0122] For example, Figure 5 As shown, the device 500 includes:

[0123] The determination module 501 is configured to:

[0124] Determining current physiological data of multiple physiological indicators of the driver while the vehicle is in motion, the multiple physiological indicators being used to reflect the driver's physiological function state and metabolic level; determining a health risk score based on the current physiological data and the vehicle's driving parameters, the health risk score being used to quantify the degree of risk induced by the driver's driving state;

[0125] The control module 502 is configured to control the vehicle based on the health risk score.

[0126] Optionally, the determination module 501 is specifically used to: determine a first health risk score based on the current physiological data and the physiological baseline data corresponding to each physiological indicator of the driver, and the first health risk score is used to quantify the degree of risk caused by the driver's physiological state when driving; determine a second health risk score based on the driving parameters and the maximum allowable driving parameters, and the second health risk score is used to quantify the degree of risk caused by the driver's driving state; and determine the sum of the first health risk score and the second health risk score as the health risk score.

[0127] Optionally, the current physiological data includes first physiological data of the driver's stability index in the metabolic system and circulatory system and second physiological data of a dynamic index that can immediately respond to the driver's energy needs. The determination module 501 is further specifically used to: determine a first ratio between the first physiological data and a first baseline data corresponding to the driver when the stability index is obtained, and multiply the first ratio by a first weight to determine a first score, where the first baseline data is obtained based on the average physiological data of a preset number of days in the past; determine an actual physiological deviation between the second baseline data corresponding to the driver when the dynamic index is obtained and the second physiological data, and determine a second ratio between the actual physiological deviation and a maximum physiological deviation allowed when the dynamic index is obtained, and multiply the second ratio by a second weight to determine a second score, where the second baseline data is the maximum theoretical physiological data when the dynamic index is obtained; and determine the sum of the first score and the second score as the first health risk score; wherein the first weight is used to indicate the contribution of the stability index in determining the health risk score, and the second weight is used to indicate the contribution of the dynamic index in determining the health risk score.

[0128] Optionally, the driving parameter is the vehicle speed, and the maximum allowable driving parameter is the maximum driving speed. The determination module 501 is further specifically used to: when the vehicle speed is greater than or equal to the maximum driving parameter, determine the product of the first preset score and the third weight as the second health risk score; when the vehicle speed is less than the maximum driving parameter, determine the third ratio between the vehicle speed and the maximum driving parameter, and determine the product of the third ratio and the third weight as the second health risk score; wherein, the third weight is used to indicate the contribution degree of the driving parameter in determining the health risk score.

[0129] Optionally, the device 500 also includes: an adjustment module, used to adjust the health risk score based on the driver's driving behavior and the current environment of the vehicle to obtain an adjusted health risk score; the control module 502 is specifically used to control the vehicle based on the adjusted health risk score.

[0130] Optionally, the adjustment module is specifically used to: when the current environment is a plateau environment, and the driving behavior is not a sudden acceleration behavior and the vehicle is not traveling on a bumpy road section with a bumpiness level greater than a preset level, adjust the second benchmark data corresponding to the driver's blood oxygen index in the dynamic index based on the altitude of the vehicle to adjust the health risk score to obtain the adjusted health risk score; when the current environment indicates that the vehicle is traveling on the bumpy road section, adjust the health risk score to a second preset score, and the second preset score is used to indicate that the vehicle is not controlled based on the health risk score, and recover after the vehicle is not traveling on the bumpy road section; when the driving behavior is a sudden acceleration behavior, adjust the health risk score to a third preset score, and the third preset score is used to indicate that the vehicle is not controlled based on the health risk score, and recover after the driving behavior is switched to a stable driving behavior.

[0131] Optionally, the determination module 501 is further specifically used to determine the risk level of the driver when driving the vehicle based on the score range corresponding to the health risk score; determine the vehicle control strategy corresponding to the risk level; and the control module 502 is further specifically used to control the vehicle based on the vehicle control strategy.

[0132] Optionally, the determination module 501 is further specifically used to: when the risk level is the first level, determine the vehicle control strategy as the first strategy, the first strategy being a reminder strategy for informing the driver of the presence of abnormal physiological indicators and / or driving parameters and reminding the driver to pull over for a rest; when the risk level is the second level, determine the vehicle control strategy as the second strategy, the second strategy being an auxiliary strategy for activating the vehicle's assisted driving function and limiting the vehicle speed; when the risk level is the third level, determine the vehicle control strategy as the third strategy, the third strategy being a rescue strategy for triggering the vehicle to pull over urgently, turning on a parking reminder, adjusting the seat to a supine position, and simultaneously calling a rescue phone; wherein, the first level is lower than the second level, and the second level is lower than the third level.

[0133] Figure 6 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application.

[0134] For example, Figure 6 As shown, the vehicle 600 includes: a memory 601 and a processor 602, wherein the memory 601 stores an executable program code 603, and the processor 602 is used to call and execute the executable program code 603 to perform a method for controlling the vehicle.

[0135] In addition, an embodiment of the present application also protects a device, which may include a memory and a processor, wherein the memory stores executable program code, and the processor is used to call and execute the executable program code to perform a method for controlling a vehicle provided in an embodiment of the present application.

[0136] In this embodiment, the device can be divided into functional modules based on the above-described method examples. For example, each functional module can be mapped to a specific functional module, or two or more functions can be integrated into a single processing module. The integrated module can be implemented in hardware. It should be noted that the module division in this embodiment is illustrative and represents only a logical functional division. In actual implementation, other division methods may be used.

[0137] In the case of dividing each functional module into corresponding functional modules, the device may further include a determination module, a control module, an adjustment module, etc. It should be noted that all relevant contents involved in the above method embodiment can be referred to the functional description of the corresponding functional modules and will not be repeated here.

[0138] It should be understood that the device provided in this embodiment is used to execute the above-mentioned method of controlling a vehicle, and thus can achieve the same effect as the above-mentioned implementation method.

[0139] In the case of an integrated unit, the device may include a processing module and a storage module. When the device is used in a vehicle, the processing module may be used to control and manage the vehicle's movements. The storage module may be used to support the vehicle's execution of relevant executable program code, etc.

[0140] The processing module may be a processor or controller that implements or executes the various exemplary logic blocks, modules, and circuits described in conjunction with the present disclosure. The processor may also be a combination that implements computing functions, such as a combination of one or more microprocessors, a combination of a digital signal processing (DSP) and a microprocessor, and the storage module may be a memory.

[0141] In addition, the device provided in the embodiments of the present application can specifically be a chip, component or module, and the chip may include a connected processor and memory; wherein the memory is used to store instructions, and when the processor calls and executes the instructions, the chip can execute a method of controlling a vehicle provided in the above embodiment.

[0142] This embodiment also provides a computer-readable storage medium, which stores executable program code. When the executable program code runs on a computer, the computer executes the above-mentioned related method steps to implement a method for controlling a vehicle provided in the above embodiment.

[0143] This embodiment also provides a computer program product. When the computer program product is run on a computer, it enables the computer to execute the above-mentioned related steps to implement a method for controlling a vehicle provided in the above embodiment.

[0144] Among them, the device, computer-readable storage medium, computer program product or chip provided in this embodiment are all used to execute the corresponding methods provided above. Therefore, the beneficial effects that can be achieved can refer to the beneficial effects in the corresponding methods provided above, and will not be repeated here.

[0145] Through the description of the above implementation methods, technical personnel in the relevant field can understand that for the convenience and simplicity of description, only the division of the above-mentioned functional modules is used as an example. In actual applications, the above-mentioned functions can be distributed and completed by different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0146] In the embodiments provided in this application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are merely schematic. For example, the division of modules or units is only a logical function division. In actual implementation, there may be other division methods, such as multiple units or components can be combined or integrated into another device, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0147] The above content is merely a specific embodiment of the present application, but the scope of protection of the present application is not limited thereto. Any changes or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in this application should be included in the scope of protection of the present application. Therefore, the scope of protection of the present application should be based on the scope of protection of the claims.

Claims

1. A method for controlling a vehicle, characterized in that: The method comprises: When the vehicle is in a driving state, determining current physiological data of multiple physiological indicators of the driver, wherein the multiple physiological indicators are used to reflect the physiological function state and metabolic level of the driver; determining a health risk score based on the current physiological data and the driving parameters of the vehicle, wherein the health risk score is used to quantify the degree of risk induced by the driver's driving state; The vehicle is controlled based on the health risk score.

2. The method according to claim 1, characterized in that The determining of a health risk score based on the current physiological data and the driving parameters of the vehicle includes: determining a first health risk score based on the current physiological data and physiological baseline data corresponding to each physiological indicator of the driver, wherein the first health risk score is used to quantify the degree of risk induced by the driver's physiological state while driving; determining a second health risk score based on the driving parameter and the maximum allowable driving parameter, wherein the second health risk score is used to quantify the degree of risk caused by the driver's driving state; The sum of the first health risk score and the second health risk score is determined as the health risk score.

3. The method according to claim 2, characterized in that The current physiological data includes first physiological data of a stability indicator of the driver's metabolic system and circulatory system and second physiological data of a dynamic indicator capable of instantly responding to the driver's energy demand. Determining a first health risk score based on the current physiological data and physiological baseline data corresponding to each physiological indicator of the driver includes: determining a first ratio between the first physiological data and first benchmark data corresponding to the driver's stability index, and multiplying the first ratio by a first weight to determine a first score, wherein the first benchmark data is obtained based on average physiological data of a preset number of days in the past; determining an actual physiological deviation between second baseline data corresponding to the driver at the dynamic index and the second physiological data, determining a second ratio between the actual physiological deviation and a maximum physiological deviation permissible at the dynamic index, and multiplying the second ratio by a second weight to determine a second score, wherein the second baseline data is the maximum theoretical physiological data at the dynamic index; determining the sum of the first score and the second score as the first health risk score; Among them, the first weight is used to indicate the contribution degree of the stability index when determining the health risk score, and the second weight is used to indicate the contribution degree of the dynamic index when determining the health risk score.

4. The method according to claim 2, characterized in that The driving parameter is a vehicle speed, the maximum allowable driving parameter is a maximum vehicle speed, and determining a second health risk score based on the driving parameter and the maximum allowable driving parameter includes: When the vehicle speed is greater than or equal to the maximum driving parameter, multiplying the first preset score by the third weight is determined as the second health risk score; When the vehicle speed is less than the maximum driving parameter, determining a third ratio between the vehicle speed and the maximum driving parameter, and multiplying the third ratio by the third weight to determine the second health risk score; The third weight is used to indicate the contribution of the driving parameter in determining the health risk score.

5. The method according to claim 1, wherein The controlling the vehicle based on the health risk score includes: Adjusting the health risk score based on the driver's driving behavior and the current environment of the vehicle to obtain an adjusted health risk score; The vehicle is controlled based on the adjusted health risk score.

6. The method according to claim 5, characterized in that The adjusting the health risk score based on the driver's driving behavior and the current environment of the vehicle to obtain an adjusted health risk score includes: When the current environment is a plateau environment, the driving behavior is not a sudden acceleration behavior, and the vehicle is not traveling on a bumpy road section with a bumpiness level greater than a preset level, adjusting the second baseline data corresponding to the driver's blood oxygen index in the dynamic index based on the altitude of the vehicle to adjust the health risk score to obtain the adjusted health risk score; If the current environment indicates that the vehicle is traveling on the bumpy road section, adjusting the health risk score to a second preset score, the second preset score being used to indicate that the vehicle is not controlled based on the health risk score and is restored after the vehicle is no longer traveling on the bumpy road section; In a case where the driving behavior is a sudden acceleration behavior, the health risk score is adjusted to a third preset score, where the third preset score is used to indicate that the vehicle is not controlled based on the health risk score, and is restored after the driving behavior is switched to a stable driving behavior.

7. The method according to claim 1, characterized in that The controlling the vehicle based on the health risk score includes: determining a risk level of the driver when driving the vehicle based on a score range corresponding to the health risk score; determining a vehicle control strategy corresponding to the risk level; The vehicle is controlled based on the vehicle control strategy.

8. The method according to claim 7, characterized in that The determining of a vehicle control strategy corresponding to the risk level includes: When the risk level is the first level, the vehicle control strategy is determined to be a first strategy, wherein the first strategy is a reminder strategy of notifying the driver of abnormal physiological indicators and / or driving parameters and reminding the driver to pull over and rest; When the risk level is the second level, determining the vehicle control strategy as a second strategy, the second strategy being an auxiliary strategy of activating an assisted driving function of the vehicle and limiting the vehicle speed; If the risk level is the third level, the vehicle control strategy is determined to be the third strategy, which is a rescue strategy that triggers the vehicle to pull over urgently, activates a parking reminder, adjusts the seat to a supine position, and simultaneously calls a rescue phone; The first level is lower than the second level, and the second level is lower than the third level.

9. A device for controlling a vehicle, characterized in that: The device comprises: Identify modules for: When the vehicle is in a driving state, determining current physiological data of multiple physiological indicators of the driver, wherein the multiple physiological indicators are used to reflect the physiological function state and metabolic level of the driver; determining a health risk score based on the current physiological data and the driving parameters of the vehicle, wherein the health risk score is used to quantify the degree of risk induced by the driver's driving state; A control module is used to control the vehicle based on the health risk score.

10. A vehicle, characterized in that: The vehicle comprises: a memory for storing executable program code; A processor is configured to call and run the executable program code from the memory, so that the vehicle executes the method according to any one of claims 1 to 8.

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