Vehicle accelerator control method and device

Abstract

The invention provides a vehicle accelerator control method and device. The method comprises the steps that the depth of an accelerator pedal on a target vehicle is monitored in real time; when it is determined that the current depth of the accelerator pedal exceeds the preset depth, whether the target vehicle is in an urgent acceleration state or not is determined according to the driving data of the target vehicle; if the target vehicle is in the rapid acceleration state, determining the actual operation intention of a driver in the target vehicle according to the operation data of the target vehicle and the obstacle information around the target vehicle; according to the actual operation intention of the driver in the target vehicle, a target control strategy is determined, and the accelerator opening degree of the target vehicle is correspondingly controlled according to the target control strategy; wherein the control strategy comprises the steps of increasing the opening degree of the accelerator, reducing the opening degree of the accelerator and keeping the opening degree of the accelerator unchanged. Therefore, the actual operation intention of the driver can be timely and accurately recognized, and the vehicle accelerator is correspondingly controlled according to the determined actual operation intention, so that the driving safety can be effectively improved.

Description

TECHNICAL FIELD

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

[0002] During driving, the operation accuracy of the driver directly relates to the driving safety. However, due to insufficient driving experience, nervousness under sudden conditions, fatigue driving or misjudgment, etc., the driver may mistakenly step on the accelerator pedal as the brake pedal in emergency situations. Such misoperation behavior has the characteristics of strong suddenness and short intervention window. Once it occurs, the vehicle will suddenly rush forward or accelerate in a short time due to the huge driving force, which is extremely easy to cause serious traffic accidents, resulting in not only casualties and property losses of the vehicle, but also the safety of surrounding pedestrians, vehicles and public facilities, which has great social harm.

[0003] On the other hand, in some emergency obstacle avoidance scenarios, the driver may need to accelerate quickly to escape danger, such as moving away from a rapidly approaching vehicle behind on a highway, or avoiding a collision with a vehicle on the side when changing lanes. However, due to the limitation of human reaction time, the driver may not step on decisively or accelerate enough, resulting in poor risk avoidance effect; and if the system is not designed properly, blind inhibition of acceleration behavior may interfere with the driver's legitimate risk avoidance intention, creating new safety risks.

[0004] Therefore, there is an urgent need for an auxiliary system that can quickly determine whether the sudden acceleration behavior is a misoperation or an intentional operation, and intelligently intervene in the vehicle accordingly. SUMMARY

[0005] Therefore, the purpose of the present application is to provide a vehicle throttle control method and device, which can accurately identify the actual operation intention of the driver in time, and control the vehicle throttle according to the determined actual operation intention, thereby effectively improving the driving safety.

[0006] The present application provides a vehicle throttle control method, which comprises: real-time monitoring the depth of the accelerator pedal on the target vehicle; when it is determined that the current depth of the accelerator pedal exceeds the preset depth, determining whether the target vehicle is in a sudden acceleration state according to the driving data of the target vehicle; if it is in a sudden acceleration state, determining the actual operation intention of the driver in the target vehicle according to the running data of the target vehicle and the obstacle information around the target vehicle; wherein the running data of the target vehicle comprises the current gear of the target vehicle, the current steering angle of the steering wheel of the target vehicle, and the driving data of the target vehicle; According to the actual operation intention of the driver in the target vehicle, a target control strategy is determined, and a corresponding control is performed on the throttle opening of the target vehicle according to the target control strategy; wherein the control strategy includes: increasing the throttle opening, reducing the throttle opening, and maintaining the throttle opening unchanged.

[0007] Optionally, the determining whether the target vehicle is in the state of rapid acceleration according to the driving data of the target vehicle comprises: obtaining a historical depth of the accelerator pedal of the target vehicle at a specified historical moment; determining a depth difference of the target vehicle according to the historical depth and the current depth; if the depth difference exceeds a preset difference, determining that the target vehicle is in the state of rapid acceleration; if the depth difference does not exceed the preset difference, determining that the target vehicle is not in the state of rapid acceleration.

[0008] Optionally, the determining whether the target vehicle is in the state of rapid acceleration according to the driving data of the target vehicle comprises: obtaining a first vehicle speed corresponding to the current depth of the accelerator pedal of the target vehicle and a second vehicle speed of the target vehicle at a specified historical moment; determining an acceleration of the target vehicle according to the first vehicle speed, the second vehicle speed, the current moment and the specified historical moment; if the acceleration exceeds an acceleration threshold, determining that the target vehicle is in the state of rapid acceleration; if the acceleration does not exceed the acceleration threshold, determining that the target vehicle is not in the state of rapid acceleration.

[0009] Optionally, the determining the actual operation intention of the driver in the target vehicle according to the running data of the target vehicle and the obstacle information around the target vehicle comprises: determining an obstacle monitoring area according to the current gear of the target vehicle; determining target obstacle information from the obstacle information around the target vehicle according to the obstacle monitoring area; determining a prediction result of a collision between the target vehicle and a target obstacle in the obstacle monitoring area according to at least one of the target obstacle information, the driving data of the target vehicle and the current steering angle of the steering wheel of the target vehicle; when the prediction result is that the probability of collision is large, determining that the actual operation intention of the driver in the target vehicle is a misoperation of the accelerator pedal; when the prediction result is that the probability of collision is small, determining whether there is a target object moving at a high speed towards the target vehicle according to the obstacle information around the target vehicle; If the actual operation intention of the driver in the target vehicle is determined to be an evasive operation, the target control strategy is determined according to the actual operation intention of the driver in the target vehicle, and the throttle opening of the target vehicle is controlled according to the target control strategy. If the actual operation intention of the driver in the target vehicle is determined to be a normal driving operation, the target control strategy is determined according to the actual operation intention of the driver in the target vehicle, and the throttle opening of the target vehicle is controlled according to the target control strategy.

[0010] Optionally, the determination of the prediction result of the collision between the target vehicle and the target obstacle in the obstacle monitoring area according to at least one of the target obstacle information, the driving data of the target vehicle, and the current steering angle of the steering wheel of the target vehicle comprises: determining whether the current steering angle of the steering wheel of the target vehicle exceeds a steering angle threshold value; If the current steering angle of the steering wheel of the target vehicle exceeds the steering angle threshold value, it is determined that the prediction result of the collision between the target vehicle and the target obstacle in the obstacle monitoring area is a small probability of collision. If the current steering angle of the steering wheel of the target vehicle does not exceed the steering angle threshold value, the prediction time of the collision between the target vehicle and the target obstacle is determined according to the target obstacle information and the driving data of the target vehicle. If the prediction time is greater than a preset time, it is determined that the prediction result of the collision between the target vehicle and the target obstacle in the obstacle monitoring area is a small probability of collision. If the prediction time is not greater than the preset time, it is determined that the prediction result of the collision between the target vehicle and the target obstacle in the obstacle monitoring area is a large probability of collision.

[0011] Optionally, the determination of whether there is a target object moving at a high speed towards the target vehicle according to the obstacle information around the target vehicle comprises: determining whether there is a candidate obstacle satisfying a high-speed moving condition according to the obstacle information around the target vehicle; If there is no candidate obstacle, it is determined that there is no target object moving at a high speed towards the target vehicle. If there is a candidate obstacle, it is determined whether the relative positional relationship between the candidate obstacle and the target obstacle satisfies a target object judgment rule. If the relative positional relationship satisfies the target object judgment rule, it is determined that there is a target object moving at a high speed towards the target vehicle. If the relative positional relationship does not satisfy the target object judgment rule, it is determined that there is no target object moving at a high speed towards the target vehicle.

[0012] Optionally, the determination of the target control strategy according to the actual operation intention of the driver in the target vehicle, and the corresponding control of the throttle opening of the target vehicle according to the target control strategy comprise: When the actual operation intention of the driver in the target vehicle is a mispressed accelerator pedal operation, the throttle opening of the target vehicle is reduced to a first opening, and an alarm information is sent to the driver. increase the throttle opening degree of the target vehicle to a second opening degree when the actual operation intention of the driver in the target vehicle is an evasive operation; wherein the second opening degree is greater than the first opening degree; maintain the throttle opening degree of the target vehicle unchanged when the actual operation intention of the driver in the target vehicle is a normal driving operation.

[0013] The embodiment of the present application also provides a vehicle throttle control device, which comprises: a monitoring module configured to monitor the depth of an accelerator pedal on a target vehicle in real time; a first determining module configured to determine whether the target vehicle is in an emergency acceleration state according to driving data of the target vehicle when the current depth of the accelerator pedal exceeds a preset depth; a second determining module configured to determine the actual operation intention of the driver in the target vehicle according to running data of the target vehicle and obstacle information around the target vehicle when the target vehicle is in the emergency acceleration state; wherein the running data of the target vehicle comprises the current gear of the target vehicle, the current steering angle of the target vehicle and the driving data of the target vehicle; a control module configured to determine a target control strategy according to the actual operation intention of the driver in the target vehicle and to control the throttle opening degree of the target vehicle according to the target control strategy; wherein the control strategy comprises increasing the throttle opening degree, decreasing the throttle opening degree and maintaining the throttle opening degree unchanged.

[0014] Optionally, when the first determining module is configured to determine whether the target vehicle is in the emergency acceleration state according to the driving data of the target vehicle, the first determining module is configured to: acquire a historical depth of the accelerator pedal of the target vehicle at a specified historical moment; determine a depth difference value of the target vehicle according to the historical depth and the current depth; determine that the target vehicle is in the emergency acceleration state when the depth difference value exceeds a preset difference value; determine that the target vehicle is not in the emergency acceleration state when the depth difference value does not exceed the preset difference value.

[0015] Optionally, when the first determining module is configured to determine whether the target vehicle is in the emergency acceleration state according to the driving data of the target vehicle, the first determining module is configured to: acquire a first vehicle speed corresponding to the current depth of the accelerator pedal of the target vehicle and a second vehicle speed of the target vehicle at a specified historical moment; determine the acceleration of the target vehicle according to the first vehicle speed, the second vehicle speed, the current moment and the specified historical moment; determining that the target vehicle is in an accelerating state if the acceleration exceeds an acceleration threshold value; determining that the target vehicle is not in an accelerating state if the acceleration does not exceed the acceleration threshold value.

[0016] Optionally, when determining the actual operation intention of the driver in the target vehicle according to the running data of the target vehicle and the obstacle information around the target vehicle, the second determining module is configured to: determining an obstacle monitoring area according to a current gear of the target vehicle; determining target obstacle information from the obstacle information around the target vehicle according to the obstacle monitoring area; determining a prediction result of a collision between the target vehicle and a target obstacle in the obstacle monitoring area according to at least one of the target obstacle information, the running data of the target vehicle and a current steering angle of the target vehicle; determining that the actual operation intention of the driver in the target vehicle is an accelerator misoperation when the prediction result is a high probability of collision; determining whether there is a target object moving at a high speed towards the target vehicle according to the obstacle information around the target vehicle when the prediction result is a low probability of collision; determining that the actual operation intention of the driver in the target vehicle is a risk-avoiding operation if there is; determining that the actual operation intention of the driver in the target vehicle is a normal driving operation if there is not.

[0017] Optionally, when determining the prediction result of the collision between the target vehicle and the target obstacle in the obstacle monitoring area according to at least one of the target obstacle information, the running data of the target vehicle and the current steering angle of the target vehicle, the second determining module is configured to: determining whether the current steering angle of the target vehicle exceeds a steering angle threshold value; determining that the prediction result of the collision between the target vehicle and the target obstacle in the obstacle monitoring area is a low probability of collision if it exceeds; determining a prediction time of the collision between the target vehicle and the target obstacle according to the target obstacle information and the running data of the target vehicle if it does not exceed; determining that the prediction result of the collision between the target vehicle and the target obstacle in the obstacle monitoring area is a low probability of collision if the prediction time is greater than a preset time; determining that the prediction result of the collision between the target vehicle and the target obstacle in the obstacle monitoring area is a high probability of collision if the prediction time is not greater than the preset time.

[0018] Optionally, when the second determining module is used to determine whether there is a target object moving at a high speed towards the target vehicle according to the obstacle information around the target vehicle, the second determining module is configured to: determine whether there is a candidate obstacle satisfying a high-speed moving condition according to the obstacle information around the target vehicle; if there is no candidate obstacle, determine that there is no target object moving at a high speed towards the target vehicle; if there is a candidate obstacle, identify whether a relative position relationship between the candidate obstacle and the target obstacle satisfies a target object judgment rule; if yes, determine that there is a target object moving at a high speed towards the target vehicle; if no, determine that there is no target object moving at a high speed towards the target vehicle.

[0019] Optionally, when the control module is used to determine a target control strategy according to an actual operation intention of a driver in the target vehicle, and perform corresponding control on the throttle opening of the target vehicle according to the target control strategy, the control module is configured to: when the actual operation intention of the driver in the target vehicle is a mispressed accelerator pedal operation, reduce the throttle opening of the target vehicle to a first opening, and send an alarm information to the driver; when the actual operation intention of the driver in the target vehicle is a risk-avoiding operation, increase the throttle opening of the target vehicle to a second opening; wherein the second opening is greater than the first opening; when the actual operation intention of the driver in the target vehicle is a normal driving operation, maintain the throttle opening of the target vehicle unchanged.

[0020] Embodiments of the present application also provide an electronic device, comprising a processor, a memory and a bus, the memory stores machine readable instructions executable by the processor, when the electronic device is running, the processor and the memory communicate through the bus, and the machine readable instructions are executed by the processor to perform the steps of the control method as described above.

[0021] Embodiments of the present application also provide a computer readable storage medium, the computer readable storage medium stores a computer program, when the computer program is executed by a processor, the steps of the control method as described above are performed.

[0022] The control method comprises the following steps: monitoring the depth of an accelerator pedal of a target vehicle in real time; when it is determined that the current depth of the accelerator pedal exceeds a preset depth, determining whether the target vehicle is in an emergency acceleration state according to driving data of the target vehicle; if the target vehicle is in the emergency acceleration state, determining the actual operation intention of a driver in the target vehicle according to the driving data of the target vehicle and obstacle information around the target vehicle; the driving data of the target vehicle comprises the current gear of the target vehicle, the current steering angle of a steering wheel of the target vehicle and driving data of the target vehicle; determining a target control strategy according to the actual operation intention of the driver in the target vehicle, and controlling the throttle opening of the target vehicle according to the target control strategy; the control strategy comprises increasing the throttle opening, decreasing the throttle opening and maintaining the throttle opening unchanged. In this way, after it is determined that the vehicle is in the emergency acceleration state, the actual operation intention of the driver in the vehicle is determined in a timely and accurate manner according to the driving data of the vehicle and the obstacle information around the target vehicle, so that the throttle opening of the vehicle is adjusted according to the actual operation intention, for example, the throttle opening is increased, decreased or maintained unchanged, thereby effectively ensuring driving safety.

[0023] In order to make the above objectives, features and advantages of the present application more apparent, the following will describe a preferred embodiment in detail, and the accompanying drawings will be referred to, as follows. BRIEF DESCRIPTION OF DRAWINGS

[0024] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the following will briefly introduce the drawings needed to be used in the embodiments, and it should be understood that the following drawings only show some embodiments of the present application, and therefore should not be regarded as a limitation to the scope, and for those skilled in the art, other related drawings can also be obtained without creative labor on the basis of these drawings.

[0025] Figure 1 A flow chart of a vehicle throttle control method provided by the embodiments of the present application; Figure 2 A process schematic diagram of a vehicle throttle control method provided by the present application; Figure 3 A structural schematic diagram of a vehicle throttle control device provided by the embodiments of the present application; Figure 4 A structural schematic diagram of an electronic device provided by the embodiments of the present application. DETAILED DESCRIPTION

[0026] In order to make the objectives, technical solutions and advantages of the embodiments of the present application clearer, the following will be combined with the accompanying drawings in the embodiments of the present application to make a clear and complete description of the technical solutions in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments. The components of the embodiments of the present application described and shown in the accompanying drawings can be arranged and designed in various different configurations. Therefore, the following detailed description of the embodiments of the present application provided in the accompanying drawings is not intended to limit the scope of the claimed present application, but only represents selected embodiments of the present application. Based on the embodiments of the present application, every other embodiment obtained by a person skilled in the art without creative work belongs to the scope of protection of the present application.

[0027] During driving, the operation accuracy of the driver directly relates to the driving safety. However, due to insufficient driving experience, nervousness under sudden conditions, fatigue driving or judgment error, etc., the driver sometimes mistakenly steps on the accelerator pedal as the brake pedal under emergency. Such misoperation behavior has the characteristics of strong suddenness and short intervention window, and once it occurs, the vehicle will obtain a great driving force in a short time and suddenly rush forward or accelerate, which is extremely easy to cause serious traffic accidents, not only causing casualties and property losses of the vehicle, but also endangering the safety of surrounding pedestrians, vehicles and public facilities, and has great social harm.

[0028] On the other hand, in some emergency obstacle avoidance scenarios, the driver may need to accelerate quickly to escape danger, such as moving away from a rapidly approaching vehicle behind on a highway, or avoiding collision with a vehicle on the side when changing lanes. However, due to the limitation of human reaction time, the driver may not step on decisively or accelerate enough, resulting in poor risk avoidance effect; and if the system is not designed properly, blind inhibition of acceleration behavior may interfere with the driver's legitimate risk avoidance intention, causing new safety risks.

[0029] Therefore, there is an urgent need for an auxiliary system that can quickly determine whether the sudden acceleration behavior is a misoperation or an intentional operation, and intelligently intervene in the vehicle accordingly.

[0030] Based on this, the embodiments of the present application provide a vehicle throttle control method and device, which can accurately identify the actual operation intention of the driver in time, and perform corresponding control on the vehicle throttle according to the determined actual operation intention, thereby effectively improving the driving safety.

[0031] Please refer to Figure 1 , Figure 1 The flowchart of a vehicle throttle control method provided by the embodiments of the present application is shown in FIG. 1. As shown in FIG. 1, the control method provided by the embodiments of the present application comprises the following steps. Figure 1 S101, real-time monitoring the depth of the accelerator pedal on the target vehicle.​

[0032] S102, when it is determined that the current depth of the accelerator pedal exceeds the preset depth, determining whether the target vehicle is in an emergency acceleration state according to driving data of the target vehicle.

[0033] S103, if in the emergency acceleration state, determining an actual operation intention of the driver in the target vehicle according to the running data of the target vehicle and obstacle information around the target vehicle.

[0034] Among them, the running data of the target vehicle includes the current gear of the target vehicle, the current steering angle of the target vehicle steering wheel and the current driving data of the target vehicle. S104, determining a target control strategy according to the actual operation intention of the driver in the target vehicle, and performing corresponding control on the throttle opening of the target vehicle according to the target control strategy.

[0035] Among them, the control strategy includes: increasing the throttle opening, reducing the throttle opening and maintaining the throttle opening unchanged.

[0036] The steps in the above embodiment are explained in detail as follows: For step S101, after the vehicle starts, the depth of the accelerator pedal stepped on by the driver on the target vehicle is monitored in real time.

[0037] For step S102, the preset depth can be adaptively set, which is not described here.

[0038] For the determination of whether the vehicle is in an emergency acceleration state, the present application provides two determination methods, which are described as follows.

[0039] Example one, in an embodiment provided by the present application, the determination of whether the target vehicle is in an emergency acceleration state according to the driving data of the target vehicle includes: S10211, obtaining the historical depth of the accelerator pedal of the target vehicle at a specified historical moment.

[0040] S10212, determining the depth difference value of the target vehicle according to the historical depth and the current depth.

[0041] S10213, if the depth difference value exceeds the preset difference value, it is determined that the target vehicle is in an emergency acceleration state.

[0042] S10214, if the depth difference value does not exceed the preset difference value, it is determined that the target vehicle is not in an emergency acceleration state.

[0043] For step S10211, the historical moment is determined according to a preset interval. For example, the step can include: obtaining the depth of the accelerator pedal of the vehicle at a moment T1 before the current moment.

[0044] For step S10212, the step can specifically include: determining the depth difference of the target vehicle by subtracting the historical depth from the current depth.

[0045] For step S10213, the preset difference value can be adaptively set, which will not be described herein.

[0046] In another embodiment provided in the present application, the step of determining whether the target vehicle is in the state of rapid acceleration according to the driving data of the target vehicle includes: S10221, obtaining a first vehicle speed corresponding to the current depth of the accelerator pedal of the target vehicle and a second vehicle speed at a specified historical moment.

[0047] S10222, determining the acceleration of the target vehicle according to the first vehicle speed, the second vehicle speed, the current moment and the specified historical moment.

[0048] S10223, if the acceleration exceeds an acceleration threshold, determining that the target vehicle is in the state of rapid acceleration.

[0049] S10224, if the acceleration does not exceed the acceleration threshold, determining that the target vehicle is not in the state of rapid acceleration.

[0050] For step S10221, the first vehicle speed can be determined according to the current depth and a vehicle speed performance parameter, or can be determined according to the detection result of a vehicle speed monitor.

[0051] The specified historical moment in this step can be the same as or different from the specified historical moment in step S10211.

[0052] For step S10222, the step can specifically include: determining the acceleration of the target vehicle by dividing the vehicle speed difference obtained by subtracting the second vehicle speed from the first vehicle speed by the time difference obtained by subtracting the specified historical moment from the current moment.

[0053] For step S10223, the acceleration threshold can be adaptively set, which will not be described herein.

[0054] For step S103, the actual operation intention of the driver can include the operation of mistakenly stepping on the accelerator pedal, the operation of avoiding danger and the operation of normal driving.

[0055] In an example, in an embodiment provided in the present application, the determining of the actual operation intention of the driver in the target vehicle according to the operation data of the target vehicle and the obstacle information around the target vehicle comprises: S1031, determining the obstacle monitoring area according to the current gear of the target vehicle.

[0056] S1032, determining the target obstacle information from the obstacle information around the target vehicle according to the obstacle monitoring area.

[0057] S1033, determining the prediction result of the collision between the target vehicle and the target obstacle in the obstacle monitoring area according to at least one of the target obstacle information, the driving data of the target vehicle and the current steering angle of the steering wheel of the target vehicle.

[0058] S1034, when the prediction result is that the probability of collision is large, determining that the actual operation intention of the driver in the target vehicle is the misstep of the accelerator pedal operation.

[0059] S1035, when the prediction result is that the probability of collision is small, determining whether there is a target object moving at high speed to the target vehicle according to the obstacle information around the target vehicle.

[0060] S1036, determining that the actual operation intention of the driver in the target vehicle is the risk-avoiding operation.

[0061] S1037, determining that the actual operation intention of the driver in the target vehicle is the normal driving operation.

[0062] For step S1031, the step specifically comprises determining the obstacle monitoring area according to the gear type of the current gear of the target vehicle.

[0063] In an example, when the current gear of the target vehicle is the forward gear, it is determined that the front of the target vehicle is the obstacle monitoring area; when the gear of the target vehicle is the reverse gear, it is determined that the rear of the target vehicle is the obstacle monitoring area.

[0064] For step S1032, the step specifically can comprise screening the obstacles in the obstacle monitoring area according to the obstacle information around the target vehicle, and determining the information of the screened obstacles, i.e. determining the target obstacle information.

[0065] The step specifically can also be screening the vehicles in the obstacle monitoring area, and determining the information of the screened vehicles, i.e. determining the target obstacle information.

[0066] For step S1033, the prediction result is a binary classification result, specifically including that the prediction result is a high probability of collision and the prediction result is a low probability of collision.

[0067] For example, in an embodiment provided in the present application, the prediction result of the target vehicle colliding with the target obstacle in the obstacle monitoring area is determined according to at least one of the target obstacle information, the driving data of the target vehicle, and the current steering angle of the steering wheel of the target vehicle, including: S10331, determining whether the current steering angle of the steering wheel of the target vehicle exceeds a steering angle threshold.

[0068] S10332, determining that the prediction result of the target vehicle colliding with the target obstacle in the obstacle monitoring area is a low probability of collision.

[0069] S10333, determining a prediction time of the target vehicle colliding with the target obstacle according to the target obstacle information and the driving data of the target vehicle; S10334, if the prediction time is greater than a preset time, determining that the prediction result of the target vehicle colliding with the target obstacle in the obstacle monitoring area is a low probability of collision; S10335, if the prediction time is not greater than the preset time, determining that the prediction result of the target vehicle colliding with the target obstacle in the obstacle monitoring area is a high probability of collision.

[0070] For step S10331, the steering angle threshold can be adaptively set. In this step, if it is determined that the current steering angle exceeds the steering angle threshold, step S10332 is performed, and if it is determined that the current steering angle does not exceed the steering angle threshold, step S10333 is performed.

[0071] For step S10332, the reason why the prediction result of the target vehicle colliding with the target obstacle in the obstacle monitoring area is determined to be a low probability of collision when the current steering angle of the vehicle's steering wheel exceeds the steering angle threshold is that the steering wheel is turned greatly in the vehicle's rapid acceleration state, which is generally the deliberate operation of the driver. Such operation is generally the behavior made by the driver to evaluate that no collision can be sent, and therefore the probability of collision is low.

[0072] It should be further noted that the target obstacle can be specifically the obstacle closest to the target vehicle in the obstacle monitoring area.

[0073] For step S10333, the prediction time can be specifically the time required by the target vehicle from the current time to hit the target obstacle.

[0074] The preset time can be determined according to the distance between the target vehicle and the target obstacle, the speed of the target vehicle, and the speed of the target obstacle.

[0075] For step S10334, the preset time can be adaptively set.

[0076] For step S1035, when it is determined that there is a target object moving at a high speed towards the target vehicle, step S1036 is performed, and when it is determined that there is no target object moving at a high speed towards the target vehicle, step S1037 is performed.

[0077] Continuing with step S1035, in an embodiment provided by the present application, the determining whether there is a target object moving at a high speed towards the target vehicle according to the obstacle information around the target vehicle comprises: S10351, determining whether there is a candidate obstacle satisfying a high-speed moving condition according to the obstacle information around the target vehicle.

[0078] S10352, if there is no candidate obstacle, determining that there is no target object moving at a high speed towards the target vehicle.

[0079] S10353, if there is a candidate obstacle, identifying whether the relative position relationship between the candidate obstacle and the target obstacle satisfies a target object judgment rule.

[0080] S10354, if yes, determining that there is a target object moving at a high speed towards the target vehicle.

[0081] S10355, if no, determining that there is no target object moving at a high speed towards the target vehicle.

[0082] For step S10351, the step can specifically comprise: determining an obstacle (which can be specifically a vehicle) with a driving speed exceeding a specified speed as a candidate obstacle according to the obstacle information around the target vehicle.

[0083] For the determination of the high-speed moving target object in steps S10353-S10355, the example can include: when the target vehicle is in the state of rapid acceleration, the current gear is in the forward gear, the steering wheel is turned to the left (exceeding the threshold of the turning angle), and there are candidate obstacles on the rear and left side of the target vehicle, the candidate obstacles on the two sides are determined as the target objects moving at high speed to the target vehicle. When the target vehicle is in the state of rapid acceleration, the current gear is in the reverse gear, the steering wheel is turned to the left (exceeding the threshold of the turning angle), and there are candidate obstacles on the front and left side of the target vehicle, the candidate obstacles on the two sides are determined as the target objects moving at high speed to the target vehicle. When the target vehicle is in the state of rapid acceleration, the current gear is in the forward gear, the steering wheel is turned to the right (exceeding the threshold of the turning angle), and there are candidate obstacles on the rear and right side of the target vehicle, the candidate obstacles on the two sides are determined as the target objects moving at high speed to the target vehicle. When the target vehicle is in the state of rapid acceleration, the current gear is in the reverse gear, the steering wheel is turned to the right (exceeding the threshold of the turning angle), and there are candidate obstacles on the front and right side of the target vehicle, the candidate obstacles on the two sides are determined as the target objects moving at high speed to the target vehicle.

[0084] For step S104, the target control strategy is one of the following control strategies: increasing the accelerator opening, reducing the accelerator opening, and maintaining the accelerator opening unchanged.

[0085] In an embodiment provided in the present application, the target control strategy is determined according to the actual operation intention of the driver in the target vehicle, and the accelerator opening of the target vehicle is controlled according to the target control strategy, comprising: S1041, when the actual operation intention of the driver in the target vehicle is the misstep accelerator pedal operation, the accelerator opening of the target vehicle is reduced to a first opening, and an alarm information is sent to the driver.

[0086] S1042, when the actual operation intention of the driver in the target vehicle is the risk avoidance operation, the accelerator opening of the target vehicle is increased to a second opening. Wherein, the second opening is greater than the first opening; S1043, when the actual operation intention of the driver in the target vehicle is the normal driving operation, the accelerator opening of the target vehicle is maintained unchanged.

[0087] For step S1041, the first opening can be an example of 5% accelerator opening, and the alarm information can be specifically: you have mispressed the pedal, please lift your foot.

[0088] For step S1041, the second opening can be an example of the maximum value of the accelerator opening (full opening).

[0089] In this way, it can be determined whether the vehicle's rapid acceleration operation is "mispressing the pedal" or "emergency avoidance", if it is "mispressing the pedal", power output inhibition is performed to prevent dangerous accidents; if it is "emergency avoidance", the power output is increased to help the vehicle quickly escape from danger, thereby ensuring the safe driving of the vehicle.

[0090] For example, refer to Figure 2 , Figure 2 A process schematic diagram of a vehicle throttle control method provided in the present application. As shown in Figure 2 , the control process includes: S1, monitoring the current depth of the accelerator pedal; S2, determining whether it is in a rapid acceleration state according to the current depth, if yes, executing step S3, if no, executing step S13; S3, determining the current gear, if it is forward gear, executing step S4 and step S5; if it is reverse gear, executing step S9 and S10; S4, detecting the front obstacle; S5, detecting the steering wheel angle; S6, determining the probability of collision, if the probability is small, executing step S7, if the probability is large, executing step S8; S7, determining whether there is a target object moving at high speed towards the target vehicle in the rear of the vehicle and the side turned by the steering wheel; if yes, executing step S14, if no, executing step S13; S8, determining that it is a mispressing the accelerator pedal operation; S9, detecting the rear obstacle; S10, detecting the steering wheel angle; S11, determining the probability of collision; if the probability is small, executing step S12, if the probability is large, executing step S8; S12, determining whether there is a target object moving at high speed towards the target vehicle in the front of the vehicle and the side turned by the steering wheel; if yes, executing step S14, if no, executing step S13; S13, determining that it is a normal driving operation; S14, determining that it is an emergency operation; S15, maintaining the throttle opening; S16, increasing the throttle opening; S17, reducing the throttle opening.

[0091] In this way, after determining that the vehicle is in a rapid acceleration state, the actual operation intention of the driver in the vehicle is determined in time and accurately according to the running data of the vehicle and the obstacle information around the target vehicle, so that the throttle opening of the vehicle is adjusted according to the actual operation intention, such as increasing the throttle opening, reducing the throttle opening or maintaining the throttle opening unchanged, thereby effectively ensuring the driving safety.

[0092] Based on the same inventive concept, the control device corresponding to the control method is also provided in the embodiments of the present application. Since the principle of the device in the embodiments of the present application solves the problem similar to the above-mentioned control method, the implementation of the device can be referred to the implementation of the method, and the repeated parts will not be described here.

[0093] For example, refer to Figure 3 , Figure 3This is a schematic diagram of the structure of a vehicle throttle control device provided in an embodiment of this application. Figure 3 As shown, the control device 300 includes: The monitoring module 310 is used to monitor the depth of the accelerator pedal on the target vehicle in real time. The first determining module 320 is used to determine whether the target vehicle is in a state of rapid acceleration based on the target vehicle's driving data when the current depth of the accelerator pedal exceeds a preset depth. The second determining module 330 is used to determine the actual operating intention of the driver in the target vehicle based on the target vehicle's operating data and obstacle information around the target vehicle if the target vehicle is in a state of rapid acceleration; wherein the target vehicle's operating data includes the target vehicle's current gear, the target vehicle's current steering wheel angle, and the target vehicle's driving data. The control module 340 is used to determine a target control strategy based on the actual operating intention of the driver in the target vehicle, and to control the throttle opening of the target vehicle accordingly based on the target control strategy; wherein, the control strategy includes: increasing the throttle opening, decreasing the throttle opening, and maintaining the throttle opening unchanged.

[0094] Optionally, when the first determining module 320 determines whether the target vehicle is in a state of rapid acceleration based on the target vehicle's driving data, the first determining module 320 is used to: Obtain the historical depth of the accelerator pedal of a target vehicle at a specified historical moment; The depth difference of the target vehicle is determined based on the historical depth and the current depth. If the depth difference exceeds a preset difference, it is determined that the target vehicle is in a state of rapid acceleration; If the depth difference does not exceed a preset difference, it is determined that the target vehicle is not in a state of rapid acceleration.

[0095] Optionally, when the first determining module 320 determines whether the target vehicle is in a state of rapid acceleration based on the target vehicle's driving data, the first determining module 320 is used to: Get the first vehicle speed corresponding to the current depth of the accelerator pedal of the target vehicle and the second vehicle speed of the target vehicle at a specified historical moment; The acceleration of the target vehicle is determined based on the first vehicle speed, the second vehicle speed, the current time, and the specified historical time. If the acceleration exceeds the acceleration threshold, the target vehicle is determined to be in a state of rapid acceleration. If the acceleration does not exceed the acceleration threshold, it is determined that the target vehicle is not in a state of rapid acceleration.

[0096] Optionally, when determining the actual operation intention of the driver in the target vehicle according to the operation data of the target vehicle and the obstacle information around the target vehicle, the second determining module 330 is configured to: determine an obstacle monitoring area according to the current gear of the target vehicle; determine target obstacle information from the obstacle information around the target vehicle according to the obstacle monitoring area; determine a prediction result of a collision between the target vehicle and a target obstacle in the obstacle monitoring area according to at least one of the target obstacle information, the driving data of the target vehicle and the current steering angle of the steering wheel of the target vehicle; when the prediction result is a high probability of collision, determine that the actual operation intention of the driver in the target vehicle is an accelerator misoperation; when the prediction result is a low probability of collision, determine whether there is a target object moving at a high speed towards the target vehicle according to the obstacle information around the target vehicle; if there is, determine that the actual operation intention of the driver in the target vehicle is an evasive operation; if there is not, determine that the actual operation intention of the driver in the target vehicle is a normal driving operation.

[0097] Optionally, when determining the prediction result of the collision between the target vehicle and the target obstacle in the obstacle monitoring area according to at least one of the target obstacle information, the driving data of the target vehicle and the current steering angle of the steering wheel of the target vehicle, the second determining module 330 is configured to: determine whether the current steering angle of the steering wheel of the target vehicle exceeds a steering angle threshold; if it exceeds, determine that the prediction result of the collision between the target vehicle and the target obstacle in the obstacle monitoring area is a low probability of collision; if it does not exceed, determine a prediction time of the collision between the target vehicle and the target obstacle according to the target obstacle information and the driving data of the target vehicle; if the prediction time is greater than a preset time, determine that the prediction result of the collision between the target vehicle and the target obstacle in the obstacle monitoring area is a low probability of collision; if the prediction time is not greater than the preset time, determine that the prediction result of the collision between the target vehicle and the target obstacle in the obstacle monitoring area is a high probability of collision.

[0098] Optionally, the second determining module 330 is configured to: determine whether there is a candidate obstacle satisfying the high-speed moving condition according to the obstacle information around the target vehicle; if there is no candidate obstacle, determine that there is no target object moving at high speed towards the target vehicle; if there is a candidate obstacle, identify whether the relative positional relationship between the candidate obstacle and the target obstacle satisfies the target object judgment rule; if yes, determine that there is a target object moving at high speed towards the target vehicle; if no, determine that there is no target object moving at high speed towards the target vehicle.

[0099] Optionally, the control module 340 is configured to: when the actual operation intention of the driver in the target vehicle is the mispressed accelerator pedal operation, reduce the throttle opening degree of the target vehicle to a first opening degree, and send an alarm information to the driver; when the actual operation intention of the driver in the target vehicle is the risk-avoiding operation, increase the throttle opening degree of the target vehicle to a second opening degree; wherein the second opening degree is greater than the first opening degree; when the actual operation intention of the driver in the target vehicle is the normal driving operation, maintain the throttle opening degree of the target vehicle unchanged.

[0100] Please refer to Figure 4 , Figure 4 The electronic device 400 provided by the embodiment of the present application is shown in FIG. 4. Figure 4 As shown in FIG. 4, the electronic device 400 includes a processor 410, a memory 420 and a bus 430.

[0101] The memory 420 stores machine readable instructions executable by the processor 410. When the electronic device 400 is running, the processor 410 and the memory 420 communicate through the bus 430. The machine readable instructions are executed by the processor 410 to perform the steps in the method embodiments shown in Figure 1 and Figure 2 The specific implementation can be referred to the method embodiments, which will not be described here.

[0102] The embodiment of the present application further provides a computer readable storage medium, and the computer readable storage medium stores a computer program. When the computer program is run by a processor, the computer program can execute the method as described above. Figure 1 and Figure 2 The specific implementation can be referred to the method embodiment, and details are not described herein.

[0103] Those skilled in the art can clearly understand that, for the convenience and brevity of description, the specific working process of the system, device and unit described above can refer to the corresponding process in the foregoing method embodiment, and details are not described herein.

[0104] In several embodiments provided in the present application, it should be understood that the disclosed system, device and method can be implemented by other manners. The device embodiments described above are only schematic, for example, the division of the units is only a logical function division, and actual implementation can have another division manner, for example, a plurality of units or components can be combined or integrated into another system, or some features can be ignored or not executed. In addition, the coupling or direct coupling or communication connection between the units shown or discussed can be indirect coupling or communication connection through some communication interfaces, devices or units, and can be electrical, mechanical or other forms.

[0105] The units described as separate components can or can not be physically separate, and the components shown as units can or can not be physical units, that is, can be located in one place, or can be distributed on a plurality of network units. According to actual needs, part or all of the units can be selected to achieve the purpose of the embodiment scheme.

[0106] In addition, the functional units in each embodiment of the present application can be integrated in one processing unit, or each unit can be physically present separately, or two or more units can be integrated in one unit.

[0107] If the functions are realized in the form of software function units and sold or used as independent products, they can be stored in a nonvolatile computer readable storage medium executable by a processor. Based on this understanding, the technical solutions of the present application essentially or the parts of the prior art that make contributions or parts of the technical solutions can be embodied in the form of software products. The computer software product is stored in a storage medium and includes a plurality of instructions for causing a computer device (which can be a personal computer, a server, or a network device, etc.) to execute all or part of the steps of the method described in the embodiments of the present application. The aforementioned storage medium includes: a U disk, a mobile hard disk, a read-only memory (Read-Only Memory, ROM), a random access memory (Random Access Memory, RAM), a magnetic disk or an optical disk, and various media that can store program codes.

[0108] Finally, it should be noted that: the above-described embodiments are only specific embodiments of the present application, which are used to illustrate the technical solutions of the present application, but not to limit them. The protection scope of the present application is not limited thereto. Although the present application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that any person skilled in the art can make modifications or easily think of changes to the technical solutions described in the foregoing embodiments within the technical scope disclosed by the present application, or make equivalent replacements to some technical features. The modifications, changes or replacements do not make the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the embodiments of the present application, and should be covered within the protection scope of the present application. Therefore, the protection scope of the present application should be subject to the protection scope of the claims.

Claims

1. A method for controlling the throttle of a vehicle, characterized in that, The control method includes: Real-time monitoring of the depth of the accelerator pedal on the target vehicle; When it is determined that the current depth of the accelerator pedal exceeds the preset depth, the target vehicle is determined to be in a state of rapid acceleration based on the target vehicle's driving data. If the vehicle is in a state of rapid acceleration, the actual operating intention of the driver in the target vehicle is determined based on the target vehicle's operating data and the obstacle information around the target vehicle; wherein, the target vehicle's operating data includes the target vehicle's current gear, the target vehicle's current steering wheel angle, and the target vehicle's driving data; Based on the actual operating intention of the driver in the target vehicle, a target control strategy is determined, and the throttle opening of the target vehicle is controlled accordingly based on the target control strategy; wherein, the control strategy includes: increasing the throttle opening, decreasing the throttle opening, and maintaining the throttle opening unchanged.

2. The control method according to claim 1, characterized in that, Determining whether the target vehicle is in a state of rapid acceleration based on the target vehicle's driving data includes: Obtain the historical depth of the accelerator pedal of a target vehicle at a specified historical moment; The depth difference of the target vehicle is determined based on the historical depth and the current depth. If the depth difference exceeds a preset difference, it is determined that the target vehicle is in a state of rapid acceleration; If the depth difference does not exceed a preset difference, it is determined that the target vehicle is not in a state of rapid acceleration.

3. The control method according to claim 1, characterized in that, Determining whether the target vehicle is in a state of rapid acceleration based on the target vehicle's driving data includes: Get the first vehicle speed corresponding to the current depth of the accelerator pedal of the target vehicle and the second vehicle speed of the target vehicle at a specified historical moment; The acceleration of the target vehicle is determined based on the first vehicle speed, the second vehicle speed, the current time, and the specified historical time. If the acceleration exceeds the acceleration threshold, the target vehicle is determined to be in a state of rapid acceleration. If the acceleration does not exceed the acceleration threshold, it is determined that the target vehicle is not in a state of rapid acceleration.

4. The control method according to claim 1, characterized in that, The step of determining the driver's actual operational intent in the target vehicle based on the target vehicle's operational data and obstacle information around the target vehicle includes: Determine the obstacle monitoring area based on the current gear of the target vehicle; Based on the obstacle monitoring area, target obstacle information is determined from the obstacle information around the target vehicle; Based on at least one of the target obstacle information, the target vehicle's driving data, and the current steering angle of the target vehicle's steering wheel, determine the predicted result of a collision between the target vehicle and a target obstacle within the obstacle monitoring area; When the prediction result indicates a high probability of collision, it is determined that the driver's actual intention in the target vehicle was to mistakenly press the accelerator pedal. When the predicted probability of a collision is low, the presence of a target object moving at high speed toward the target vehicle is determined based on the obstacle information around the target vehicle. If so, the driver's actual operational intent in the target vehicle is determined to be an evasive maneuver. If not, it is determined that the driver's actual operating intention in the target vehicle is normal driving operation.

5. The control method according to claim 4, characterized in that, The step of determining the predicted collision result between the target vehicle and the target obstacle within the obstacle monitoring area based on at least one of the target obstacle information, the target vehicle's driving data, and the current steering angle of the target vehicle's steering wheel includes: Determine whether the current steering angle of the target vehicle's steering wheel exceeds a steering angle threshold; If the probability exceeds the threshold, the predicted result of the collision between the target vehicle and the target obstacle within the obstacle monitoring area is determined to be low. If the time does not exceed the target obstacle information and the target vehicle's driving data, the predicted time of collision between the target vehicle and the target obstacle is determined. If the prediction time is greater than the preset time, the prediction result of the collision between the target vehicle and the target obstacle in the obstacle monitoring area is determined to be low probability of collision. If the prediction time is not greater than the preset time, the prediction result of the target vehicle colliding with the target obstacle in the obstacle monitoring area is determined to be a high probability of collision.

6. The control method according to claim 4, characterized in that, The step of determining whether there is a target object moving at high speed toward the target vehicle based on obstacle information around the target vehicle includes: Based on the obstacle information around the target vehicle, determine whether there are candidate obstacles that meet the conditions for high-speed movement; If no candidate obstacle exists, it is determined that there is no target object moving at high speed toward the target vehicle; If a candidate obstacle exists, determine whether the relative positional relationship between the candidate obstacle and the target obstacle satisfies the target object judgment rule; If the condition is met, it is determined that there is a target object moving at high speed toward the target vehicle; If the condition is not met, it is determined that there is no target object moving at high speed toward the target vehicle.

7. The control method according to claim 1, characterized in that, The step of determining a target control strategy based on the actual operating intention of the driver in the target vehicle, and correspondingly controlling the throttle opening of the target vehicle according to the target control strategy, includes: When the driver's actual intention in operating the target vehicle is to accidentally press the accelerator pedal, the accelerator pedal opening of the target vehicle is reduced to the first opening, and an alarm message is sent to the driver; When the driver's actual intention in operating the target vehicle is to avoid danger, the throttle opening of the target vehicle is increased to a second opening; wherein the second opening is greater than the first opening; When the driver's actual operating intention in the target vehicle is normal driving operation, the throttle opening of the target vehicle remains unchanged.

8. A vehicle throttle control device, characterized in that, The control device includes: The monitoring module is used to monitor the depth of the accelerator pedal on the target vehicle in real time. The first determining module is used to determine whether the target vehicle is in a state of rapid acceleration based on the target vehicle's driving data when the current depth of the accelerator pedal exceeds the preset depth. The second determining module is used to determine the actual operating intention of the driver in the target vehicle based on the target vehicle's operating data and obstacle information around the target vehicle if the target vehicle is in a state of rapid acceleration; wherein, the target vehicle's operating data includes the target vehicle's current gear, the target vehicle's current steering wheel angle, and the target vehicle's driving data. The control module is used to determine a target control strategy based on the actual operating intention of the driver in the target vehicle, and to control the throttle opening of the target vehicle accordingly based on the target control strategy; wherein, the control strategy includes: increasing the throttle opening, decreasing the throttle opening, and maintaining the throttle opening unchanged.

9. An electronic device, characterized in that, include: The device includes a processor, a memory, and a bus, wherein the memory stores machine-readable instructions executable by the processor, and when the electronic device is running, the processor communicates with the memory via the bus, and the machine-readable instructions are executed by the processor to perform the steps of the control method as described in any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed by a processor, performs the steps of the control method as described in any one of claims 1 to 7.

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