Intelligent driving method and device and vehicle

Abstract

The invention provides an intelligent driving method and device and a vehicle, and can be applied to the field of intelligent driving. The method comprises the following steps: acquiring driving information of a vehicle and environment information around the vehicle; and when it is determined that the driver mistakenly engages a gear or mistakenly steps on an accelerator pedal according to the driving information and the environment information, the output torque of the vehicle is limited. The method can be applied to an intelligent automobile or an electric automobile, the collision degree of the automobile can be reduced or collision accidents of the automobile can be avoided, and therefore the driving safety of a user can be improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of intelligent driving, and more particularly, to an intelligent driving method, device and vehicle. BACKGROUND

[0002] During driving, a vehicle inevitably encounters some unexpected situations, which affect the driving experience of the vehicle passengers, and in severe cases, affect the physical and mental health of the passengers or even endanger their lives. For example, when the distance between the vehicle and the front obstacle is relatively short, if the driver mistakenly steps on the accelerator pedal, the vehicle will collide with the front obstacle, resulting in damage to the vehicle and even endangering the health of the passengers.

[0003] In view of this, an intelligent driving scheme capable of dealing with driver misoperation and improving driving safety is urgently needed to be developed. SUMMARY

[0004] The present application provides an intelligent driving method, device and vehicle, which can reduce the degree of collision of the vehicle or avoid collision accidents of the vehicle, thereby helping to improve the driving safety of users.

[0005] In a first aspect, an intelligent driving method is provided, which includes: obtaining driving information of a vehicle and environmental information around the vehicle; and limiting output torque of the vehicle when it is determined that the driver misshifts the gear or mistakenly steps on the accelerator pedal according to the driving information and the environmental information.

[0006] Based on the above technical solution, when the driver misshifts the gear or mistakenly steps on the accelerator pedal, the output torque of the vehicle can be limited, which can reduce the degree of collision of the vehicle or avoid collision accidents of the vehicle, thereby helping to improve the driving safety of users.

[0007] In some possible implementation manners, when it is determined that the driver misshifts the gear or mistakenly steps on the accelerator pedal according to the driving information and the environmental information, the output torque of the vehicle is limited, including: when it is determined that the driver misshifts the gear or mistakenly steps on the accelerator pedal according to the driving information and the environmental information and the warning function is triggered, the output torque of the vehicle is limited.

[0008] For example, the warning function can be forward collision warning (FCW) or rear collision warning (RCW).

[0009] Based on the above technical solutions, when the driver misselects the gear or missteps the accelerator pedal and the collision warning function (FCW / RCW) is triggered, the output torque of the vehicle can be limited, which can reduce the degree of collision of the vehicle or avoid the collision accident of the vehicle, and help to improve the driving safety of the user. At the same time, limiting the output torque when the collision warning function is triggered can also avoid the triggering of the autonomous emergency braking (AEB) function while ensuring the driving safety of the user.

[0010] In some possible implementation manners, the driving information of the vehicle includes one or more of gear information, steering wheel angle, opening degree information of the accelerator pedal, speed, and acceleration of the vehicle.

[0011] In some possible implementation manners, the environmental information around the vehicle includes information of obstacles around the vehicle, and the obstacles around the vehicle can be dynamic obstacles or static obstacles.

[0012] With reference to the first aspect, in some implementations of the first aspect, when it is determined according to the driving information and the environmental information that the driver misselects the gear or missteps the accelerator pedal, limiting the output torque of the vehicle includes: when it is determined according to the driving information and the environmental information that the driver misselects the gear or missteps the accelerator pedal, evaluating the accident risk of the vehicle to obtain a risk evaluation result; and limiting the output torque of the vehicle according to the risk evaluation result.

[0013] Based on the above technical solutions, when the driver misselects the gear or missteps the accelerator pedal, the accident risk of the vehicle can be evaluated, and the output torque of the vehicle can be limited according to the risk evaluation result. In this way, the output torque of the vehicle can be limited to different degrees according to different risk evaluation results, which helps to improve the intelligent degree of the vehicle.

[0014] For example, in some emergency situations, the output torque can be severely limited, which can reduce the degree of collision of the vehicle or avoid the collision accident of the vehicle; in some non-emergency situations, the output torque can be lightly limited, which can improve the driving comfort of the user, thereby improving the driving experience of the user.

[0015] In some possible implementation manners, the output torque of the vehicle is limited by: determining a first actual output torque according to the demand output torque of the vehicle and a first coefficient when the risk assessment result indicates that the vehicle is in a first risk level; or determining a second actual output torque according to the demand output torque of the vehicle and a second coefficient when the risk assessment result indicates that the vehicle is in a second risk level; wherein the risk degree corresponding to the first risk level is greater than the risk degree corresponding to the second risk level, and the first coefficient is less than the second coefficient, and both the first coefficient and the second coefficient are greater than or equal to 0 and less than 1.

[0016] In some possible implementation manners, the vehicle comprises a mapping relationship including a corresponding relationship between a risk assessment result and a torque limiting coefficient, and the output torque of the vehicle is limited according to the risk assessment result by: determining the torque limiting coefficient according to the mapping relationship and the risk assessment result; and limiting the output torque of the vehicle according to the torque limiting coefficient.

[0017] In some possible implementation manners, the mapping relationship can be obtained by calibration.

[0018] In some possible implementation manners, the accident risk of the vehicle is assessed by: when the speed of the vehicle is greater than or equal to a preset speed, the accident risk of the vehicle is assessed according to the speed of the vehicle and a time to collision (TTC).

[0019] In some possible implementation manners, when the speed of the vehicle is greater than or equal to a preset speed, the accident risk of the vehicle is assessed according to the speed of the vehicle and a time to collision (TTC), including: when the speed of the vehicle is greater than or equal to a preset speed, the accident risk of the vehicle is assessed according to the speed of the vehicle, the type of the obstacle and the TTC.

[0020] In some possible implementation manners, the accident risk of the vehicle is assessed by: when the speed of the vehicle is less than or equal to a preset speed, the accident risk of the vehicle is assessed according to the opening degree information of the accelerator pedal and the distance between the vehicle and the obstacle.

[0021] The opening degree information of the accelerator pedal includes an opening degree value of the accelerator pedal and / or an opening degree change rate of the accelerator pedal.

[0022] In some possible implementation manners, when the speed of the vehicle is less than or equal to a preset speed, the accident risk of the vehicle is assessed according to the opening degree information of the accelerator pedal and the distance between the vehicle and the obstacle, including: when the speed of the vehicle is less than or equal to a preset speed, the accident risk of the vehicle is assessed according to the opening degree information of the accelerator pedal, the type of the obstacle and the distance between the vehicle and the obstacle.

[0023] With reference to the first aspect, in some implementations of the first aspect, the driving information of the vehicle includes first gear information of the vehicle currently in, and before the output torque of the vehicle is limited, the method further includes: determining a first set of driving trajectories of the vehicle according to the first gear information and determining a second set of driving trajectories of the vehicle according to second gear information, the driving direction corresponding to the first gear information being opposite to the driving direction corresponding to the second gear information; and determining that the driver mis-shifts the gear when it is determined that the vehicle has no obstacle avoidance space according to the driving trajectory in the first set of driving trajectories and the information of the obstacle and it is determined that the vehicle has obstacle avoidance space according to the driving trajectory in the second set of driving trajectories.

[0024] Based on the above technical solution, when there is no obstacle avoidance space in the current driving direction of the vehicle and there is obstacle avoidance space in the opposite direction of the driving direction, it is determined that the driver mis-shifts the gear at this time, and the output torque is limited. In this way, the collision accident caused by the driver mis-shifting the gear can be reduced, or the vehicle can be prevented from colliding, which helps to improve the driving safety of the user.

[0025] In some possible implementations, the first set of driving trajectories includes three Ackerman trajectories, which include an Ackerman curve corresponding to the situation that the steering wheel of the vehicle is turned to the maximum steering wheel turning angle to the left under the first gear information, an Ackerman curve corresponding to the situation that the steering wheel turning angle is 0°, and an Ackerman curve corresponding to the situation that the steering wheel is turned to the maximum steering wheel turning angle to the right.

[0026] In some possible implementations, the second set of driving trajectories includes three Ackerman trajectories, which include an Ackerman curve corresponding to the situation that the steering wheel of the vehicle is turned to the maximum steering wheel turning angle to the left under the second gear information, an Ackerman curve corresponding to the situation that the steering wheel turning angle is 0°, and an Ackerman curve corresponding to the situation that the steering wheel is turned to the maximum steering wheel turning angle to the right.

[0027] With reference to the first aspect, in some implementations of the first aspect, the driving information includes first gear information of the vehicle currently in, and before the output torque of the vehicle is limited, the method further includes: determining a first maximum collision trajectory length of the vehicle according to the first gear information and determining a second maximum collision trajectory length of the vehicle according to the second gear information, the driving direction corresponding to the first gear information being opposite to the driving direction corresponding to the second gear information; and determining that the driver mis-shifts the gear when the second maximum collision trajectory length is greater than a first preset trajectory length and the second maximum collision trajectory length is greater than a sum of the first maximum collision trajectory length and a second preset length.

[0028] Based on the above technical scheme, when the maximum obstacle avoidance track length in the opposite direction of the driving direction of the vehicle is greater than the first preset track length, and the maximum obstacle avoidance track length in the opposite direction is greater than the maximum obstacle avoidance track length in the driving direction plus the second preset track length, it is determined that the driver mis-shifts the gear at this time, and the output torque is limited. In this way, the collision accident caused by the driver mis-shifting the gear can be reduced, or the vehicle can be prevented from colliding, which helps to improve the driving safety of the user.

[0029] Exemplarily, the judgment of whether the driver mis-shifts the gear can be applied when the driver controls the vehicle to park in a side parking space, or can be applied when the driver controls the vehicle to drive out of the side parking space.

[0030] In combination with the first aspect, in some implementations of the first aspect, before the accident risk of the vehicle is evaluated, the method further comprises: determining that the vehicle is in a stationary state.

[0031] Based on the above technical scheme, the vehicle detecting whether the driver mis-shifts the gear can be applied to the scenario of the vehicle starting from the stationary state, such as the scenario of starting at a red light or in a parking area. Through the judgment of whether the driver mis-shifts the gear, the collision with the surrounding obstacles after starting from the stationary state can be avoided, which helps to improve the driving safety of the user.

[0032] In combination with the first aspect, in some implementations of the first aspect, the method further comprises: controlling the prompt device to issue a mis-shifted gear warning.

[0033] Exemplarily, the prompt device comprises one or more of a loudspeaker, a steering wheel, a display screen, and an atmosphere lamp.

[0034] In combination with the first aspect, in some implementations of the first aspect, the control of the prompt device to issue the warning information comprises: controlling the prompt device to issue the warning information when it is detected that the driver switches the gear to the first gear; and / or controlling the prompt device to issue the warning information after a preset time period from when the driver switches the gear to the first gear.

[0035] Based on the above technical scheme, when the driver mis-shifts the gear, and / or after a preset time period from when the driver mis-shifts the gear, the prompt device can be controlled to issue the warning information, which can achieve the purpose of reminding the driver, so that the driver switches the gear information in time.

[0036] In some implementations of the first aspect, in response to determining that the driver mistakenly steps on the accelerator pedal, the method further includes: limiting the output torque of the vehicle based on the driving information.

[0037] According to the above technical solution, the output torque of the vehicle can be limited when there is an obstacle in a preset range in the driving direction of the vehicle and the opening degree of the accelerator pedal meets a condition. In this way, the collision between the vehicle and the surrounding obstacle during driving can be reduced, or the collision between the vehicle and the surrounding obstacle can be avoided, which helps to improve the driving safety of the user.

[0038] In some implementations of the first aspect, in response to determining that the driver mistakenly steps on the accelerator pedal, the method further includes: determining that the driver mistakenly steps on the accelerator pedal when the driving information indicates that there is a first obstacle in a first preset range in the driving direction of the vehicle and the information of the accelerator pedal meets a preset condition, and the information of the first obstacle indicates that the height of the first obstacle is greater than or equal to a preset height.

[0039] According to the above technical solution, for an obstacle with medium or low confidence, the limitation of the output torque is triggered when the opening degree of the accelerator pedal is large, which can avoid affecting the driving experience of the user due to the mistaken triggering of the torque limitation.

[0040] In some implementations of the first aspect, before determining that the driver mistakenly steps on the accelerator pedal, the method further includes: determining that the speed of the vehicle is less than or equal to a first preset speed.

[0041] In some implementations of the first aspect, the environment information includes information of a second obstacle, and before limiting the output torque of the vehicle, the method further includes: determining that the driver mistakenly steps on the accelerator pedal when it is determined, according to the driving information of the vehicle and the information of the second obstacle, that the TTC between the vehicle and the second obstacle is less than or equal to a preset TTC and the information of the accelerator pedal meets a preset condition, and the height of the second obstacle is greater than or equal to a preset height; and the preset condition includes at least one of: the opening degree of the accelerator pedal is greater than or equal to a third preset opening degree and the opening degree of the accelerator pedal changes at a rate greater than or equal to a second opening degree change rate within a preset time period; or the opening degree of the accelerator pedal is greater than or equal to a fourth preset opening degree, and the fourth preset opening degree is greater than the third preset opening degree.

[0042] Based on the above technical solutions, the output torque is limited when the TTC is less than the preset TTC and the opening degree of the accelerator pedal meets the preset condition. In this way, the degree of collision between the vehicle and the surrounding obstacles during driving can be reduced, or the vehicle can be prevented from colliding with the surrounding obstacles, which helps to improve the driving safety of the user.

[0043] In some implementations of the first aspect, when it is determined, according to the driving information of the vehicle and the information of the second obstacle, that the TTC between the vehicle and the second obstacle is less than or equal to a preset TTC and the information of the accelerator pedal meets a preset condition, the method further includes: determining that the driver mistakenly steps on the accelerator pedal when the TTC between the vehicle and the second obstacle is less than or equal to the preset TTC, the confidence of the second obstacle is less than a preset confidence, and the opening degree of the accelerator pedal is greater than the fourth preset opening degree.

[0044] Based on the above technical solutions, for obstacles with medium or low confidence, the limitation of the output torque is triggered when the opening degree of the accelerator pedal is increased, which can avoid affecting the driving experience of the user due to the mistaken triggering of the torque limitation.

[0045] In some implementations of the first aspect, before determining that the driver mistakenly steps on the accelerator pedal, the method further includes: determining that the speed of the vehicle is greater than or equal to a second preset speed.

[0046] In some implementations of the first aspect, the method further includes: controlling a prompt device to issue a mistaken accelerator pedal stepping alarm.

[0047] In the second aspect, an intelligent driving device is provided, which includes: an acquisition unit configured to acquire driving information of a vehicle and environment information around the vehicle; and a torque limiting unit configured to limit the output torque of the vehicle when it is determined, according to the driving information and the environment information, that the driver mistakenly selects a gear or mistakenly steps on an accelerator pedal.

[0048] With reference to the second aspect, in some implementations of the second aspect, the apparatus further includes a risk assessment unit configured to assess a risk of an accident of the vehicle when it is determined that the driver misshifts the gear or missteps the accelerator pedal according to the driving information and the environmental information, to obtain a risk assessment result; and the torque limiting unit is specifically configured to limit the output torque of the vehicle according to the risk assessment result.

[0049] With reference to the second aspect, in some implementations of the second aspect, the driving information includes first gear information of the vehicle currently in, and the apparatus further includes a first determination unit configured to determine a first set of driving trajectories of the vehicle according to the first gear information and determine a second set of driving trajectories of the vehicle according to second gear information, the driving direction corresponding to the first gear information being opposite to the driving direction corresponding to the second gear information; and the first determination unit is further configured to determine that the driver misshifts the gear when it is determined that the vehicle has no obstacle avoidance space according to a driving trajectory in the first set of driving trajectories and the information of the obstacle and it is determined that the vehicle has the obstacle avoidance space according to a driving trajectory in the second set of driving trajectories.

[0050] With reference to the second aspect, in some implementations of the second aspect, the driving information includes first gear information of the vehicle currently in, and the apparatus further includes a second determination unit configured to determine a first maximum collision trajectory length of the vehicle according to the first gear information and determine a second maximum collision trajectory length of the vehicle according to the second gear information, the driving direction corresponding to the first gear information being opposite to the driving direction corresponding to the second gear information; and the second determination unit is further configured to determine that the driver misshifts the gear when the second maximum collision trajectory length is greater than a first preset trajectory length and the second maximum collision trajectory length is greater than a sum of the first maximum collision trajectory length and a second preset length.

[0051] With reference to the second aspect, in some implementations of the second aspect, the apparatus further includes a third determination unit configured to determine that the vehicle is in a stationary state before the risk assessment unit assesses the risk of the accident of the vehicle.

[0052] With reference to the second aspect, in some implementations of the second aspect, the apparatus further includes a control unit configured to control a prompt apparatus to issue a misshifted gear warning.

[0053] With reference to the second aspect, in some implementations of the second aspect, the control unit is specifically configured to control the prompt apparatus to issue warning information when the driver switches the gear to the first gear, or control the prompt apparatus to issue warning information after a preset time period after the driver switches the gear to the first gear.

[0054] In some embodiments of the second aspect, the driving information comprises information of an accelerator pedal, and the apparatus further comprises a fourth determining unit configured to determine that the driver mistakenly steps on the accelerator pedal when the environment information indicates that there is a first obstacle in a first preset range along a driving direction of the vehicle and the information of the accelerator pedal satisfies a preset condition, a height of the first obstacle being greater than or equal to a preset height, wherein the preset condition comprises at least one of: an opening degree of the accelerator pedal being greater than or equal to a first preset opening degree and a rate of change of the opening degree of the accelerator pedal being greater than or equal to a first opening degree change rate within a preset time period; or the opening degree of the accelerator pedal being greater than or equal to a second preset opening degree, the second preset opening degree being greater than the first preset opening degree.

[0055] In some embodiments of the second aspect, the fourth determining unit is specifically configured to determine that the driver mistakenly steps on the accelerator pedal when the first obstacle exists in the first preset range, a confidence of the first obstacle being less than or equal to a preset confidence and the opening degree of the accelerator pedal being greater than or equal to the second preset opening degree.

[0056] In some embodiments of the second aspect, the fourth determining unit is further configured to determine that a speed of the vehicle is less than or equal to a first preset speed before determining that the driver mistakenly steps on the accelerator pedal.

[0057] In some embodiments of the second aspect, the environment information comprises information of a second obstacle, and the apparatus further comprises a fifth determining unit configured to determine that the driver mistakenly steps on the accelerator pedal when, according to the driving information of the vehicle and the information of the second obstacle, a time to collision (TTC) between the vehicle and the second obstacle is less than or equal to a preset TTC and the information of the accelerator pedal satisfies a preset condition, a height of the second obstacle being greater than or equal to a preset height, wherein the preset condition comprises at least one of: an opening degree of the accelerator pedal being greater than or equal to a third preset opening degree and a rate of change of the opening degree of the accelerator pedal being greater than or equal to a second opening degree change rate within a preset time period; or the opening degree of the accelerator pedal being greater than or equal to a fourth preset opening degree, the fourth preset opening degree being greater than the third preset opening degree.

[0058] In some embodiments of the second aspect, the fifth determining unit is specifically configured to determine that the driver mistakenly steps on the accelerator pedal when the TTC between the vehicle and the second obstacle is less than or equal to the preset TTC, a confidence of the second obstacle being less than a preset confidence and the opening degree of the accelerator pedal being greater than the fourth preset opening degree.

[0059] In some embodiments of the second aspect, the fifth determining unit is further configured to determine that a speed of the vehicle is greater than or equal to a second preset speed before determining that the driver mistakenly steps on the accelerator pedal.

[0060] With reference to the second aspect, in some possible implementations of the second aspect, the apparatus further includes a control unit configured to control the prompting device to issue the false-accelerator-pedal stepping warning.

[0061] In a third aspect, the present application provides an intelligent driving apparatus, which includes a processor configured to execute a computer program in a memory, so that the intelligent driving apparatus can implement the method in the first aspect and any possible implementation manner thereof.

[0062] In some possible implementations, the apparatus further includes the memory configured to store the computer program.

[0063] In a fourth aspect, the present application provides an intelligent driving system, which includes a perception system and the apparatus in the second aspect or the third aspect.

[0064] In a fifth aspect, the present application provides a vehicle, which includes the intelligent driving apparatus in the second aspect or the third aspect, or includes the intelligent driving system in the fourth aspect.

[0065] The vehicle in the present application is a vehicle in a broad sense, which can be a traffic tool (such as a commercial vehicle, a passenger vehicle, a motorcycle, a flying vehicle, a train, etc.), an industrial vehicle (such as a forklift, a trailer, a tractor, etc.), an engineering vehicle (such as an excavator, a bulldozer, a crane, etc.), an agricultural device (such as a mower, a harvester, etc.), a recreational device, a toy vehicle, etc. The type of the vehicle is not limited in the embodiments of the present application.

[0066] In a sixth aspect, the present application provides a computer program product, which includes computer program code, when the computer program code is run on a computer, the computer program code causes the computer to execute the method in any possible implementation manner of the first aspect.

[0067] In a seventh aspect, the present application provides a computer-readable storage medium, which stores a computer program, when the computer program is run on a computer, the computer program causes the computer to execute the method in any possible implementation manner of the first aspect.

[0068] In an eighth aspect, the present application provides a chip, which includes a circuit configured to execute the method in any possible implementation manner of the first aspect. BRIEF DESCRIPTION OF DRAWINGS

[0069] Figure 1 FIG. 1 is a functional block diagram of a vehicle provided by an embodiment of the present application.

[0070] Figure 2is a schematic block diagram of an intelligent driving system provided by an embodiment of the present application.

[0071] Figure 3 is a schematic flow chart of an intelligent driving method provided by an embodiment of the present application.

[0072] Figure 4 is a schematic diagram of an intelligent driving scene provided by an embodiment of the present application.

[0073] Figure 5 is another schematic diagram of an intelligent driving scene provided by an embodiment of the present application.

[0074] Figure 6 is another schematic diagram of an intelligent driving scene provided by an embodiment of the present application.

[0075] Figure 7 is another schematic diagram of an intelligent driving scene provided by an embodiment of the present application.

[0076] Figure 8 is another schematic diagram of an intelligent driving scene provided by an embodiment of the present application.

[0077] Figure 9 is another schematic diagram of an intelligent driving scene provided by an embodiment of the present application.

[0078] Figure 10 is another schematic diagram of an intelligent driving scene provided by an embodiment of the present application.

[0079] Figure 11 is another schematic diagram of an intelligent driving scene provided by an embodiment of the present application.

[0080] Figure 12 is a schematic block diagram of an intelligent driving device provided by an embodiment of the present application. DETAILED DESCRIPTION

[0081] The technical solutions in the embodiments of the present application will be described below with reference to the drawings in the embodiments of the present application. In the description of the embodiments of the present application, unless otherwise specified, " / " represents the meaning of or, for example, A / B can represent A or B; in this document, "and / or" only describes the association relationship of the associated objects, which means that there can be three relationships, for example, A and / or B, which can represent: A exists alone, A and B exist together, and B exists alone. "At least one" means one or more. For example, "at least one of A and B" is similar to "A and / or B", which describes the association relationship of the associated objects, which means that there can be three relationships, for example, at least one of A and B, which can represent: A exists alone, A and B exist together, and B exists alone.

[0082] The prefix words such as "first", "second" are used in the embodiments of the present application only to distinguish different description objects, and have no limiting effect on the position, order, priority, quantity or content of the described objects. The use of ordinal words such as "first" in the embodiments of the present application does not constitute a limitation on the described objects, and the description of the described objects should be seen in the context of the claims or embodiments, and should not constitute an unnecessary limitation because of the use of such prefix words. In addition, in the description of the embodiments, unless otherwise stated, the meaning of "a plurality of" is two or more.

[0083] Figure 1 is a functional block diagram of a vehicle 100 provided by the embodiments of the present application. The vehicle 100 can include a perception system 110, a computing platform 120 and a display device 130, wherein the perception system 110 can include one or more sensors that sense information about the environment around the vehicle 100. For example, the perception system 110 can include a positioning system, which can be a global positioning system (GPS), or a Beidou system or other positioning system. For another example, the perception system 110 can include one or more of an inertial measurement unit (IMU), an acceleration sensor, a laser radar, a millimeter wave radar, an ultrasonic radar and a camera.

[0084] Some or all functions of the vehicle 100 can be controlled by the computing platform 120. The computing platform 120 can include one or more processors, such as processors 121 through 12n (n is a positive integer), which are circuits having a processing capability of signals. In one implementation, the processors can be circuits having an instruction reading and running capability, such as a central processing unit (CPU), a microprocessor, a graphics processing unit (GPU) (which can be understood as a kind of microprocessor), a digital signal processor (DSP), or the like. In another implementation, the processors can be circuits having a certain function implemented by a logic relationship of hardware circuits, which is fixed or reconfigurable. For example, the processors can be hardware circuits implemented by an application-specific integrated circuit (ASIC) or a programmable logic device (PLD), such as a field programmable gate array (FPGA). In the reconfigurable hardware circuit, the processor loads a configuration document to implement the hardware circuit configuration. It can be understood that the processor loads instructions to implement the functions of the above part or all units. In addition, the processor can also be a hardware circuit designed for artificial intelligence, which can be understood as a kind of ASIC, such as a neural network processing unit (NPU), a tensor processing unit (TPU), a deep learning processing unit (DPU), or the like. In addition, the computing platform 120 can further include a memory for storing instructions, and some or all of the processors 121 through 12n can call the instructions in the memory to implement corresponding functions.

[0085] The display device 130 in the cabin is mainly divided into two categories, the first category is a vehicle display screen, and the second category is a projection display screen, such as a head up display (HUD). The vehicle display screen is a physical display screen and is an important component of the in-vehicle infotainment system. Multiple display screens can be provided in the cabin, such as a digital instrument display screen, a center control screen, a display screen in front of a passenger (also referred to as a front passenger) at a co-driver position, a display screen in front of a left rear passenger, and a display screen in front of a right rear passenger, and even a vehicle window can be used as a display screen for display. The head up display, also known as a head-up display system, is mainly used for displaying driving information such as speed, navigation, etc. on a display device (such as a windshield) in front of the driver. In order to reduce the time of the driver's line of sight shift and avoid the change of the pupil caused by the driver's line of sight shift, the driving safety and comfort are improved. The HUD includes, for example, a combiner-HUD (C-HUD) system, a windshield-HUD (W-HUD) system, and an augmented reality HUD (AR-HUD). It should be understood that other types of systems can also appear as the technology evolves, and the present application does not limit this.

[0086] The above display device 130 is described by taking the vehicle display screen and the projection display screen as examples, and the embodiments of the present application are not limited thereto. For example, the display device 130 can also be a light display screen or a projection screen.

[0087] Optionally, the structure of the vehicle 100 described above is only schematic, and in actual applications, various components in the vehicle 100 described above can be added or deleted according to actual needs.

[0088] The vehicle 100 can include an intelligent driving system, which can include an advanced driving assistant system (ADAS) and an autonomous driving system (ADS). The intelligent driving system uses various sensors (including but not limited to laser radar, millimeter wave radar, camera, ultrasonic sensor, global positioning system, inertial measurement unit) on the vehicle to obtain information from the surroundings of the vehicle, and analyzes and processes the obtained information to realize functions such as obstacle perception, target recognition, vehicle positioning, path planning, driver monitoring / reminding, etc., thereby improving the safety, automation level and comfort of vehicle driving.

[0089] An exemplary, Figure 2A schematic block diagram of the intelligent driving system provided by the embodiments of the present application is shown. The intelligent driving system can include three functional modules: a perception module 210, a planning module 220, and a control module 230, wherein the perception module 210 perceives the environment around the vehicle body through sensors and outputs corresponding perception data to the planning and control module 220. The planning module 220 obtains road topology and target object information according to the information obtained by the perception module 210. The planning module 220 can determine a planning trajectory for a period of time based on the road topology and target object information. The planning module 220 can send the planning trajectory to the control module 230. The control module 230 can output a control signal after receiving the planning trajectory from the planning module 220, and can control the actuators to take corresponding actions, such as steering, accelerating, decelerating, etc.

[0090] The above perception module 210 can be the perception system 110 described above, and the planning module 220 and the control module 230 can be located in the computing platform 120 described above.

[0091] The degree to which a vehicle-based driving automation system is capable of performing dynamic driving tasks is divided into levels 0-5 (or L0-L5) based on the role allocation in performing dynamic driving tasks and the presence or absence of operational design domain (ODD) limits, such as external conditions suitable for the functional operation of the driving automation system as determined when the system is designed, such as roads, traffic, weather, lighting, etc. Among the six levels of driving automation, levels 0-2 are driving assistance, and the system assists humans in performing dynamic driving tasks, and the driving subject is still the driver; levels 3-5 are autonomous driving, and the system replaces humans in performing dynamic driving tasks under the design operating conditions, and when the function is activated, the driving subject is the system. The names and definitions of each level are as follows:

[0092] A level 0 driving automation (may also be referred to as emergency assistance) system is not capable of sustained control of vehicle lateral or longitudinal motion in dynamic driving tasks, but has the capability for some target and event detection and response in dynamic driving tasks. A level 1 driving automation (may also be referred to as partial driver assistance) system is capable of sustained control of vehicle lateral or longitudinal motion in dynamic driving tasks, and has the capability for some target and event detection and response appropriate to the vehicle lateral or longitudinal motion control performed. A level 2 driving automation (may also be referred to as combined driver assistance) system is capable of sustained control of vehicle lateral and longitudinal motion in dynamic driving tasks, and has the capability for some target and event detection and response appropriate to the vehicle lateral and longitudinal motion control performed. A level 3 driving automation (may also be referred to as conditionally automated driving) system is capable of sustained control of all dynamic driving tasks under its design operation conditions. A level 4 driving automation (may also be referred to as highly automated driving) system is capable of sustained control of all dynamic driving tasks under its design operation conditions and performs a minimum risk maneuver. A level 5 driving automation (may also be referred to as fully automated driving) system is capable of sustained control of all dynamic driving tasks under all foreseeable conditions and performs a minimum risk maneuver. Generally, intelligent driving systems are generally L2-L5, such as ADAS is L2, and ADS is L3-L5.

[0093] Figure 3 A schematic flowchart of an intelligent driving method 300 provided by embodiments of the present application is shown. The method 300 can be performed by the vehicle 100 described above; or the method 300 can be performed by the computing platform 120 described above; or the method 300 can be performed by the processor, circuit and chip in the computing platform 120 described above; or the method 300 can be performed by the intelligent driving system described above; or the method 300 can be performed by the planning module 220 described above. The method 300 includes:

[0094] S310, obtaining driving information of the vehicle and environmental information around the vehicle.

[0095] Optionally, the driving information includes one or more of gear information, steering wheel angle, accelerator pedal information, speed or acceleration of the vehicle.

[0096] Optionally, the environment information comprises information of an obstacle around the vehicle. For example, one or more of a position, a speed, an acceleration, or a heading angle of the obstacle.

[0097] S320, limiting the output torque of the vehicle when it is determined according to the driving information and the environment information that the driver performs an operation of misselecting a gear or mispressing an accelerator pedal.

[0098] Optionally, the limiting the output torque of the vehicle when it is determined according to the driving information and the environment information that the driver misselects a gear or mispresses an accelerator pedal comprises: limiting the output torque of the vehicle when it is determined according to the driving information and the environment information that the driver misselects a gear or mispresses an accelerator pedal and the pre-warning function is triggered.

[0099] Optionally, the pre-warning function is an FCW or an RCW.

[0100] Optionally, the limiting the output torque of the vehicle when it is determined according to the driving information and the environment information that the driver misselects a gear or mispresses an accelerator pedal comprises: evaluating a risk of the vehicle when it is determined according to the driving information and the environment information that the driver misselects a gear or mispresses an accelerator pedal to obtain a risk evaluation result; and limiting the output torque of the vehicle according to the risk evaluation result.

[0101] Optionally, in some emergency situations, the output torque can be severely limited, which can reduce the degree of collision of the vehicle or avoid the vehicle from being involved in a collision accident; in some non-emergency situations, the output torque can be lightly limited, which can improve the driving comfort of the user, thereby improving the driving experience of the user.

[0102] Optionally, the limiting the output torque of the vehicle comprises: determining a first actual output torque according to a demand output torque of the vehicle and a first coefficient when the risk evaluation result indicates that the vehicle is in a first risk level; or determining a second actual output torque according to the demand output torque of the vehicle and a second coefficient when the risk evaluation result indicates that the vehicle is in a second risk level; wherein the risk degree corresponding to the first risk level is greater than the risk degree corresponding to the second risk level, the first coefficient is less than the second coefficient, and the first coefficient and the second coefficient are both greater than or equal to 0 and less than 1.

[0103] Optionally, the vehicle comprises a mapping relationship comprising a corresponding relationship between a risk evaluation result and a torque limiting coefficient, and the limiting the output torque of the vehicle according to the risk evaluation result comprises: determining the torque limiting coefficient according to the mapping relationship and the risk evaluation result; and limiting the output torque of the vehicle according to the torque limiting coefficient.

[0104] Optionally, the mapping relationship can be obtained by calibration.

[0105] Optionally, the risk of the vehicle is evaluated according to the speed of the vehicle and the TTC when the speed of the vehicle is greater than or equal to the preset speed.

[0106] For example, when the speed of the vehicle is 70 km / h, the risk evaluation result can be divided into a high risk level, a medium risk level and a low risk level according to the TTC. The mapping relationship can be shown in Table 1.

[0107] Table 1

[0108] Risk assessment result TTC Output torque limit coefficient High risk level [1.5s, 1.6s) 0.8 Medium risk level [1.6s, 1.7s] 0.5 Low risk level (1.7s, 1.8s] 0.2 … … …

[0109] For example, when the TTC between the vehicle and the obstacle is determined to be 1.55 s and the current required output torque of the vehicle is 200 Nm according to the driving information of the vehicle and the information of the obstacle around the vehicle, the output torque of the vehicle can be limited according to the corresponding relationship shown in Table 1, and the actual output torque of the vehicle is 160 Nm.

[0110] The corresponding relationship between the risk evaluation result, the TTC and the output torque limiting coefficient shown in Table 1 is only illustrative, and embodiments of the present application are not limited thereto. The corresponding relationship between the TTC and the output torque limiting coefficient corresponding to different speeds can be obtained by calibration.

[0111] Optionally, the vehicle can change from the required output torque to the actual output torque based on a smooth torque change curve. In this way, the driving comfort of the user can be improved, and the safety risk brought to the user by sudden deceleration can be avoided.

[0112] Optionally, when the vehicle detects that the risk is lost, the vehicle can perform a smooth torque transition according to the current torque and the required torque, thereby ensuring the user's sense of touch.

[0113] Optionally, the risk of the vehicle is evaluated according to the speed of the vehicle and the TTC when the speed of the vehicle is greater than or equal to the preset speed, including: the risk of the vehicle is evaluated according to the speed of the vehicle, the type of the obstacle and the TTC when the speed of the vehicle is greater than or equal to the preset speed.

[0114] For example, when the speed of the vehicle is 70 km / h, the risk evaluation result can be divided into a high risk level, a medium risk level and a low risk level according to the TTC. The mapping relationship can be shown in Table 2.

[0115]

[0116] Optionally, the accident risk of the vehicle is evaluated according to the accelerator pedal opening information and the distance between the vehicle and the obstacle when the speed of the vehicle is less than or equal to a preset speed.

[0117] For example, for a vehicle parking and starting scenario (for example, a red light scenario or a parking area starting scenario), the accident risk of the vehicle can be evaluated according to the distance between the vehicle and the obstacle.

[0118] For example, in a parking area starting scenario, there is an obstacle in front of the vehicle and the vehicle has no obstacle avoidance space. At this time, if it is detected that the gear of the vehicle is in the forward gear (D gear), the accident risk of the vehicle can be judged according to the distance between the vehicle head and the obstacle. For example, taking the opening degree of the accelerator pedal of the vehicle as 40%, Table 3 shows the corresponding relationship between the distance between the vehicle head and the obstacle and the output torque limiting coefficient.

[0119] Table 3

[0120] Distance between vehicle head and obstacle Output torque limit coefficient [0.8m, 1m) 0.4 [0.6m, 0.8m) 0.3 [0.4m, 0.6m) 0.2 [0.2m, 0.4m) 0.1 [0，0.2m) 0

[0121] The above corresponding relationship between the distance between the vehicle head and the obstacle and the output torque limiting coefficient is only illustrative, and the embodiments of the present application are not limited thereto. The corresponding relationship between the distance and the output torque limiting coefficient under different accelerator pedal opening degrees can be obtained by calibration.

[0122] Optionally, the accident risk of the vehicle is evaluated according to the accelerator pedal opening information and the distance between the vehicle and the obstacle when the speed of the vehicle is less than or equal to a preset speed, including: the accident risk of the vehicle is evaluated according to the accelerator pedal opening information, the type of the obstacle and the distance between the vehicle and the obstacle when the speed of the vehicle is less than or equal to a preset speed.

[0123] For example, taking the opening degree of the accelerator pedal of the vehicle as 40% and the distance between the vehicle head and the obstacle as [0.6m, 0.8m), if the type of the obstacle is a pedestrian, the torque limiting coefficient can be 0.2; or if the type of the obstacle is a static obstacle (for example, a column, a static vehicle, etc.), the torque limiting coefficient can be 0.3.

[0124] Optionally, the driving information includes first gear information of the vehicle currently in, and before the output torque of the vehicle is limited, the method 300 further includes: determining a first driving trajectory set of the vehicle according to the first gear information and a second driving trajectory set of the vehicle according to the second gear information, the first gear information corresponding to a driving direction opposite to the driving direction corresponding to the second gear information; determining that the driver performs mis-gear shifting when it is determined that the vehicle has no obstacle avoidance space according to the information of the driving trajectory in the first driving trajectory set and the obstacle and has obstacle avoidance space according to the information of the driving trajectory in the second driving trajectory set.

[0125] Optionally, the first driving trajectory set includes three Ackermann trajectories, and the three Ackermann trajectories include an Ackermann curve corresponding to the vehicle in the first gear with the steering wheel turned to the maximum steering wheel angle to the left, an Ackermann curve with the steering wheel angle of 0°, and an Ackermann curve corresponding to the vehicle in the first gear with the steering wheel turned to the maximum steering wheel angle to the right.

[0126] Optionally, the second driving trajectory set includes three Ackermann trajectories, and the three Ackermann trajectories include an Ackermann curve corresponding to the vehicle in the second gear with the steering wheel turned to the maximum steering wheel angle to the left, an Ackermann curve with the steering wheel angle of 0°, and an Ackermann curve corresponding to the vehicle in the second gear with the steering wheel turned to the maximum steering wheel angle to the right.

[0127] Optionally, the method 300 further includes: controlling a prompt device to issue a mis-gear shifting warning.

[0128] Optionally, the prompt device includes one or more of a speaker, a display screen, a steering wheel, and ambient light. For example, the vehicle can control the speaker to emit a warning sound (for example, “Mis-gear shifting, please pay attention!”). For another example, the vehicle can control the display screen to display warning information (for example, “Mis-gear shifting is detected, please pay attention”). For another example, the vehicle can control the steering wheel to vibrate. For another example, the vehicle can control the ambient light to change to red.

[0129] Optionally, Figure 4 A schematic diagram of an intelligent driving scene provided by an embodiment of the present application is shown.

[0130] As Figure 4As shown, the vehicle is currently in a stationary state and detects that the user switches the gear from the parking gear (P) to the D gear. The vehicle can obtain the surrounding environment information, for example, including the obstacle 1 and the obstacle 2. The vehicle can pre-plan three Ackerman trajectories of the vehicle in the D gear and determine that there is no obstacle avoidance space in the forward direction based on the three Ackerman trajectories. The vehicle can pre-plan three Ackerman trajectories of the vehicle in the reverse gear (R) and determine that there is obstacle avoidance space in the reverse direction based on the three Ackerman trajectories. At this time, the vehicle can determine that the driver misshifts the gear, so that the output torque of the vehicle can be limited and the prompt information "detecting that you perform the misshift operation, please switch the gear to avoid collision" is displayed through the display screen.

[0131] The above Figure 4 The vehicle displays the prompt information through the display screen in the schematic diagram as an example described in the embodiments of the present application, but the embodiments of the present application are not limited thereto. For example, the vehicle can also alarm the user by emitting an alarm sound through a loudspeaker, controlling the steering wheel to vibrate, or controlling the ambient light to change color, and the like.

[0132] Optionally, the driving information includes first gear information of the vehicle currently in, and before limiting the output torque of the vehicle, the method 300 further includes: determining a first maximum collision trajectory length of the vehicle according to the first gear information and a second maximum collision trajectory length of the vehicle according to second gear information, the driving direction corresponding to the first gear information being opposite to the driving direction corresponding to the second gear information; determining that the driver misshifts the gear when the second maximum collision trajectory length is greater than a first preset trajectory length and the second maximum collision trajectory length is greater than a sum of the first maximum collision trajectory length and a second preset length.

[0133] For example, the first maximum collision trajectory is the length of the driving trajectory of the vehicle when the steering wheel is turned to the maximum steering wheel angle to the left or the length of the driving trajectory of the vehicle when the steering wheel is turned to the maximum steering wheel angle to the right.

[0134] For example, the second maximum collision trajectory is the length of the driving trajectory of the vehicle when the steering wheel is turned to the maximum steering wheel angle to the left or the length of the driving trajectory of the vehicle when the steering wheel is turned to the maximum steering wheel angle to the right.

[0135] For example, the first preset trajectory length is 1 m and the second preset estimation length is 0.5 m.

[0136] For example, Figure 5 Another schematic diagram of the intelligent driving scene provided by the embodiments of the present application is shown.

[0137] For example, Figure 5As shown, the vehicle is currently in a static state and detects that the user switches the gear from P to D. The vehicle can obtain the surrounding environment information, for example, including obstacle 3 and obstacle 4. The vehicle can pre-plan three Ackermann trajectories of the vehicle in the D gear and determine the forward direction obstacle avoidance space based on the three Ackermann trajectories. Among the three Ackermann trajectories, the length of the Ackermann trajectory of the vehicle at the maximum turning radius (the first maximum collision trajectory described above) is d1. The vehicle can pre-plan three Ackermann trajectories of the vehicle in the R gear and determine the reverse direction obstacle avoidance space based on the three Ackermann trajectories. Among the three Ackermann trajectories, the length of the Ackermann trajectory of the vehicle at the maximum turning radius (the second maximum collision trajectory described above) is d2.

[0138] For example, if d2>1m and d2>d1+0.5m, the vehicle can determine that the driver misgears, so that the output torque of the vehicle can be limited and the display screen displays the prompt information "detecting that you perform a misgearing operation, please switch the gear to avoid collision".

[0139] The above Figure 5 The intelligent driving scene shown can be applied to a side parking scene. When the driver controls the vehicle to drive out of the parking space for multiple times, the driver can be warned of misgearing to avoid scratching the front and rear vehicles.

[0140] Optionally, before limiting the output torque of the vehicle when it is determined that the driver performs a misgearing or mispressing operation according to the driving information and the environment information, the method further includes: determining that the vehicle is in a static state.

[0141] For example, the above Figure 4 and Figure 5 The scene shown can be applied to a scenario in which the vehicle starts from a static state. For example, when the driver drives the vehicle to start at a traffic light intersection, or when the driver drives the vehicle to start in a parking area.

[0142] For example, Figure 6 Another schematic diagram of the intelligent driving scene provided by the embodiment of the application is shown.

[0143] As Figure 6 As shown, the vehicle is currently in a static state and detects that the user switches the gear from P to D. The vehicle can obtain the surrounding environment information, for example, including obstacle 3 and obstacle 4. The vehicle can pre-plan three Ackermann trajectories of the vehicle in the D gear and determine the forward direction obstacle avoidance space based on the three Ackermann trajectories. Among the three Ackermann trajectories, the length of the Ackermann trajectory of the vehicle at the maximum turning radius (the first maximum collision trajectory described above) is d1. The vehicle can pre-plan three Ackermann trajectories of the vehicle in the R gear and determine the reverse direction obstacle avoidance space based on the three Ackermann trajectories. Among the three Ackermann trajectories, the length of the Ackermann trajectory of the vehicle at the maximum turning radius (the second maximum collision trajectory described above) is d2.

[0144] For example, Figure 7Another schematic diagram of the intelligent driving scene provided by the embodiment of the application is shown.

[0145] As shown in FIG. 7, the vehicle is currently in a static state and detects that the user switches the gear from P to D. The vehicle can obtain the surrounding environment information, for example, including obstacle 7 and obstacle 8. The vehicle can pre-plan three Ackermann trajectories when the vehicle is in D and determine that there is no obstacle avoidance space in the forward direction based on the three Ackermann trajectories. The vehicle can pre-plan three Ackermann trajectories when the vehicle is in R and determine that there is no obstacle avoidance space in the reverse direction based on the three Ackermann trajectories. At this time, the vehicle can determine that the driver does not misengage the gear, so that the output torque of the vehicle can not be limited and the driver can not be warned, or the vehicle can prompt that there is no obstacle avoidance space in front of and behind the vehicle through the prompt device. Figure 7 Optionally, the method further includes: controlling the prompt device to issue the warning information when it is detected that the driver switches the gear to the first gear; and / or controlling the prompt device to issue the warning information after a preset time period from when the driver switches the gear to the first gear.

[0146] Optionally, the preset time period is 8s.

[0147] Optionally, the driving information includes information of an accelerator pedal, and before the output torque of the vehicle is limited, the method 300 further includes: when the information of the environment indicates that there is a first obstacle in a first preset range along the driving direction of the vehicle and the information of the accelerator pedal meets a preset condition, determining that the driver missteps the accelerator pedal, the height of the first obstacle being greater than or equal to a preset height; and the preset condition includes at least one of: the opening degree of the accelerator pedal is greater than or equal to a first preset opening degree and the opening degree of the accelerator pedal changes at a rate greater than or equal to a first opening degree change rate within a preset time period; or the opening degree of the accelerator pedal is greater than or equal to a second preset opening degree, the second preset opening degree being greater than the first preset opening degree.

[0148] Optionally, the first preset opening degree is 40%, the second preset opening degree is 80%, and the first opening degree change rate is 130% / s.

[0149] Optionally,

[0150] Another schematic diagram of the intelligent driving scene provided by the embodiment of the application is shown. Figure 8 As shown in FIG. 7, the vehicle is currently in a static state and detects that the user switches the gear from P to D. The vehicle can obtain the surrounding environment information, for example, including obstacle 7 and obstacle 8. The vehicle can pre-plan three Ackermann trajectories when the vehicle is in D and determine that there is no obstacle avoidance space in the forward direction based on the three Ackermann trajectories. The vehicle can pre-plan three Ackermann trajectories when the vehicle is in R and determine that there is no obstacle avoidance space in the reverse direction based on the three Ackermann trajectories. At this time, the vehicle can determine that the driver does not misengage the gear, so that the output torque of the vehicle can not be limited and the driver can not be warned, or the vehicle can prompt that there is no obstacle avoidance space in front of and behind the vehicle through the prompt device.

[0151] Figure 8 ​As shown, the vehicle 100 is driving forward at 10 kph. When it is detected that there is a static obstacle (e.g., a boulder) in the preset area and the opening degree of the accelerator pedal is greater than 80%, it can be determined that the driver mistakenly steps on the accelerator pedal, so that the output torque of the vehicle can be limited and the display screen displays the prompt information "It is detected that you have performed the operation of mistakenly stepping on the accelerator pedal, and the output torque has been limited for you to avoid collision".

[0152] For another example, the vehicle 100 is driving forward at 10 kph. When it is detected that there is a static obstacle (e.g., a boulder) in the front area and the opening degree of the accelerator pedal is greater than 40% and the opening degree change rate of the accelerator pedal is greater than 130% / s within 300 ms, it can be determined that the driver mistakenly steps on the accelerator pedal, so that the output torque of the vehicle can be limited and the display screen displays the prompt information "It is detected that you have performed the operation of mistakenly stepping on the accelerator pedal, and the output torque has been limited for you to avoid collision".

[0153] Optionally, the preset range is an area covered within a preset distance (e.g., 2 m) along the driving direction of the vehicle 100.

[0154] Optionally, the vehicle can detect a medium-confidence or high-confidence general obstacle in the preset area, or a high-confidence dynamic obstacle in the preset area. For example, the general obstacle can be a cone barrel, a boulder, a parking lot entrance drop rod, etc. For another example, the dynamic obstacle can be a pedestrian, another vehicle, a user riding a bicycle, etc.

[0155] Optionally, before limiting the output torque of the vehicle, the method 300 further includes: when the confidence of the first obstacle is less than or equal to a preset confidence and the opening degree of the accelerator pedal is greater than or equal to a second preset opening degree, determining that the driver mistakenly steps on the accelerator pedal. In the embodiments of the present application, for a medium-confidence or low-confidence obstacle, when the opening degree of the accelerator pedal is greater than the second preset opening degree (e.g., 80%), the output torque is limited.

[0156] Optionally, before determining that the driver mistakenly steps on the accelerator pedal when the environmental information indicates that there is a first obstacle within a first preset range along the driving direction of the vehicle and the information of the accelerator pedal satisfies a preset condition, the method 300 further includes: determining that the speed of the vehicle is less than or equal to a first preset speed. For example, the first preset speed is 15 kph.

[0157] Optionally, the environment information comprises information of a second obstacle, and before limiting the output torque of the vehicle, the method 300 further comprises: determining that the driver missteps the accelerator pedal when it is determined according to the driving information of the vehicle and the information of the second obstacle that the TTC between the vehicle and the second obstacle is less than or equal to a preset TTC and the information of the accelerator pedal satisfies a preset condition, the height of the second obstacle being greater than or equal to a preset height; wherein the preset condition comprises at least one of: the opening degree of the accelerator pedal is greater than or equal to a third preset opening degree and the opening degree variation rate of the accelerator pedal in a preset time period is greater than or equal to a second opening degree variation rate; or the opening degree of the accelerator pedal is greater than or equal to a fourth preset opening degree, the fourth preset opening degree being greater than the third preset opening degree.

[0158] For example, the third preset opening degree is 40%, the fourth preset opening degree is 80%, and the second opening degree variation rate is 130% / s.

[0159] For example, the preset TTC can be determined by the speed of the vehicle. For example, when the speed of the vehicle is 70 km / h, the preset TTC can be 1.8 s.

[0160] For example, Figure 9 Another schematic diagram of the intelligent driving scene provided by the embodiments of the present application is shown.

[0161] As Figure 9 shown, the vehicle 100 travels forward at 70 kph. When it is detected that the TTC between the vehicle 100 and the vehicle 200 located in front of the vehicle 100 is less than 1.8 s and the opening degree of the accelerator pedal is greater than 80%, it can be determined that the driver missteps the accelerator pedal, so that the output torque of the vehicle can be limited and the prompt information "It is detected that you perform the operation of misstepping the accelerator pedal, and the output torque has been limited for you to avoid collision" can be displayed through the display screen.

[0162] For another example, the vehicle 100 travels forward at 70 kph. When it is detected that the TTC between the vehicle 100 and the vehicle 200 located in front of the vehicle 100 is less than 1.8 s and the opening degree of the accelerator pedal is greater than 40% and the opening degree variation rate of the accelerator pedal is greater than 130% / s within 300 ms, it can be determined that the driver missteps the accelerator pedal, so that the output torque of the vehicle can be limited and the prompt information "It is detected that you perform the operation of misstepping the accelerator pedal, and the output torque has been limited for you to avoid collision" can be displayed through the display screen.

[0163] Optionally, before limiting the output torque of the vehicle according to the driving information of the vehicle and the information of the second obstacle, the method 300 comprises: determining that the driver mistakenly steps on the accelerator pedal when the TTC between the vehicle and the second obstacle is less than or equal to a preset TTC, the confidence of the second obstacle is less than a preset confidence, and the opening of the accelerator pedal is greater than a fourth preset opening.

[0164] Optionally, before determining that the driver mistakenly steps on the accelerator pedal according to the driving information of the vehicle and the information of the second obstacle, the method comprises: determining that the speed of the vehicle is greater than or equal to a second preset speed when the TTC between the vehicle and the obstacle is less than or equal to a preset TTC and the information of the accelerator pedal satisfies a preset condition.

[0165] Optionally, the second preset speed is 15 kph.

[0166] Optionally, the method 300 further comprises: controlling the prompt device to issue a mistaken accelerator pedal stepping warning.

[0167] In one embodiment, when it is determined according to the driving information and the environmental information that the driver performs an operation of mistakenly shifting a gear or mistakenly stepping on an accelerator pedal, limiting the output torque of the vehicle comprises: limiting the output torque of the vehicle when there are more than or equal to a quantity threshold of vehicles disappearing within a first time period in a range of a first preset distance from the vehicle in a first direction, and the information of the accelerator pedal satisfies a preset condition.

[0168] Optionally, the first direction is the driving direction of the vehicle.

[0169] Optionally, the first preset distance can be 1 km, or 1.5 km, or other values, for example, the first preset distance can be determined according to the speed of the ego vehicle, and the first preset distance can increase with the increase of the speed of the ego vehicle.

[0170] Optionally, the first time period can be 5 seconds, or 10 seconds, or other values. The starting time of the first time period can be any time after detecting at least one vehicle.

[0171] For example, the quantity threshold can be 3, or can be 5, or can be other values, for example, the quantity threshold can be determined according to the total number of the at least one vehicle in the first direction, the quantity threshold is the upward / downward rounding of 30% of the total number of the at least one vehicle, or is the upward / downward rounding of 50% of the total number of the at least one vehicle, or can also be determined according to other proportions of the total number of the at least one vehicle. For example, taking the quantity threshold as the downward rounding of 30% of the total number of the at least one vehicle as an example, when the total number of the at least one vehicle is 9 (that is, the at least one vehicle includes 9 vehicles), the quantity threshold is 3.

[0172] For example, Figure 10 Another schematic diagram of the intelligent driving scene provided by the embodiment of the application is shown.

[0173] As Figure 10 As shown in (a) of FIG. 1, if the vehicle 100 and the vehicle 300 are located at positions ① and ③ respectively at time 1, and are located at positions ② and ④ respectively at time 2, that is, the vehicle 300 in front of the vehicle 100 falls into the collapse position, the vehicle 100 will not be able to obtain the position information of the vehicle falling into the collapse position. It should be noted that time 2 is later than time 1.

[0174] If there are more than or equal to the quantity threshold of vehicles disappearing in the time period 1 in the range of the driving direction of the vehicle 100 and the first preset distance from the vehicle 100, and the information of the accelerator pedal meets the preset condition, the output torque of the vehicle is limited.

[0175] Optionally, when it is determined according to the driving information and the environmental information that the driver performs the operation of misengaging the gear or mispressing the accelerator pedal, the output torque of the vehicle is limited, including: when there are more than or equal to the quantity threshold of vehicles in the range of the first direction and the first preset distance from the vehicle, the change rate of the visible part of the vehicle is less than or equal to the threshold 1, and the information of the accelerator pedal meets the preset condition, the output torque of the vehicle is limited.

[0176] For example, the visible part can be the visible part of the front vehicle tail, for example, when the vehicle 100 and the vehicle 300 are at the same horizontal plane, the visible part of the tail of the vehicle 300 is 100%. If the horizontal plane where the vehicle 100 is located is higher than the horizontal plane where the vehicle 300 is located, the visible part of the front vehicle tail can be less than 100%.

[0177] For example, Figure 10As shown in (b) of FIG. 10, the road in front of the vehicle 100 collapses, causing the vehicle 300 to fall into the collapsed position, at which time the vehicle 100 can still detect the position information of the vehicle 300, but the visible part of the vehicle 300 is less than 100%. More specifically, when the visible part of the vehicle 300 is less than 100%, the entire rear part of the vehicle 300 can be recovered according to the existing visible part, and the specific value (percentage) of the visible part of the vehicle 300 can be determined according to the proportion of the existing visible part in the entire rear part. Exemplarily, the threshold 1 can be -5% / frame (i.e., the visible part of the current frame image decreases by 5% compared to the previous frame image), or can also be -10% / frame, or can also be other values. It can be understood that the smaller the change rate of the visible part, the greater the absolute value of the change rate, i.e., the greater the change of the visible part of the vehicle 300.

[0178] In some implementations, the disappearance of the vehicle 300 can be understood as that the change rate of the visible part of the vehicle 300 is greater than or equal to -100% / n frames, where n is a positive integer, and the value of n can be determined according to the height of the vehicle 100 and the frame rate of the camera, for example, the vehicle height of the vehicle 100 is 1.68 meters, and the frame rate of the camera is 25 frames per second, then n frames can be , where, represents rounding up, g is the acceleration of gravity, and 10 m / s 2 For example, more specifically, in a good light environment (such as daytime), when the camera of the vehicle 100 can collect the entire image of the rear part of the vehicle 300, the visible part can be determined according to the image pixels of the rear part of the vehicle 300; in a poor light environment (such as night), when the camera of the vehicle 100 can collect the image of the tail light of the vehicle 300, the visible part can be determined according to the image pixels of the tail light of the vehicle 300, and when the pixels including the tail light of the vehicle 300 in the image collected by the vehicle 100 become the pixels not including the tail light of the vehicle 300, it can be determined that the change rate of the visible part of the vehicle 300 is greater than or equal to -100% / n frames.

[0179] Optionally, when it is determined according to the driving information and the environment information that the driver performs the operation of mis-mounting the gear or mis-stepping the accelerator pedal, the output torque of the vehicle is limited, including: in a range of a first preset distance from the vehicle in a first direction, there is a height change rate of the vehicle greater than or equal to a quantity threshold, the height change rate of the vehicle is greater than or equal to a threshold 2, and the information of the accelerator pedal meets a preset condition, the output torque of the vehicle is limited.

[0180] The height change rate can be understood as the absolute value of the change in the highest point of vehicle 300 over time. For example, threshold 2 could be 0.5 m / s (height change exceeding 0.5 meters per second), 0.6 m / s, or other values. It is understood that when the negative height of the negative obstacle is small, causing some wheels of vehicle 300 to enter and exit the obstacle, the height of vehicle 300 may change significantly. Therefore, when the height change rate of vehicle 300 exceeds threshold 2, it is determined that a negative obstacle exists in the road ahead of vehicle 100. In this case, the output torque of the vehicle can be limited.

[0181] The above combination Figures 4 to 10 This illustrates a scenario where the vehicle's output torque is limited when driver error is determined. The following section combines... Figure 11 This section introduces scenarios where the conditions for limiting output torque are met, but no limit is imposed.

[0182] For example, Figure 11 Another schematic diagram of the intelligent driving scenario provided in the embodiments of this application is shown.

[0183] Vehicle 100 travels in the first direction at a speed v1. Vehicle 400 travels in the first direction at a speed v2. Vehicle 500 travels in the first direction at a speed v3. Based on v1, v2, and the distance between vehicle 100 and vehicle 400, vehicle 100 determines that the time-to-market (TTC) between vehicle 100 and vehicle 400 is less than a preset TTC, and v2 is less than v3. _thres And v3 is greater than v _thred Furthermore, when the accelerator pedal opening is greater than 80%, it can be determined that vehicle 100 is accelerating to avoid vehicle 500, and in this case, the output torque does not need to be limited. Figure 11 The scenario shown can be called an escape scenario, in which the function of limiting the output torque can be suppressed.

[0184] Figure 12 A schematic block diagram of an intelligent driving device 1200 provided in an embodiment of this application is shown. The device 1200 includes: an acquisition unit 1210 for acquiring vehicle driving information and environmental information surrounding the vehicle; and a torque limiting unit 1220 for assessing the accident risk of the vehicle and limiting the output torque of the vehicle when it is determined, based on the driving information and the environmental information, that the driver has mistakenly engaged a gear or accidentally pressed the accelerator pedal.

[0185] Optionally, the device 1200 further comprises a risk assessment unit configured to assess an accident risk of the vehicle when it is determined that the driver misshifts the gear or missteps the accelerator pedal according to the driving information and the environment information, and obtain a risk assessment result; and the torque limiting unit 1220 is specifically configured to limit the output torque of the vehicle according to the risk assessment result.

[0186] Optionally, the driving information comprises first gear information of the vehicle currently in, and the device 1200 further comprises a first determination unit configured to determine a first set of driving trajectories of the vehicle according to the first gear information and determine a second set of driving trajectories of the vehicle according to second gear information, wherein a driving direction corresponding to the first gear information is opposite to a driving direction corresponding to the second gear information; and the first determination unit is further configured to determine that the driver misshifts the gear when it is determined that the vehicle has no obstacle avoidance space according to a driving trajectory in the first set of driving trajectories and the information of the obstacle and it is determined that the vehicle has the obstacle avoidance space according to a driving trajectory in the second set of driving trajectories.

[0187] Optionally, the driving information comprises first gear information of the vehicle currently in, and the device 1200 further comprises a second determination unit configured to determine a first maximum collision trajectory length of the vehicle according to the first gear information and determine a second maximum collision trajectory length of the vehicle according to the second gear information, wherein a driving direction corresponding to the first gear information is opposite to a driving direction corresponding to the second gear information; and the second determination unit is further configured to determine that the driver misshifts the gear when the second maximum collision trajectory length is greater than a first preset trajectory length and the second maximum collision trajectory length is greater than a sum of the first maximum collision trajectory length and a second preset length.

[0188] Optionally, the device 1200 further comprises a third determination unit configured to determine that the vehicle is in a stationary state before the risk assessment unit assesses the accident risk of the vehicle.

[0189] Optionally, the device 1200 further comprises a control unit configured to control a prompt device to issue a misshifted gear warning.

[0190] Optionally, the control unit is specifically configured to control the prompt device to issue the warning information when the driver switches the gear to the first gear, or control the prompt device to issue the warning information after a preset time period after the driver switches the gear to the first gear.

[0191] Optionally, the driving information comprises information of an accelerator pedal, and the device 1200 further comprises a fourth determination unit configured to determine that the driver mistakenly steps on the accelerator pedal when the environmental information indicates that there is a first obstacle in a first preset range along a driving direction of the vehicle and the information of the accelerator pedal satisfies a preset condition, a height of the first obstacle being greater than or equal to a preset height; and the preset condition comprises at least one of the following: an opening degree of the accelerator pedal is greater than or equal to a first preset opening degree and a rate of change of the opening degree of the accelerator pedal in a preset time period is greater than or equal to a first opening degree change rate; or the opening degree of the accelerator pedal is greater than or equal to a second preset opening degree, the second preset opening degree being greater than the first preset opening degree.

[0192] Optionally, the fourth determination unit is specifically configured to determine that the driver mistakenly steps on the accelerator pedal when the first obstacle exists in the first preset range, a confidence of the first obstacle is less than or equal to a preset confidence, and the opening degree of the accelerator pedal is greater than or equal to the second preset opening degree.

[0193] Optionally, the fourth determination unit is further configured to determine that a speed of the vehicle is less than or equal to a first preset speed before determining that the driver mistakenly steps on the accelerator pedal.

[0194] Optionally, the environmental information comprises information of a second obstacle, and the device 1200 further comprises a fifth determination unit configured to determine that the driver mistakenly steps on the accelerator pedal when, according to the driving information of the vehicle and the information of the second obstacle, a time to collision (TTC) between the vehicle and the second obstacle is less than or equal to a preset TTC and the information of the accelerator pedal satisfies a preset condition, a height of the second obstacle being greater than or equal to a preset height; and the preset condition comprises at least one of the following: the opening degree of the accelerator pedal is greater than or equal to a third preset opening degree and the rate of change of the opening degree of the accelerator pedal in a preset time period is greater than or equal to a second opening degree change rate; or the opening degree of the accelerator pedal is greater than or equal to a fourth preset opening degree, the fourth preset opening degree being greater than the third preset opening degree.

[0195] Optionally, the fifth determination unit is specifically configured to determine that the driver mistakenly steps on the accelerator pedal when the TTC between the vehicle and the second obstacle is less than or equal to the preset TTC, a confidence of the second obstacle is less than a preset confidence, and the opening degree of the accelerator pedal is greater than the fourth preset opening degree.

[0196] Optionally, the fifth determination unit is further configured to determine that a speed of the vehicle is greater than or equal to a second preset speed before determining that the driver mistakenly steps on the accelerator pedal.

[0197] Optionally, the device 1200 further comprises a control unit configured to control a prompt device to issue a mistakenly stepping on the accelerator pedal warning.

[0198] For example, the function implemented by the acquisition unit 1210 can be implemented by a processor, a circuit or a chip in the computing platform 120. For example, the function can be implemented by the processor 121. The processor 121 can acquire the driving information of the vehicle, and the processor 121 can acquire the data collected by the perception system 110 and acquire the environmental information around the vehicle according to the data collected by the perception system 110.

[0199] For example, the function implemented by the torque limiting unit 1220 can be implemented by a processor, a circuit or a chip in the computing platform 120. For example, the function can be implemented by the processor 122. The processor 122 can determine whether the driver performs a misoperation based on the driving information obtained by the processor 121 and the environmental information around the vehicle, and limit the output torque of the vehicle when it is determined that the driver performs a misoperation.

[0200] The function implemented by the acquisition unit 1210 and the function implemented by the torque limiting unit 1220 can be implemented by the same processor or different processors, and the embodiments of the present application do not make a specific limitation.

[0201] 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 embodiments, which will not be described here.

[0202] In several embodiments provided in the present application, it should be understood that the disclosed system, device and method can be implemented in other ways. For example, 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 interface, device or unit, and can be electrical, mechanical or other forms.

[0203] 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, they can be located in one place, or can be distributed on a plurality of network units. Some or all of the units can be selected according to actual needs to achieve the purpose of the embodiments.

[0204] In addition, each functional unit in each embodiment of the present application can be integrated in one processing unit, or each unit can exist physically, or two or more units can be integrated in one unit.

[0205] If the functions are implemented in the form of software function units and sold or used as independent products, they can be stored in a computer readable storage medium. Based on this understanding, the technical solutions of the present application essentially or the parts that contribute to the prior art or parts of the technical solutions can be embodied in the form of a software product. 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 methods described in the various embodiments of the present application. The aforementioned storage medium includes: a U disk, a mobile hard disk, a read-only memory (ROM), a random access memory (RAM), a magnetic disk or an optical disk, and various media that can store program codes.

[0206] The above is only a specific implementation of the present application, but the protection scope of the present application is not limited thereto. Any person skilled in the art can easily think of changes or replacements within the technical scope disclosed in the present application, which 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. An intelligent driving method, characterized in that, include: Acquire vehicle driving information and environmental information surrounding the vehicle; When it is determined, based on the driving information and the environmental information, that the driver has mistakenly engaged a gear or pressed the accelerator pedal, the accident risk of the vehicle is assessed, and a risk assessment result is obtained. Based on the risk assessment results, the output torque of the vehicle is limited.

2. The method according to claim 1, characterized in that, The driving information includes the vehicle's current first gear information. Before assessing the accident risk of the vehicle, the method further includes: Based on the first gear information, a first set of driving trajectories for the vehicle is determined, and based on the second gear information, a second set of driving trajectories for the vehicle is determined, wherein the driving direction corresponding to the first gear information is opposite to the driving direction corresponding to the second gear information. When it is determined that the vehicle has no obstacle avoidance space based on the driving trajectory in the first driving trajectory set and the information of the obstacle, and it is determined that the vehicle has obstacle avoidance space based on the driving trajectory in the second driving trajectory set and the information of the obstacle, it is determined that the driver has mistakenly engaged a gear.

3. The method according to claim 1, characterized in that, The driving information includes the vehicle's current first gear information. Before assessing the accident risk of the vehicle, the method further includes: Based on the first gear information, the first maximum collision trajectory length of the vehicle is determined, and based on the second gear information, the second maximum collision trajectory length of the vehicle is determined, wherein the driving direction corresponding to the first gear information is opposite to the driving direction corresponding to the second gear information. When the second maximum collision trajectory length is greater than the first preset trajectory length and the second maximum collision trajectory length is greater than the sum of the first maximum collision trajectory length and the second preset length, it is determined that the driver has mistakenly engaged a gear.

4. The method according to claim 2 or 3, characterized in that, Before assessing the accident risk of the vehicle, the method further includes: It is determined that the vehicle is stationary.

5. The method according to any one of claims 2 to 4, characterized in that, The method further includes: The control prompt device issues an alarm for incorrect gear engagement.

6. The method according to claim 5, characterized in that, The control prompting device issues alarm information, including: When the system detects that the driver has shifted the gear to the first gear, it controls the warning device to issue an alarm message; or... After a preset time elapsed since the driver shifted gears to the first gear, the system controls the warning device to issue an alarm message.

7. The method according to claim 1, characterized in that, The driving information includes accelerator pedal information, and before assessing the accident risk of the vehicle, the method further includes: When the environmental information indicates the presence of a first obstacle within a first preset range along the vehicle's direction of travel and the accelerator pedal information meets preset conditions, it is determined that the driver has mistakenly pressed the accelerator pedal, and the height of the first obstacle is greater than or equal to a preset height. The preset conditions include at least one of the following: The accelerator pedal opening degree is greater than or equal to a first preset opening degree, and the rate of change of the accelerator pedal opening degree within a preset time period is greater than or equal to the first rate of change of opening degree; or, The opening degree of the accelerator pedal is greater than or equal to the second preset opening degree, and the second preset opening degree is greater than the first preset opening degree.

8. The method according to claim 7, characterized in that, When the environmental information indicates the existence of a first obstacle within a first preset range along the vehicle's direction of travel and the accelerator pedal information meets preset conditions, determining that the driver has mistakenly pressed the accelerator pedal includes: If the information of the first obstacle exists within the first preset range, and the confidence level of the first obstacle is less than or equal to a preset confidence level and the opening degree of the accelerator pedal is greater than or equal to the second preset opening degree, it is determined that the driver has mistakenly pressed the accelerator pedal.

9. The method according to claim 7 or 8, characterized in that, Before determining that the driver has mistakenly pressed the accelerator pedal, the method further includes: The speed of the vehicle is determined to be less than or equal to a first preset speed.

10. The method according to claim 1, characterized in that, The environmental information includes information about the second obstacle, and the assessment of the accident risk of the vehicle includes: Based on the vehicle's driving information and the information of the second obstacle, if it is determined that the collision time TTC between the vehicle and the second obstacle is less than or equal to a preset TTC and the information of the accelerator pedal meets a preset condition, it is determined that the driver has mistakenly pressed the accelerator pedal and the height of the second obstacle is greater than or equal to a preset height. The preset conditions include at least one of the following: The accelerator pedal opening degree is greater than or equal to a third preset opening degree, and the rate of change of the accelerator pedal opening degree within a preset time period is greater than or equal to a second rate of change; or, The opening degree of the accelerator pedal is greater than or equal to a fourth preset opening degree, and the fourth preset opening degree is greater than the third preset opening degree.

11. The method according to claim 10, characterized in that, The step of determining that the driver has mistakenly pressed the accelerator pedal when, based on the vehicle's driving information and the information of the second obstacle, the collision time time (TTC) between the vehicle and the obstacle is less than or equal to a preset TTC and the accelerator pedal information meets a preset condition, includes: If the time to stop (TTC) between the vehicle and the second obstacle is less than or equal to a preset TTC, the confidence level of the second obstacle is less than a preset confidence level, and the opening of the accelerator pedal is greater than the fourth preset opening, it is determined that the driver has mistakenly pressed the accelerator pedal.

12. The method according to claim 10 or 11, characterized in that, Before determining that the driver has mistakenly pressed the accelerator pedal, the method includes: The speed of the vehicle is determined to be greater than or equal to the second preset speed.

13. The method according to any one of claims 7 to 12, characterized in that, The method further includes: The control alert device issues a warning for accidental pressing of the accelerator pedal.

14. An intelligent driving device, characterized in that, include: The acquisition unit is used to acquire the vehicle's driving information and the environmental information surrounding the vehicle. The risk assessment unit is used to assess the accident risk of the vehicle when it is determined, based on the driving information and the environmental information, that the driver has mistakenly shifted gears or pressed the accelerator pedal, and to obtain a risk assessment result. A torque limiting unit is used to limit the output torque of the vehicle based on the risk assessment results.

15. The apparatus according to claim 14, characterized in that, The driving information includes the vehicle's current first gear information, and the device further includes: The first determining unit is configured to determine a first set of driving trajectories of the vehicle based on the first gear information and to determine a second set of driving trajectories of the vehicle based on the second gear information, wherein the driving direction corresponding to the first gear information is opposite to the driving direction corresponding to the second gear information. The first determining unit is further configured to determine that the driver has mistakenly engaged a gear when it is determined that the vehicle has no obstacle avoidance space based on the driving trajectory in the first driving trajectory set and the information of the obstacle, and that the vehicle has obstacle avoidance space based on the driving trajectory in the second driving trajectory set and the information of the obstacle.

16. The apparatus according to claim 14, characterized in that, The driving information includes the vehicle's current first gear information, and the device further includes: The second determining unit is used to determine the first maximum collision trajectory length of the vehicle based on the first gear information and to determine the second maximum collision trajectory length of the vehicle based on the second gear information, wherein the driving direction corresponding to the first gear information is opposite to the driving direction corresponding to the second gear information. The second determining unit is further configured to determine that the driver has mistakenly engaged a gear when the second maximum collision trajectory length is greater than the first preset trajectory length and the second maximum collision trajectory length is greater than the sum of the first maximum collision trajectory length and the second preset length.

17. The apparatus according to claim 15 or 16, characterized in that, The device further includes: The third determining unit is used to determine that the vehicle is stationary before the risk assessment unit assesses the accident risk of the vehicle.

18. The apparatus according to any one of claims 15 to 17, characterized in that, The device further includes: The control unit is used to control the warning device to issue an alarm for incorrect gear shifting.

19. The apparatus according to claim 18, characterized in that, The control unit is specifically used for: When the driver shifts the gear to the first gear, the warning device is controlled to issue an alarm message; or... After a preset time elapsed since the driver shifted gears to the first gear, the system controls the warning device to issue an alarm message.

20. The apparatus according to claim 14, characterized in that, The driving information includes information about the accelerator pedal, and the device further includes: The fourth determining unit is used to determine, when the environmental information indicates that there is information about a first obstacle within a first preset range along the vehicle's driving direction and the information about the accelerator pedal meets preset conditions, that the driver has mistakenly pressed the accelerator pedal and the height of the first obstacle is greater than or equal to a preset height. The preset conditions include at least one of the following: The accelerator pedal opening degree is greater than or equal to a first preset opening degree, and the rate of change of the accelerator pedal opening degree within a preset time period is greater than or equal to the first rate of change of opening degree; or, The opening degree of the accelerator pedal is greater than or equal to the second preset opening degree, and the second preset opening degree is greater than the first preset opening degree.

21. The apparatus according to claim 20, characterized in that, The fourth determining unit is specifically used for: If the information of the first obstacle exists within the first preset range, and the confidence level of the first obstacle is less than or equal to a preset confidence level and the opening degree of the accelerator pedal is greater than or equal to the second preset opening degree, it is determined that the driver has mistakenly pressed the accelerator pedal.

22. The apparatus according to claim 20 or 21, characterized in that, The fourth determining unit is also used to determine that the speed of the vehicle is less than or equal to a first preset speed before determining that the driver has mistakenly pressed the accelerator pedal.

23. The apparatus according to claim 14, characterized in that, The environmental information includes information about the second obstacle, and the device further includes: The fifth determining unit is used to determine that the driver has mistakenly pressed the accelerator pedal and the height of the second obstacle is greater than or equal to a preset height when, based on the vehicle's driving information and the information of the second obstacle, the collision time TTC between the vehicle and the obstacle is less than or equal to a preset TTC and the information of the accelerator pedal meets a preset condition. The preset conditions include at least one of the following: The accelerator pedal opening degree is greater than or equal to a third preset opening degree, and the rate of change of the accelerator pedal opening degree within a preset time period is greater than or equal to a second rate of change; or, The opening degree of the accelerator pedal is greater than or equal to a fourth preset opening degree, and the fourth preset opening degree is greater than the third preset opening degree.

24. The apparatus according to claim 23, characterized in that, The fifth determining unit is specifically used for: If the time to stop (TTC) between the vehicle and the second obstacle is less than or equal to a preset TTC, the confidence level of the second obstacle is less than a preset confidence level, and the opening of the accelerator pedal is greater than the fourth preset opening, it is determined that the driver has mistakenly pressed the accelerator pedal.

25. The apparatus according to claim 23 or 24, characterized in that, The fifth determining unit is further configured to determine that the speed of the vehicle is greater than or equal to a second preset speed before determining that the driver has mistakenly pressed the accelerator pedal.

26. The apparatus according to any one of claims 20 to 25, characterized in that, The device further includes: The control unit is used to control the warning device to issue an alarm for accidentally pressing the accelerator pedal.

27. An intelligent driving device, characterized in that, include: A processor for executing a computer program stored in memory to cause the apparatus to perform the method as described in any one of claims 1 to 13.

28. The apparatus according to claim 27, characterized in that, The device also includes the memory.

29. An intelligent driving system, characterized in that, The control system includes a sensing system and a computing platform, the computing platform including the control device as described in any one of claims 14 to 28.

30. A vehicle, characterized in that, Includes the apparatus as described in any one of claims 14 to 28, or includes the system as described in claim 29.

31. A computer-readable storage medium, characterized in that, It stores instructions that, when executed by a processor, cause the processor to implement the method as described in any one of claims 1 to 13.

32. A computer program product, characterized in that, The computer program product includes computer program code that, when run on a computer, causes the computer to perform the method as described in any one of claims 1 to 13.

33. A chip, characterized in that, The chip includes circuitry for performing the method as described in any one of claims 1 to 13.

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