Accelerator mistaken stepping control method, electronic equipment and vehicle

Abstract

The invention provides an accelerator mistaken stepping control method, electronic equipment and a vehicle, and relates to the technical field of automobile safety, and the control method comprises the steps that in response to an accelerator acceleration request, road condition information, geological disaster information and accelerator stepping data are obtained; determining an environmental risk level based on the road condition information and the geological disaster information; determining a driver tension level based on the driver sign monitoring information; and determining whether to respond to or not respond to the accelerator acceleration request based on the environmental risk level, the driver tension level and the accelerator stepping data. According to the control method, the normal acceleration operation and the mistaken accelerator stepping operation can be effectively distinguished, the accelerator response strategy can be dynamically adjusted according to different operations, and therefore effective balance between the collision risk and the escape requirement is achieved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of automobile safety, in particular to a throttle misstep control method, an electronic device and a vehicle. BACKGROUND

[0002] The current automobile ownership continues to rise, and the traffic safety problem is increasingly prominent. In special emergency scenarios such as landslides and debris flows, when the driver accelerates to escape for safety, the existing vehicle system often cannot distinguish between this operation and misstepping the accelerator, and it is difficult to dynamically adjust the intervention strategy, resulting in difficulty in achieving effective balance between collision risk and escape demand. SUMMARY

[0003] Therefore, the purpose of the present application is to provide a throttle misstep control method, an electronic device and a vehicle to solve the problem that the existing vehicle system often cannot distinguish between normal acceleration operation and misstepping the accelerator, resulting in difficulty in achieving effective balance between collision risk and escape demand.

[0004] To achieve the above purpose, the present application provides a throttle misstep control method, comprising: In response to an accelerator acceleration request, obtaining road condition information, geological disaster information and accelerator depression data; Based on the road condition information and the geological disaster information, determining an environmental risk level; based on driver vital sign monitoring information, determining a driver tension level; Based on the environmental risk level, the driver tension level and the accelerator depression data, determining whether to respond or not to respond to the accelerator acceleration request.

[0005] Optionally, the method for determining the road condition information and the geological disaster information comprises: Determining an obstacle around the vehicle, and determining geological disaster information corresponding to the coordinate information based on the coordinate information of the vehicle; Based on the motion state information and the position information of the obstacle, determining the road condition information.

[0006] Optionally, the method for determining the driver tension level based on the driver vital sign monitoring information comprises: Obtaining the heart rate, skin conductance and facial expression features of the driver; Based on the heart rate, the skin conductance and the facial expression features of the driver, and the pre-stored heart rate reference value, skin conductance reference value and normal facial expression features, determining the heart rate deviation index, skin conductance deviation index and tension expression index of the driver within a preset time; Based on the heart rate deviation index, skin conductance deviation index and tension expression index of the driver within a preset time, determining the driver tension level.

[0007] Optionally, the determining whether to respond to the accelerator request based on the environmental risk level, the driver stress level and the accelerator pedal depression data comprises: matching the environmental risk level, the driver stress level and the accelerator pedal depression data with a preset mapping table; in response to the matching result being a preset misdepression determination combination, determining that the current accelerator operation is a misdepression behavior and not responding to the accelerator request; in response to the matching result being a preset normal acceleration determination combination, determining that the current accelerator operation is a normal acceleration behavior and responding to the accelerator request.

[0008] Optionally, the method further comprises: in response to the matching result being a preset ambiguous determination combination, collecting an angle change rate of the steering wheel within a preset time; in response to determining that the angle change rate of the steering wheel exceeds a preset value, determining that the current accelerator operation is a normal acceleration behavior and responding to the accelerator request; in response to determining that the angle change rate of the steering wheel is lower than a preset value, determining that the current accelerator operation is a misdepression behavior and not responding to the accelerator request.

[0009] Optionally, in the case of not responding to the accelerator request, the method further comprises: in response to determining that the environmental risk is greater than or equal to a preset level, performing an accelerator limiting operation and controlling an anti-lock braking system to be in a pre-activated state; in response to determining that the environmental risk level is lower than a preset level, performing an accelerator limiting operation and triggering an emergency brake assist.

[0010] Optionally, in the case of responding to the accelerator request, the method further comprises: in response to determining that the environmental risk level is higher than a preset value, controlling an anti-lock braking system to be in a pre-activated state.

[0011] Optionally, after determining whether to respond to the accelerator request based on the environmental risk level, the driver stress level and the accelerator pedal depression data, the method further comprises: projecting a risk prompt and a recommended operation scheme onto a front windshield.

[0012] Based on the same inventive concept, the disclosure also provides an electronic device, which comprises a memory, a processor and a computer program stored on the memory and running on the processor, and the processor implements the method of any one of the above when executing the program.

[0013] Based on the same inventive concept, the disclosure also provides a vehicle comprising the electronic device described above.

[0014] It can be seen from the above that the accelerator misstep control method provided by the application comprises: in response to an accelerator acceleration request, synchronously acquiring road condition information, geological disaster information and accelerator depression data; determining an environmental risk level in combination with the road condition information and the geological disaster information, and determining a driver tension level in combination with driver vital sign monitoring information; and finally comprehensively determining whether to respond to the accelerator acceleration request according to the environmental risk level, the driver tension level and the accelerator depression data. The environmental risk level is determined through the road condition and geological disaster information, which can accurately capture the safety hazards of the current driving scene and is the basis for subsequent judgment of the driver's operation intention and development of a reasonable intervention strategy. The tension level is determined through the driver vital sign monitoring information, which can reflect the real state of the driver from the physiological level and avoid the one-sidedness of judgment based on operation characteristics only, so that the judgment is more accurate. On this basis, the risk avoidance demand is comprehensively judged from the three dimensions of the environmental risk level, the driver tension level and the accelerator depression data, which can not only timely intervene through identification of missteps in a conventional scene to reduce the safety hazards of human operation errors, but also accurately identify the escape intention in a special emergency scene such as a landslide to avoid missing the escape opportunity due to improper intervention, so as to realize dynamic adaptation to different driving scenes and significantly improve the reliability and practicality of the automobile active safety technology in complex road conditions. BRIEF DESCRIPTION OF DRAWINGS

[0015] In order to more clearly illustrate the technical solutions in the application or related art, the following will briefly introduce the drawings needed to be used in the embodiments or related art description. Obviously, the drawings in the following description are only embodiments of the application, and other drawings can be obtained by those skilled in the art without creative labor.

[0016] Figure 1 The flowchart of the accelerator misstep control method is shown for the embodiments of the application. Figure 2 The schematic diagram of the accelerator misstep control device is shown for the embodiments of the application. Figure 3 The schematic diagram of the electronic device hardware structure is shown for the embodiments of the application. DETAILED DESCRIPTION

[0017] In order to make the purpose, technical solutions and advantages of the application more clear, the following will further describe the application in combination with specific embodiments and with reference to the drawings.

[0018] It should be noted that, unless otherwise defined, technical terms or scientific terms used in the embodiments of the present application shall have the common meanings understood by those with ordinary skills in the art to which the present application belongs. The terms "first", "second" and similar words used in the embodiments of the present application do not represent any order, number or importance, but are only used to distinguish different components. The terms "include" or "contain" and similar words mean that the elements or objects before the words cover the elements or objects listed after the words and their equivalents, and do not exclude other elements or objects. The terms "connect" or "connected" and similar words are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. "Up", "down", "left", "right" and the like are only used to represent relative positional relationships, and when the absolute positions of the described objects change, the relative positional relationships may also change accordingly.

[0019] The current mainstream vehicle enterprises generally carry the mispressed accelerator intervention system, the core logic of which is to identify the surrounding environmental obstacles through vehicle sensors, and to make judgments in combination with the stepping speed, depth and other parameters of the accelerator pedal: when the system detects that there is a collision risk in front of the vehicle, and the driver suddenly steps on the accelerator, it will be defaulted as a mispressed operation, and then the intervention mechanism is started or the engine power output is limited, or the brake is directly triggered, so as to avoid rear-end collision, wall collision and other accidents caused by mispressed accelerator.

[0020] From the daily urban commuting scene, such a system indeed plays a significant role. For example, when parking in a parking lot, if the driver mistakenly steps on the accelerator as a brake due to nervousness, the system can quickly intervene to control the vehicle speed and reduce the scratching accident; when the front vehicle suddenly brakes in congested traffic, if the driver mistakenly steps on the accelerator due to misreaction, the system can also intervene in time to avoid rear-end collision. The original design of this mode is based on the judgment of the common scene that most emergency accelerator stepping is a misoperation. This mode can achieve a basic balance between safety and driving experience in the daily driving environment which is relatively controllable and the risk type is single.

[0021] However, when the vehicle encounters special emergency scenes such as landslides, mudslides and road collapses, the limitations of the existing mispressed accelerator intervention system are exposed. In such scenes, the core demand of the driver changes from avoiding collision to quickly escaping from the dangerous area. At this time, stepping on the accelerator is a clear risk-avoiding operation, not a mispress. However, the judgment logic of the existing system lacks dynamic adaptability, and the preset judgment standard cannot distinguish between regular driving and special risk-avoiding scenes: if the system starts intervention according to the regular logic and limits the power of the vehicle, the driver will not be able to accelerate in time to escape, will miss the best risk-avoiding opportunity, and will increase the risk of being buried by landslides and mudslides.

[0022] In summary, the existing system cannot assist in determining the true intention of the driver stepping on the accelerator by environmental signals when danger occurs, which increases the risk of misjudgment. This one-size-fits-all intervention mode puts the driver in a dilemma in special scenarios: unable to escape without stepping on the accelerator, or possibly being intervened by the system when stepping on the accelerator, reflecting the shortcomings of current active safety technology in dealing with complex and extreme scenarios.

[0023] To solve the above problems, the present application provides a method for preventing automobile accelerator misstep.

[0024] The embodiments of the present application will be described in detail below with reference to the accompanying drawings. Figures 1-3 The embodiments of the present application will be described in detail below with reference to the accompanying drawings.

[0025] As shown in the accompanying drawings, Figure 1 A method for controlling accelerator misstep, comprising: S101: In response to an acceleration request of the accelerator, acquiring road condition information, geological disaster information and accelerator stepping data; In this step, when the driver steps on the accelerator pedal to issue an acceleration request, the vehicle-mounted intelligent control system immediately triggers a data collection program to synchronously acquire three types of key information. Among them, the accelerator stepping data is captured by high-precision pressure sensors and displacement sensors at the pedal, covering parameters such as stepping speed, depth, force and duration, with a sampling frequency maintained at 100Hz or above to ensure accurate recording of instantaneous operation characteristics; the road condition information and the geological disaster information can be synchronously called through the vehicle-mounted navigation, vehicle-road cooperation module and cloud data interface, the road condition information focuses on the road attributes and traffic conditions of the current driving section, and the geological disaster information covers real-time disaster warning and risk prompt within a certain range around the vehicle, and the update delay of the above information data is strictly controlled within 10 seconds to ensure the timeliness of the information.

[0026] S102: Determining the environmental risk level based on the road condition information and the geological disaster information; determining the driver's tension level based on the driver's vital sign monitoring information; In this step, for example, for the environmental risk level, the system divides it into 0-3 levels based on the road condition and geological disaster information: 0 level corresponds to ordinary risk-free road, 1 level is low-risk road, 2 level is medium-risk road section, and 3 level is high-risk warning area. At the same time, the driver's heart rate, breathing rate, facial micro-expression and operation stability data are collected through devices such as steering wheel capacitive sensors and in-vehicle cameras, and accordingly the driver's tension level is divided into 0 level (calm), 1 level (mild tension) and 2 level (high tension), providing quantitative support for subsequent decision-making.

[0027] S103: Determining whether to respond or not to respond to the acceleration request of the accelerator based on the environmental risk level, the driver's tension level and the accelerator stepping data.

[0028] In this step, the accelerator pedal data (based on the pedal speed V and the pedal depth D) is used to classify the operation type, which is divided into three categories: gentle operation, regular operation, and urgent operation. The "gentle operation" corresponds to a pedal speed V < 30 mm / s and a pedal depth D < 40%. This type of operation is characterized by slow pedal action and shallow depth, which reflects the driver's intention to accelerate smoothly and does not show any signs of emergency or panic operation. The "regular operation" corresponds to a pedal speed 30 mm / s ≤ V ≤ 49 mm / s and a pedal depth 40% ≤ D ≤ 69%. The operation speed and depth are moderate, which is consistent with the normal acceleration operation habit in daily driving and does not have any extreme operation characteristics. The "urgent operation" corresponds to a pedal speed V ≥ 50 mm / s and a pedal depth D ≥ 70%. The operation is rapid and has a large depth, which may be a risk-avoiding acceleration operation by the driver in response to an emergency situation, or it may be a misoperation caused by tension or mistake.

[0029] Based on the environmental risk level, the driver's tension level, and the accelerator pedal data, the response or non-response to the accelerator request can be determined through a decision rule table, a weighted average quantitative model, or a machine learning model. An example process is as follows: To make the decision logic more intuitive and executable, the corresponding relationship between the environmental risk level, the driver's tension level, and the accelerator pedal characteristics and the response strategy is sorted into a table. The environmental risk level, the driver's tension level, and the accelerator pedal data together determine the accelerator response strategy. The correlation between the three can be summarized as follows: (1) When the environmental risk level is at a high level (level 3, such as geological disaster warning, road obstacle blocking, etc.), the accelerator pedal shows urgent characteristics, and the driver is in a high tension state (level 2). The system prioritizes the driver's accelerator operation as "risk-avoiding acceleration demand" and tends to respond to the accelerator request. The anti-lock braking system is in a pre-activated state. If the forward radar and other devices monitor that the vehicle has a high risk of collision with the front obstacle (such as collision time TTC < 1.5 seconds), the anti-lock braking system is immediately started to prevent wheel lock by adjusting the wheel brake pressure. At the same time, the vehicle dynamic stability system is used to correct the driving trajectory, which maximizes the acceleration risk-avoiding ability while minimizing the probability of collision accidents or reducing the degree of accident damage. When the environmental risk level is at a high level (level 2, such as geological disaster warning, road congestion, etc.), the accelerator pedal shows urgent characteristics, and the driver is in a light tension (level 1). The system enters a dynamic review and determination mode.

[0030] (2) When the environmental risk level is medium (level 1, such as low-risk warning, road slow-down, etc.), a comprehensive judgment needs to be made in combination with the driver's tension level and the accelerator pedal operation. If the driver is mildly tense (level 1) and the accelerator operation is normal, it is determined to be normal acceleration and response. If the driver is highly tense (level 2) and the accelerator operation is urgent, further judgment needs to be made; (3) When the environmental risk level is low (level 0, such as a risk-free smooth road), the system prioritizes the risk of misfooting. If the driver's tension level is ≥ level 1 (mild and above tension) and the accelerator operation is urgent, it is directly determined to be misfooting and does not respond to the acceleration request. Only when the driver is in a calm state (level 0 tension) and the accelerator operation is gentle, it is stably determined to be normal acceleration and response.

[0031] The following will be illustrated with specific examples: For example, in a mountainous area, the vehicle is driving on a cliff road and suddenly receives an orange mudslide warning (environmental risk level 3). The driver is highly tense (level 2) and quickly steps on the accelerator to quickly pass through the dangerous area. In the table, "level 3 risk + level 2 tension + urgent accelerator operation" corresponds to "risk avoidance and escape", and the vehicle responds to the accelerator acceleration request, allowing the engine to output full power to help the driver escape in time.

[0032] For example, in a city road rainstorm scenario, the environmental risk is level 2 (rainstorm warning), and the driver is mildly tense (level 1). The driver quickly steps on the accelerator to quickly leave the waterlogged road. This situation meets the "level 2 risk + level 1 tension + urgent accelerator operation", and the vehicle will enter a 3-second observation period: if the driver continues to step on the accelerator, it will respond to the accelerator acceleration request; if it is only temporarily stepped on, it will not respond to the accelerator acceleration request, or limit the power to 60%, taking into account safety and driving intent.

[0033] For example, in a suburban road slow-down scenario, the vehicle is driving on a suburban two-way two-lane road, and the meteorological department has issued a blue gale warning (there are no obvious obstacles on the road, but there are fallen leaves accumulated on some sections, causing a decrease in traffic efficiency, and the environmental risk level is level 1). The driver is mildly tense (tension level 1) due to concern about the impact of the gale on vehicle stability, and steps on the accelerator at a moderate speed to maintain the distance from the vehicle in front. According to the response logic, the combination of "level 1 risk + level 1 tension + normal accelerator operation" meets "normal acceleration demand", and the system determines it to be a normal acceleration behavior, responds to the accelerator acceleration request, and maintains stable engine power output. At the same time, it prompts "there are fallen leaves on the current road, please control your speed" through the vehicle display screen, taking into account driving efficiency and safety.

[0034] For example, in the scenario of urban expressway congestion: during the morning rush hour, vehicles are driving on the urban expressway, and the road is slowing down due to a traffic accident ahead (no disaster warning, only traffic order is affected, environmental risk level 1). The driver is highly nervous (nervousness level 2) due to the fear of being late for work and sees a gap in the flow of vehicles ahead, and quickly presses the accelerator to try to pass through, at which time the accelerator is operated rapidly. The system enters a further judgment process, and the rate of change of the steering wheel angle is collected within 1 second through the steering wheel angle sensor, and it is found that the rate of change is only 3° / s (lower than the preset value of 8° / s, no obvious turning avoidance action), which is determined as "suspected mispressing tendency", and the power is limited to 40% without responding to the request for acceleration, and "current road congestion, please do not press the accelerator" is displayed on the instrument panel to avoid scratching accidents caused by rushing; if the driver turns the steering wheel at the same time (the angle rate reaches 10° / s, the intention is to avoid vehicles in the adjacent lane), it is determined that it is a normal acceleration demand, and the request for acceleration is responded to, allowing the vehicle speed to be moderately increased.

[0035] For example, in the scenario of daily urban commuting: environmental risk level 0 (no risk), the driver is nervous (nervousness level 2) due to the sudden crossing of pedestrians in front of the road, and quickly presses the accelerator in panic. According to the table, this combination of "0 risk level + 2 nervousness level + rapid operation" is determined as "high mispressing risk", and the vehicle will not respond to the request for acceleration, or immediately limit the power to 30%, and at the same time, the red light is on and the buzzer is sounding to remind the driver to avoid accidents caused by mispressing.

[0036] In this embodiment, the accelerator mispressing control method specifically includes: in response to the request for acceleration, synchronously acquiring road condition information, geological disaster information and accelerator pressing data; determining the environmental risk level in combination with the road condition information and the geological disaster information, and determining the driver's nervousness level in combination with the driver's vital sign monitoring information; finally, according to the environmental risk level, the driver's nervousness level and the accelerator pressing data, whether to respond to the request for acceleration is comprehensively determined. Wherein, the environmental risk level is determined by the road condition and the geological disaster information, which can accurately capture the safety hidden danger of the current driving scene, and is the basis for subsequent judgment of the driver's operation intention and development of reasonable intervention strategy; the nervousness level is determined by the driver's vital sign monitoring information, which can reflect the real state of the driver from the physiological level, avoid the one-sidedness of only relying on operation characteristics for judgment, and make the judgment more accurate. On this basis, the risk avoidance demand is comprehensively judged from the three dimensions of environmental risk level, driver's nervousness level and accelerator pressing data, which can not only timely intervene in mispressing and reduce the safety hidden danger of human operation failure in normal scenes, but also accurately identify the escape intention in special emergency scenes such as landslides, to avoid missing the escape opportunity due to improper intervention, so as to realize the dynamic adaptation to different driving scenes, and significantly improve the reliability and practicality of the automobile active safety technology in complex road conditions.

[0037] In some embodiments, in step S102, the method for determining the road condition information and geological disaster information comprises: S1021: determining an obstacle around the vehicle, and determining geological disaster information corresponding to coordinate information of the vehicle based on the coordinate information of the vehicle; In this step, for example, the vehicle obtains accurate coordinate information (longitude, latitude, and altitude error ≤10 meters) in real time through a built-in GPS module, and synchronously pushes the coordinate data to a vehicle-mounted cloud interaction system. The cloud system matches a geological disaster database of the region according to the coordinate information, and quickly feeds back real-time early warning information within a range of 5 kilometers, including rainstorm and flood early warning information issued by a meteorological department, landslide and debris flow risk levels (such as blue, yellow, and orange early warning) pushed by a geological monitoring station, and dangerous road section information of rockfall and collapse prone areas marked by a road management department. At the same time, a millimeter wave radar (detection distance 0-150 meters, angle ±60°) arranged on front and rear bumpers of the vehicle and a high-definition wide-angle camera (resolution 1920×1080, frame rate 30 fps) on the roof of the vehicle start cooperative detection. The radar preliminarily identifies obstacles (such as a front vehicle, a pedestrian, a guardrail, and a roadside rock) within 50 meters around the vehicle through a return signal, and transmits preliminary position information (distance and azimuth angle relative to the vehicle) of the obstacles to a vehicle-mounted central controller, to provide basic data for subsequent road condition analysis.

[0038] S1022: determining road condition information based on motion state information and position information of the obstacle; In this step, the vehicle-mounted central controller receives the preliminary information of the obstacles transmitted by the radar, and then links the high-definition camera to perform image recognition and feature matching. Through a pre-set obstacle classification algorithm (such as a target detection model based on deep learning), the type of obstacle (static obstacles such as rocks and guardrails, dynamic obstacles such as vehicles and pedestrians) is distinguished. For dynamic obstacles, the radar continuously tracks their motion state information, including moving speed, acceleration, and motion trajectory (sampling frequency 50 Hz), and combines with the vehicle's own driving speed to calculate the time to collision (TTC) with the obstacle. For static obstacles, the camera focuses on identifying their size, shape, and road occupation (such as whether the rock occupies half of the road or the guardrail is damaged to narrow the road). At the same time, the vehicle-mounted laser radar can assist in obtaining the three-dimensional contour data of the obstacle, improving the recognition accuracy. Finally, the system generates road condition information by comprehensively considering the position distribution, motion state, and road occupation rate of the obstacle. In terms of position distribution, it is determined whether the obstacle invades the effective traffic area (within the lane line) and the longitudinal distance from the vehicle. Obstacles within the lane and less than 50 meters from the vehicle have a significant impact on road conditions, while obstacles located on the roadside have little impact on main traffic. In terms of motion state, the direction and speed of dynamic obstacles (such as vehicles and pedestrians) are crucial. Slow vehicles in the same direction can cause traffic efficiency to decrease, while crossing obstacles can introduce collision risks. Static obstacles (such as rocks and guardrails) only affect road conditions through position and occupation rate, without additional dynamic risks. Road occupation rate quantifies the degree of reduction of traffic space in terms of the proportion of effective traffic width occupied. The three factors work together to accurately correspond the road conditions to four basic states: "smooth", "slow", "congestion", and "obstacle blockage", providing accurate road conditions for subsequent throttle response strategies.

[0039] The system generates road condition information through a lookup table. First, the position distribution, motion state, and road occupation rate of the obstacle are converted into quantifiable lookup table input dimensions. For example, the position distribution is divided into "Class A (invades the lane line and is less than 50 meters from the vehicle, affecting main traffic)" and "Class B (roadside or more than 50 meters from the vehicle, not affecting main traffic)". The motion state is divided into "Class 1 (no dynamic risk, such as static obstacles)", "Class 2 (low dynamic risk, such as slow vehicles in the same direction and crossing pedestrians)", and "Class 3 (high dynamic risk / congestion correlation, such as vehicle queues)". The road occupation rate is divided into "Class α (<10%)", "Class β (10%-50%)", "Class γ (50%-90%)", and "Class δ (≥90%)". Then, through a pre-set multi-dimensional correspondence table of "position classification + motion classification + occupation rate classification", the four road conditions of "smooth", "slow", "congestion", and "obstacle blockage" are directly matched and output.

[0040] For example, there is a static construction warning sign (class B) 30 meters in front of the urban trunk road, no dynamic risk (class 1), and the occupancy rate is 5% (class a), and the table output is "smooth"; there is a rockfall 50 meters in front of the mountain road (class A), static and dynamic risk (class 1), and the occupancy rate is 100% (class d), and the table output is "obstacle blocking"; there are low-speed vehicles in the same direction 20 meters in front of the urban morning peak (class A), vehicle queuing within 50 meters (class 3), and the occupancy rate is 60% (class g), and the table output is "congestion".

[0041] In addition, based on the road condition information and the geological disaster information, an environmental risk level is determined.

[0042] In this step, when determining the environmental risk level, the level can be directly matched by combining a preset corresponding relationship in the form of a table. For example: when the geological disaster is no warning and the road condition is smooth, the corresponding environmental risk level is level 0; when the geological disaster is blue warning and the road condition is smooth, or the geological disaster is no warning and the road condition is congestion, the corresponding environmental risk level is level 1; when the geological disaster is yellow warning and the road condition is slow, or the geological disaster is orange warning and the road condition is smooth, the corresponding environmental risk level is level 2; when the geological disaster is red warning and the road condition is obstacle blocking, or the geological disaster is orange warning and the road condition is congestion, the corresponding environmental risk level is level 3. Through this preset table corresponding relationship, the system can directly determine the environmental risk level according to the geological disaster information and the road condition information, and after determination, real-time display on the vehicle instrument panel and synchronous transmission to the S103 decision module.

[0043] In the embodiment, by associating the geological disaster information with the vehicle coordinates and combining the sensor initial identification of the obstacle, the precise positioning and initial capture of the environmental risk source are realized, providing comprehensive basic data for subsequent judgment; based on the motion state and position information of the obstacle, the quantified road condition information can be accurately generated, ensuring the objectivity of the road condition judgment; based on the road condition information and the geological disaster information, the environmental risk level is determined, realizing the comprehensive evaluation of multi-dimensional risk, the result is accurate and close to the actual driving scene, and can directly provide a reliable basis for subsequent throttle response decision.

[0044] In some embodiments, in step S102, the driver tension level is determined based on the driver sign monitoring information, including: S1024: Obtain the heart rate, skin conductance, and facial expression features of the driver; In this step, the three types of core data are synchronously acquired by special devices arranged at key positions of the vehicle. For example, a flexible photoelectric heart rate sensor (emitting 525 nm green light) embedded in the inside of the steering wheel is used to calculate the real-time heart rate (sampling frequency 1 Hz, error ± 2 times / minute) through light reflection signals. An arc design ensures stable contact when holding. Two pairs of electrode plates (5 cm apart) on the seat cushion, backrest or steering wheel are used to apply a constant voltage of 5 V to measure the skin conductivity (unit: μS, sampling frequency 0.5 Hz, resolution 0.1 μS). Breathable conductive fabric is used to balance comfort and signal stability. An infrared camera (1280x720 resolution, 25 fps frame rate, with fill light) at the front of the roof captures real-time facial images. After preprocessing, feature point coordinates such as eyebrow peaks, pupils and corners of the mouth are extracted. The viewing angle is automatically calibrated to adapt to slight head shaking.

[0045] S1025: Based on the heart rate, skin conductivity, facial expression features of the driver, and the pre-stored heart rate reference value, skin conductivity reference value and normal facial expression features, the heart rate deviation index, skin conductivity deviation index and tension expression index of the driver within a preset time are determined. In this step, the vehicle-mounted central controller first calls the pre-stored driver reference information library, which includes the heart rate reference value (retaining 1 decimal place), skin conductivity reference value (retaining 2 decimal places) and 500 frames of normal facial expression feature templates of the driver in a calm driving state. With a 10-second statistical period, three types of indexes are calculated: the heart rate deviation index is calculated according to "(period average heart rate-reference value) / reference value x 100%" and rounded; the skin conductivity deviation index is calculated using the same formula; the tension expression index is converted to a value between 0 and 100 by normalizing the average Euclidean distance between the feature points and the template.

[0046] S1026: Based on the heart rate deviation index, skin conductivity deviation index and tension expression index of the driver within a preset time, the driver's tension level is determined.

[0047] In this step, the heart rate deviation index, skin conductivity deviation index and tension expression index of the driver within a preset time are used to determine the driver's tension level by weighted summation and threshold division. The sensitivity is assigned a weight, with the skin conductivity deviation index being 0.4, the heart rate deviation index being 0.3 and the tension expression index being 0.3. The weighted sum of the three gives the comprehensive tension index, which is rounded. Then the level threshold is matched: if the comprehensive index is less than 20, the level is 0 (calm, body signs close to the reference, expression relaxed); if 20≤index<50, the level is 1 (mild tension, body signs slightly elevated, furrowed brows, frequent blinking); if index≥50, the level is 2 (high tension, body signs significantly changed, furrowed brows, dilated pupils).

[0048] In this embodiment, by collecting heart rate, skin conductivity and facial expression features, combining with the pre-stored reference value to calculate three types of deviation indexes, and then fusing the indexes to determine the tension level, the physiological and expression changes of the driver can be accurately captured, the quantitative determination of the tension state is realized, the results are reliable and fit individual differences, and accurate driver state basis can be directly provided for subsequent throttle response decision.

[0049] In some embodiments, in the S103 step, the determination of the response or non-response to the throttle acceleration request based on the environmental risk level, the driver tension level and the throttle pedal data comprises: S1031: matching the environmental risk level, the driver tension level and the throttle pedal data with a preset mapping table; S1032: in response to the matching result being a preset misstep determination combination, determining that the current throttle operation is a misstep behavior and not responding to the throttle acceleration request; S1033: in response to the matching result being a preset normal acceleration determination combination, determining that the current throttle operation is a normal acceleration behavior and responding to the throttle acceleration request.

[0050] S1034: in response to the matching result being a preset ambiguous determination combination, collecting the angle change rate of the steering wheel within a preset time; Specifically, the system accurately matches the collected three types of environmental risk level, driver tension level and throttle pedal data with a preset mapping table, and obtains three matching results. When the matching result is a misstep determination combination, the system immediately determines it as a misstep behavior and does not respond to the acceleration request, and performs throttle limiting operation: the throttle opening degree is exemplarily limited to about 15%, to cut off the excessive power output, at the same time, the driver is warned through a reminding mechanism, for example: the vehicle-mounted voice broadcast “misstep throttle detected”, the red warning light of the instrument panel flashes high frequency, at the same time, the throttle state is continuously monitored, and the limitation is released only when the depth is less than or equal to 20% and is maintained for more than 1 second. If the matching result is a normal acceleration determination combination, the system completely responds to the throttle acceleration request, and the ECU adjusts the throttle opening degree according to the conventional logic. Whether the matching result is a misstep determination combination or a normal acceleration determination combination, the system will continuously monitor the collision risk of the vehicle and the front obstacle through the forward radar and other devices. Through the forward radar and other devices, if the collision risk of the vehicle and the front obstacle is large (such as the collision time TTC<1.5 seconds), the anti-lock braking system is immediately started to prevent the wheel from locking by adjusting the wheel braking pressure, and the vehicle dynamic stability system is used to correct the driving trajectory, so as to ensure the acceleration risk avoidance ability, and maximize the probability of reducing the collision accident or reducing the damage degree of the accident; in the low risk scene, the normal mode is maintained, and only in the high risk scene, the voice prompt “current area risk is high, please pay attention to the vehicle speed” is added.

[0051] The system triggers the steering wheel data collection mechanism immediately in response to the matching result being the preset fuzzy judgment combination. The steering wheel built-in angle sensor (accuracy ±0.5°, sampling frequency 50 Hz) is used to record the steering wheel rotation angle change in real time within a preset time (for example, 2 seconds), and the angle change rate (unit: ° / s) is calculated. For example, the steering wheel rotates from 0° to 30° and then returns to 5° within 2 seconds, and the total angle change is 25°, so the angle change rate is 12.5° / s. At the same time, the system filters out small angle fluctuations (for example, high-frequency jitter within ±2°) caused by road bumps, and only keeps the effective angle change caused by the driver's active operation, to ensure data authenticity.

[0052] S1035: In response to determining that the angle change rate of the steering wheel exceeds a preset value, it is determined that the current accelerator operation is a normal acceleration behavior, and the accelerator acceleration request is responded to; S1036: In response to determining that the angle change rate of the steering wheel is lower than the preset value, it is determined that the current accelerator operation is a misstep behavior, and the accelerator acceleration request is not responded to.

[0053] In the steps of S1035 and S1036, for example, when the angle change rate collected in step S1034 exceeds 8° / s, the normal acceleration judgment of step S1035 is triggered: the system considers that the driver is accompanied by obvious steering operation while accelerating, which meets the typical behavior characteristics of acceleration and steering avoidance in the risk avoidance scene (such as avoiding obstacles and driving out of dangerous areas), so it is determined as normal acceleration behavior, and the accelerator acceleration request is responded to immediately, allowing the engine to output full power, and synchronously optimizing the steering assist (such as increasing the low-speed steering flexibility). If the angle change rate is lower than 8° / s (such as keeping 0° or small amplitude fine adjustment for a long time), the misstep judgment of step S1036 is triggered: the system considers that the driver only has acceleration operation without obvious steering intention, which meets the characteristics of single stepping in panic in the misstep scene (such as straight-line rushing out of the parking lot), so it is determined as misstep behavior, and the accelerator acceleration request is not responded to, while the power limitation and warning mechanism (such as limiting the power to 30%, and flashing the warning on the instrument panel) is started.

[0054] In addition, the system dynamically adjusts the angle change rate threshold in combination with the current speed of the vehicle: when the vehicle speed is ≤30 km / h (such as in a low-speed parking lot scene), the threshold is lowered to 5° / s, because small steering at low speed can reflect the active operation intention; when the vehicle speed is >60 km / h (such as in a high-speed driving scene), the threshold is increased to 12° / s, which adapts to the characteristics of small steering operation amplitude at high speed. At the same time, for special road conditions such as continuous curves, the system automatically extends the data collection time to 3 seconds to avoid frequent steering interference in a short time. By introducing the steering wheel angle change rate, this embodiment effectively solves the decision-making problem in the fuzzy interval, making the accelerator response judgment more in line with the real operation intention of the driver.

[0055] In the embodiment, the pre-set mapping table is used to directly distinguish between the clear misstep and the normal acceleration scene, and the rate of change of the steering wheel angle is used to verify the ambiguous scene, so as to reduce the misjudgment, accurately intercept the misstep risk, and minimize the interference with the normal driving operation, thereby improving the driving safety and experience.

[0056] In some embodiments, in response to the accelerator acceleration request, the method further comprises: S104: In response to determining that the environmental risk is greater than or equal to a preset level, performing an accelerator limiting operation and controlling the anti-lock braking system to be in a pre-activated state. In this step, when the environmental risk level is greater than or equal to a preset level (for example, the preset level is level 2, corresponding to a medium-high risk scene, such as a landslide warning area in a mountainous area or a cliff road section), the system simultaneously starts two core operations: one is to perform an accelerator limiting operation, for example, by using the engine ECU to forcibly limit the throttle opening to within 15% (equivalent to the power output of the idle state), to ensure that the vehicle cannot accelerate quickly, and to cut off the constant speed cruise function (if it is turned on) to avoid unexpected intervention of power; the other is to control the anti-lock braking system (ABS) to enter a pre-activated state, by increasing the brake hydraulic pressure (maintained at 30% of the normal state) and shortening the brake pedal free stroke, so that the brake pad and the brake disc are in a semi-contact standby state, when the driver steps on the brake pedal, the brake response time is shortened from the normal 0.8 seconds to 0.3 seconds, which greatly improves the emergency braking efficiency. In addition, the system will issue a voice prompt of "Please pay attention to braking!" through the vehicle-mounted loudspeaker, and the ABS pre-activated indicator light on the instrument panel will be turned on, reminding the driver that the vehicle is in a state of danger standby.

[0057] S105: In response to determining that the environmental risk level is less than the preset level, performing an accelerator limiting operation and triggering an emergency braking assist.

[0058] In this step, when the environmental risk level < preset level (for example, 0-1 level, corresponding to urban roads, flat roads and other conventional scenes), the system adopts a combination strategy: first, the same throttle limiting operation as step S104 is performed (throttle opening degree ≤ 15%), to prevent the risk of accelerating caused by misfooting; second, the emergency brake assist (EBA) system is automatically triggered, by analyzing the current vehicle speed and the distance to the front obstacle (monitored by the front radar in real time), if it is determined that there is a collision risk (such as collision time TTC < 2 seconds), EBA will actively increase the brake pressure to 60% of the maximum brake force, to assist the driver to complete the emergency brake; if the risk is low, the driver is reminded to step on the brake by vibrating the brake pedal (frequency 5Hz), and a text prompt of “please slow down” is displayed on the instrument panel. Unlike S104, in this scenario, ABS remains in a normal activated state, and only intervenes when the driver actively steps on the brake, to avoid unnecessary brake intervention affecting normal driving.

[0059] In addition, the throttle limiting operation in the above two scenarios is designed with an artificial release mechanism: if the driver continuously steps on the accelerator for 3 times (force > 300N) and turns the steering wheel at the same time (angle > 30°), the system determines that the driver needs power and will temporarily release the throttle limit (for 5 seconds), taking into account the need for human correction in extreme situations. At the same time, all operation data (such as environmental risk level, brake pressure change, driver feedback) will be stored in real time to the vehicle black box, providing a basis for subsequent accident analysis or system optimization.

[0060] In this embodiment, the safety requirements are precisely adapted by taking different auxiliary operations for different environmental risk levels: when the environmental risk ≥ preset level, the throttle limiting and preactivation of the anti-lock braking system are performed, because in high-risk environments (such as disaster warning, complex road conditions), the subsequent braking demand is more urgent, and preactivation of the anti-lock braking system can shorten the brake response time and ensure the controllability of the vehicle when avoiding risks; when the environmental risk < preset level, the throttle limiting and emergency brake assist are performed, because in low-risk environments, the braking urgency is low, and the focus is on assisting the braking force to avoid the risk caused by insufficient driver operation. This embodiment not only prevents misfooting acceleration by uniform throttle limiting, but also matches the braking assist strategy according to the environmental risk, improving the pertinence and safety of the operation.

[0061] In some embodiments, in response to the throttle acceleration request, the method further comprises: S106: In response to determining that the environmental risk level is higher than the preset value, controlling the anti-lock braking system to be in a preactivated state.

[0062] For example, when the environmental risk level is higher than a preset value (e.g., level 2, corresponding to a medium-high risk scenario such as a heavy rain weather, a rockfall section in mountainous area, a congested urban expressway, etc.), the system automatically controls the ABS to enter a pre-activation state while allowing the engine to output power in response to an acceleration request. The specific operations include: raising the brake hydraulic pressure to 20-30% of the normal state through the brake hydraulic unit, so that the brake pads and brake discs are in a semi-contact state with a small gap (≤0.5 mm); shortening the free travel of the brake pedal (from the normal 15 mm to 5 mm), reducing the idle travel time of the driver stepping on the brake pedal; synchronously activating the high-frequency monitoring mode of the wheel speed sensor (the sampling frequency is raised from the normal 20 Hz to 50 Hz), ensuring faster capture of abnormal wheel speed. These operations shorten the response delay of the ABS from the normal 0.6 seconds to 0.2 seconds, which can significantly reduce the braking distance when the vehicle needs to brake urgently after acceleration (such as avoiding obstacles immediately after evasive acceleration). For example, at a speed of 60 km / h, the pre-activation state can shorten the braking distance by 3-5 meters. At the same time, the ABS indicator light on the instrument panel will be constantly on in green to indicate that the system is in the pre-activation state, avoiding misjudgment of the vehicle state by the driver.

[0063] When the environmental risk level is lower than or equal to the preset value (i.e., levels 0-1, corresponding to low-risk scenarios such as dry and straight highways, open rural roads, etc.), the system follows the principle of minimum intervention and does not trigger any additional brake assistance operations after responding to the acceleration request: the ABS remains in the normal standby state (only intervenes when the wheels are about to lock), the brake system maintains the default pressure, and the pedal travel and sensor monitoring frequency remain at the standard settings. This is because in a low-risk environment, the probability of a vehicle encountering a sudden braking demand after acceleration is low, and the road conditions are stable (such as dry asphalt pavement). Even if braking is needed, the normal ABS response speed can meet the safety requirements, and excessive pre-activation may increase the mechanical wear of the brake system (such as the continuous slight contact between the brake pads and the brake discs) or affect the driver's operation feel due to the shortened pedal travel.

[0064] In addition, the system dynamically adjusts the strategy according to real-time environmental changes: if the environmental risk level suddenly increases from low risk during vehicle acceleration (such as entering a temporary construction section), the system will switch the ABS from the normal state to the pre-activation state within 1 second; conversely, if the high-risk environment is removed (such as leaving a heavy rain area), the ABS will return to the normal state after 3 seconds, ensuring that the strategy always matches the current environment, guaranteeing the braking response speed in dangerous scenarios, and avoiding excessive operation in low-risk scenarios, meeting the safety requirements while considering the system economy and driving comfort.

[0065] In some embodiments, after determining whether to respond or not to respond to the accelerator request based on the environmental risk level, the driver tension level, and the accelerator pedal data in step S103, the method further comprises: S107: projecting the risk prompt and the recommended operation scheme onto the front windshield.

[0066] For example, after the system completes the response decision of the accelerator request, the front windshield projection function is immediately started to project the risk prompt and the recommended operation scheme in the form of augmented reality (AR) in real time. The projection position focuses on the windshield area directly in front of the driver's line of sight (horizontal distance ± 30 cm and vertical distance 20-40 cm from the center of the steering wheel), avoiding distraction from the road conditions, and the projection brightness is automatically adjusted according to the external light (800 cd / m2 in daylight and reduced to 300 cd / m2 at night), ensuring clear visibility and no glare. The risk prompt content is dynamically generated according to the decision result: if it is determined that the accelerator is mispressed and the request is not responded, the red text "mispress risk detected! Power limited" is displayed, accompanied by a flashing red border warning; if it is determined that the accelerator is normally pressed and the environmental risk level is high, the yellow text "current environmental risk is high, please accelerate carefully" is displayed; the recommended operation scheme gives guidance according to the specific scene, such as "please release the accelerator and lightly press the brake" in the mispress scenario, and "pay attention to the obstacles in front of you and prepare to slow down" in the high-risk acceleration scenario, and simple icons (such as brake pedal icon, steering wheel icon) are displayed next to the text to assist understanding.

[0067] In this embodiment, by projecting the risk prompt and the recommended operation scheme onto the front windshield, the driver can quickly obtain key information without shifting his gaze, and understand the system decision and response recommendations in a timely manner, ensuring the timeliness and intuitiveness of information transmission, reducing the safety hazards caused by distraction caused by checking the instrument panel, and improving the driving safety and operation coordination.

[0068] It should be noted that the method of the embodiments of the present application can be executed by a single device, such as a computer or a server. The method of the embodiments of the present application can also be applied to a distributed scenario, and completed by multiple devices cooperating with each other. In this distributed scenario, one of the multiple devices can only execute one or more steps in the method of the embodiments of the present application, and the multiple devices can interact with each other to complete the method.

[0069] It is to be understood that the foregoing description is directed to embodiments of the application. Various embodiments are described herein, including the best mode of the inventors. It will be apparent, however, to those skilled in the art having the benefit of this disclosure, that variations and / or modifications of these embodiments can be made without departing from the spirit and scope of the application. Accordingly, it is intended that such variations and / or modifications be included within the scope of the application. Other embodiments of the application will be apparent to those skilled in the art from consideration of the specification and practice of the application disclosed herein. For example, to specify a single feature, multiple features having similar functionality can be specified; to specify a feature, features having different functionality can be specified; and / or features having different functionality can be specified without departing from the application. It is therefore intended that the specification and examples be considered as exemplary only, with a true scope and spirit of the application being indicated by the following claims.

[0070] As shown in the Figure 2 application also provides an accelerator misstep control device based on the same inventive concept, comprising: The acquisition module 201 is configured to: in response to an accelerator acceleration request, acquire road condition information, geological disaster information and accelerator depression data; The first determination module 202 is configured to: determine an environmental risk level based on the road condition information and the geological disaster information; and determine a driver tension level based on driver vital sign monitoring information; The second determination module 103 is configured to: determine whether to respond to the accelerator acceleration request based on the environmental risk level, the driver tension level and the accelerator depression data.

[0071] Further, the first determination module 202 is further configured to: determine geological disaster information and obstacles corresponding to the coordinate information of the vehicle based on the coordinate information of the vehicle; determine road condition information based on motion state information and position information of the obstacles; determine an environmental risk level based on the road condition information and the geological disaster information.

[0072] Further, the first determination module 202 is further configured to: acquire a heart rate, a skin conductance and a facial expression feature of the driver; determine a heart rate deviation index, a skin conductance deviation index and a tension expression index of the driver within a preset time based on the heart rate of the driver, the skin conductance, the facial expression feature, and a pre-stored heart rate reference value, a skin conductance reference value and a normal facial expression feature; determine a driver tension level based on the heart rate deviation index, the skin conductance deviation index and the tension expression index of the driver within a preset time.

[0073] Further, the second determination module 203 is further configured to: match the environmental risk level, the driver tension level and the accelerator depression data with a preset mapping table; In response to the matching result being a preset misstep determination combination, the current accelerator operation is determined as a misstep behavior, and the accelerator acceleration request is not responded to. In response to the matching result being a preset normal acceleration determination combination, the current accelerator operation is determined as a normal acceleration behavior, and the accelerator acceleration request is responded to.

[0074] Further, the second determination module 203 is further configured to: In response to the matching result being a preset ambiguous determination combination, the angle change rate of the steering wheel in a preset time is collected. In response to the angle change rate of the steering wheel being determined to be greater than a preset value, the current accelerator operation is determined as a normal acceleration behavior, and the accelerator acceleration request is responded to. In response to the angle change rate of the steering wheel being determined to be less than a preset value, the current accelerator operation is determined as a misstep behavior, and the accelerator acceleration request is not responded to.

[0075] Further, the second determination module 203 is further configured to: In the case of not responding to the accelerator acceleration request, the method further includes: In response to the environmental risk being determined to be greater than or equal to a preset level, an accelerator limiting operation is performed, and the anti-lock braking system is controlled to be in a pre-activated state. In response to the environmental risk level being determined to be less than a preset level, an accelerator limiting operation is performed, and an emergency brake assist is triggered.

[0076] Further, the second determination module 203 is further configured to: In response to the environmental risk level being determined to be greater than a preset value, the anti-lock braking system is controlled to be in a pre-activated state.

[0077] Further, the second determination module 203 is further configured to: The risk prompt and the recommended operation scheme are projected onto the front windshield.

[0078] The device of the above embodiments is used to implement the corresponding control method in any of the above embodiments, and has the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0079] Based on the same inventive concept, corresponding to any of the above method embodiments, the present application also provides an electronic device, which includes a memory, a processor, and a computer program stored in the memory and running on the processor, and the processor implements the method according to any of the above embodiments when executing the program.

[0080] Figure 3A more specific electronic device hardware structure schematic diagram provided by the embodiment is shown, and the device can include: a processor 1010, a memory 1020, an input / output interface 1030, a communication interface 1040, and a bus 1050. The processor 1010, the memory 1020, the input / output interface 1030, and the communication interface 1040 are connected to each other through the bus 1050 for internal communication.

[0081] The processor 1010 can be implemented by a general-purpose CPU (Central Processing Unit), a microprocessor, an application-specific integrated circuit (ASIC), or one or more integrated circuits, etc., for executing related programs to implement the technical solutions provided by the embodiments of the present specification.

[0082] The memory 1020 can be implemented by a ROM (Read Only Memory), a RAM (Random Access Memory), a static storage device, a dynamic storage device, etc. The memory 1020 can store an operating system and other application programs, and when the technical solutions provided by the embodiments of the present specification are implemented by software or firmware, the related program codes are stored in the memory 1020 and called and executed by the processor 1010.

[0083] The input / output interface 1030 is used to connect input / output modules to realize information input and output. The input / output modules can be configured as components in the device (not shown in the figure) or externally connected to the device to provide corresponding functions. The input device can include a keyboard, a mouse, a touch screen, a microphone, various sensors, etc., and the output device can include a display, a speaker, a vibrator, an indicator light, etc.

[0084] The communication interface 1040 is used to connect a communication module (not shown in the figure) to realize the communication interaction between the device and other devices. The communication module can realize communication through a wired manner (such as USB, network cable, etc.) or through a wireless manner (such as mobile network, WIFI, Bluetooth, etc.).

[0085] The bus 1050 includes a channel for transmitting information between various components (such as the processor 1010, the memory 1020, the input / output interface 1030, and the communication interface 1040) of the device.

[0086] It should be noted that, although the above device only shows the processor 1010, the memory 1020, the input / output interface 1030, the communication interface 1040 and the bus 1050, in the specific implementation process, the device can also include other components necessary for normal operation. In addition, those skilled in the art can understand that the above device can also only contain components necessary to implement the embodiments of the present application, and does not necessarily contain all the components shown in the figure.

[0087] The electronic device of the above embodiment is used to implement the corresponding control method in any of the preceding embodiments, and has the beneficial effects of the corresponding method embodiments, which are not described here again.

[0088] Based on the same inventive concept, corresponding to the above control system embodiments, the present application also provides a vehicle, which includes the above electronic device and has the beneficial effects of the corresponding method embodiments, which are not described here again.

[0089] Based on the same inventive concept, corresponding to the method of any of the above embodiments, the present application also provides a non-transitory computer readable storage medium, which stores computer instructions for causing the computer to execute the control method according to any of the above embodiments.

[0090] The computer readable medium of the present embodiment includes permanent and non-permanent, removable and non-removable media, which can be realized by any method or technology to store information. The information can be computer readable instructions, data structures, program modules or other data. Examples of computer storage media include, but are not limited to, phase change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, compact disc read-only memory (CD-ROM), digital versatile disc (DVD) or other optical storage, magnetic cassette, magnetic tape disk storage or other magnetic storage devices, or any other non-transmission medium that can be used to store information accessible by a computing device.

[0091] The computer instructions stored in the storage medium of the above embodiment are used to cause the computer to execute the control method according to any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which are not described here again.

[0092] It should be noted that the embodiments of the present application can also be further described in the following ways: It can be understood that, before using the technical solutions of various embodiments in the present disclosure, the user will be informed of the type, use range, use scenario, etc. of the personal information involved in a proper manner, and the authorization of the user will be obtained.

[0093] For example, in response to receiving the active request of the user, the user is sent prompt information to explicitly prompt the user that the operation requested to be performed will require obtaining and using the personal information of the user. Thus, the user can voluntarily choose whether to provide the personal information to the software or hardware such as an electronic device, an application program, a server or a storage medium, etc. that performs the operation of the technical solutions of the present disclosure according to the prompt information.

[0094] As an optional but non-limiting implementation manner, in response to accepting the active request of the user, the manner of sending the prompt information to the user may, for example, be a pop-up window manner, and the prompt information may, for example, be presented in the form of text in the pop-up window. In addition, the pop-up window may also carry selection controls for the user to select “agree” or “disagree” to provide the personal information to the electronic device.

[0095] It can be understood that the above notification and obtaining of the authorization of the user are only illustrative, and do not limit the implementation manners of the present disclosure, and other manners meeting the relevant laws and regulations can also be applied to the implementation manners of the present disclosure.

[0096] It should be understood by those of ordinary skill in the art that the above discussion of any embodiment is only exemplary and is not intended to suggest that the scope of the present application is limited to these examples; under the idea of the present application, the above embodiments or technical features in different embodiments can also be combined, the steps can be implemented in any order, and there are many other changes of different aspects of the embodiments of the present application as described above. In order to be brief, they are not provided in detail.

[0097] In addition, in order to simplify the description and discussion, and so as not to make the embodiments of the present application difficult to understand, the known power / ground connections of integrated circuit (IC) chips and other components can or can not be shown in the provided drawings. In addition, the devices can be shown in the form of block diagrams in order to avoid making the embodiments of the present application difficult to understand, and this also takes into account the fact that the details of the implementation of these block diagram devices are highly dependent on the platform on which the embodiments of the present application are to be implemented (i.e. these details should be entirely within the understanding of those skilled in the art). Where specific details (e.g. circuits) are set forth in order to describe an exemplary embodiment of the present application, it will be apparent to those skilled in the art that the present application can be practiced without these specific details or with variations on these specific details. Therefore, these descriptions should be considered as illustrative rather than limiting.

[0098] While the present application has been described in connection with certain embodiments thereof, many modifications, substitutions, and alterations, thereof will be readily apparent to those of ordinary skill in the art, given the benefit of this disclosure. For example, other memory architectures (e.g., dynamic RAM (DRAM)) can use the embodiments discussed.

[0099] It is intended that the embodiments of the present application encompass all such substitutions, modifications, and alterations as fall within the broad scope of the application claimed. Accordingly, any and all such modifications, substitutions, variations, improvements, and the like which become apparent to those skilled in the art, in the spirit and scope of the application after reading this description, should be deemed to fall within the protection of the present application.

Claims

1. An accelerator misapplication control method characterized by comprising: The method comprises: obtaining road condition information, geological disaster information and accelerator pedal depression data in response to an accelerator acceleration request; determining an environmental risk level based on the road condition information and the geological disaster information; determining a driver tension level based on driver vital sign monitoring information; determining whether to respond to the accelerator acceleration request based on the environmental risk level, the driver tension level and the accelerator pedal depression data.

2. The method of claim 1, wherein The method for determining the road condition information and the geological disaster information comprises: determining an obstacle around the vehicle, and determining geological disaster information corresponding to coordinate information of the vehicle based on the coordinate information; determining road condition information based on motion state information and position information of the obstacle.

3. The method of claim 1, wherein The method for determining the driver tension level based on driver vital sign monitoring information comprises: obtaining a heart rate, a skin conductance and a facial expression feature of the driver; determining a heart rate deviation index, a skin conductance deviation index and a tension expression index of the driver within a preset time based on the heart rate, the skin conductance, the facial expression feature of the driver, and a pre-stored heart rate reference value, a skin conductance reference value and a normal facial expression feature; determining the driver tension level based on the heart rate deviation index, the skin conductance deviation index and the tension expression index of the driver within the preset time.

4. The method of claim 1, wherein The method for determining whether to respond to the accelerator acceleration request based on the environmental risk level, the driver tension level and the accelerator pedal depression data comprises: matching the environmental risk level, the driver tension level and the accelerator pedal depression data with a preset mapping table; in response to a matching result being a preset mis-pedal determination combination, determining that the current accelerator operation is a mis-pedal behavior and not responding to the accelerator acceleration request; in response to the matching result being a preset normal acceleration determination combination, determining that the current accelerator operation is a normal acceleration behavior and responding to the accelerator acceleration request.

5. The false acceleration control method according to claim 4, characterized in that, The method further comprises: in response to the matching result being a preset ambiguous determination combination, collecting an angle change rate of a steering wheel within a preset time; in response to determining that the angle change rate of the steering wheel exceeds a preset value, determining that the current accelerator operation is a normal acceleration behavior and responding to the accelerator acceleration request; in response to determining that the angle change rate of the steering wheel is lower than a preset value, determining that the current accelerator operation is a mis-pedal behavior and not responding to the accelerator acceleration request.

6. The method of claim 1, wherein In the case of not responding to the accelerator acceleration request, the method further comprises: in response to determining that the environmental risk is greater than or equal to a preset level, performing an accelerator limiting operation and controlling an anti-lock braking system to be in a pre-activated state; in response to determining that the environmental risk level is less than a preset level, performing an accelerator limiting operation and triggering an emergency braking assist.

7. The method of claim 1, wherein In the case of responding to the accelerator acceleration request, the method further comprises: in response to determining that the environmental risk level is higher than a preset value, controlling the anti-lock braking system to be in a pre-activated state.

8. The method of claim 1, wherein, After determining whether to respond to the accelerator acceleration request based on the environmental risk level, the driver tension level and the accelerator pedal depression data, the method further comprises: projecting a risk prompt and a recommended operation scheme onto a front windshield.

9. An electronic device, comprising: A computer program product comprising a storage medium to store the program for a computer, unique device, electronic equipment or system and a processor which is able to read the program from the storage medium and execute it, characterized in that the program makes the processor carry out the method as claimed in any one of claims 1 to 8.

10. A vehicle characterized by comprising: An electronic equipment comprising the computer program product as claimed in claim 9.

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