Driving behavior prompting control method and vehicle

Abstract

This application provides a driving behavior reminder control method and vehicle. It prioritizes automatically switching to the driver's historical manual control mode, aligning with the user's habits. Furthermore, it switches the current broadcast mode based on driving error information from historical manual control modes, avoiding mode mismatches caused by inaccurate driver judgment. By reducing the frequency of broadcast mode switching, it decreases user errors, improving driving safety and compliance. When historical and current manual control modes are unavailable, it collaboratively assesses the driver's proficiency based on user driving behavior data and external environmental data, matching differentiated broadcast modes according to the driver's proficiency level to further enhance driving safety and compliance.

Description

Technical Field

[0001] This application relates to the field of driver assistance technology, and in particular to a method for alerting and controlling driving behavior and a vehicle. Background Technology

[0002] In-vehicle alert systems often use fixed broadcast logic, which cannot adapt to the needs of drivers with different driving experience: novice drivers need frequent traffic rule reminders and operation guidance, but lack targeted guidance; experienced drivers do not need redundant reminders, but are often disturbed by uniform broadcasts, and cannot provide optimization suggestions when drivers make mistakes, resulting in low reminder efficiency and poor user experience. Summary of the Invention

[0003] In view of this, the purpose of this application is to propose a driving behavior reminder control method and vehicle, which automatically matches differentiated broadcast modes according to the driver's driving proficiency based on the user's historical behavior and driving behavior, thereby improving driving safety and standardization.

[0004] To achieve the above objectives, this application provides a method for alerting and controlling driving behavior, comprising:

[0005] Detect the presence of historical manual control modes when starting the vehicle; In response to the existence of the historical manual control mode, the historical manual control mode is determined as the current broadcast mode, and mode switching control is performed based on the driving error information and the current broadcast mode; In response to the absence of the historical manual control mode and the absence of a manual switching command, the system enters the normal broadcast mode, provides driving behavior reminders in the target driving scenario, and performs mode switching control based on driving behavior data and external environment data. The driving risk level of the target driving scenario is greater than or equal to a preset first risk level threshold.

[0006] Optionally, the mode switching control based on the driving error information and the current broadcast mode includes: In response to the current broadcast mode being the novice broadcast mode, a driving behavior reminder is given, and a first error count threshold corresponding to the novice broadcast mode is determined; The number of first erroneous operations within a preset time period is determined based on the driving error information; In response to the first number of erroneous operations being less than or equal to a preset first number of erroneous operations threshold, a target broadcast mode is determined based on the first number of erroneous operations, and a mode switching prompt is given based on the novice broadcast mode and the target broadcast mode.

[0007] Optionally, determining the target broadcast mode based on the first number of erroneous operations includes: Determine the second error threshold corresponding to the veteran broadcasting mode; In response to the first number of erroneous operations being greater than the second number of erroneous operations threshold, the normal broadcast mode is determined as the target broadcast mode; In response to the first number of erroneous operations being less than or equal to the second number of erroneous operations threshold, the experienced operator broadcast mode is determined as the target broadcast mode.

[0008] Optionally, the mode switching control based on the driving error information and the current broadcast mode includes: In response to the current broadcast mode being the experienced driver broadcast mode, a driving behavior reminder is given in a high-risk driving scenario, and a second error count threshold corresponding to the experienced driver broadcast mode is determined; wherein, the risk level of the high-risk driving scenario is greater than or equal to a preset second risk level threshold, and the second risk level threshold is greater than the first risk level threshold; The number of second erroneous operations within a preset time period is determined based on the driving error information; In response to the second erroneous operation count being greater than or equal to a preset second erroneous operation count threshold, a target broadcast mode is determined based on the second erroneous operation count, and a mode switching prompt is given based on the experienced operator broadcast mode and the target broadcast mode.

[0009] Optionally, determining the target broadcast mode based on the number of second erroneous operations includes: Determine the first error threshold corresponding to the novice broadcast mode; In response to the second number of erroneous operations being greater than or equal to the first number of erroneous operations threshold, the novice broadcast mode is determined as the target broadcast mode; In response to the second number of erroneous operations being less than the first number of erroneous operations threshold, the normal broadcast mode is determined as the target broadcast mode.

[0010] Optionally, the mode switching control based on the driving error information and the current broadcast mode includes: In response to the current broadcast mode being normal broadcast mode, the number of third erroneous operations within a preset time period is determined based on the driving error information; In response to the third number of erroneous operations being greater than or equal to the first number of erroneous operations threshold, the novice broadcast mode is determined as the target broadcast mode; In response to the third number of erroneous operations being less than or equal to the second number of erroneous operations threshold, the experienced operator broadcast mode is determined as the target broadcast mode.

[0011] Optionally, the mode switching control based on driving behavior data and external environment data includes: The driving stability index is determined based on the driving behavior data; Based on the driving behavior data and the external environment data, driving predictability indicators, environmental interaction indicators, and emergency response indicators are determined. The driving proficiency score is obtained by weighting the driving stability index, driving predictability index, environmental interaction index, and emergency handling index according to a preset set of weighting coefficients. In response to the driving proficiency score being greater than or equal to a preset first score threshold, the normal broadcast mode is switched to the experienced driver broadcast mode to provide driving behavior reminders in high-risk driving scenarios. In response to the driving proficiency score being less than or equal to a preset second score threshold, the normal broadcast mode is switched to the novice broadcast mode; Wherein, the first scoring threshold is greater than the second scoring threshold.

[0012] Optionally, determining the driving stability index based on the driving behavior data includes: The standard deviation and kurtosis of longitudinal acceleration during driving are determined based on the driving behavior data, and a longitudinal stability score is determined based on the distribution of the standard deviation and kurtosis. The average steering wheel control amplitude and frequency during driving are determined based on the driving behavior data, and a lateral stability score is determined based on the average steering wheel control amplitude and the frequency of operation. The sum of the longitudinal stability score and the lateral stability score is determined as the driving stability index.

[0013] Optionally, determining the driving predictability index, environmental interaction index, and emergency response index based on the driving behavior data and the external environment data includes: Based on the driving behavior data and the external environment data, a kinetic energy management score and a predictive control score are determined, and the sum of the kinetic energy management score and the predictive control score is determined as the driving predictability index. The steering control score and lane keeping score are determined based on the driving behavior data and the external environment data, and the sum of the steering control score and the lane keeping score is determined as the environmental interactivity index. Based on the driving behavior data and the external environment data, a road scene score and a weather scene score are determined, and the sum of the road scene score and the weather scene score is determined as the emergency response indicator.

[0014] Based on the same inventive concept, this application also provides a vehicle including an electronic device that implements the method described above.

[0015] As described above, the driving behavior reminder and control method and vehicle provided in this application detect the existence of a historical manual control mode when the vehicle is started. If a historical manual control mode exists, it is determined as the current broadcast mode, and mode switching control is performed based on driving error information and the current broadcast mode. If no historical manual control mode exists and no manual switching command is available, the vehicle enters a normal broadcast mode, provides driving behavior reminders in the target driving scenario, and performs mode switching control based on driving behavior data and external environment data. Prioritizing automatic switching to the historical manual control mode that aligns with the user's habits, and switching the current broadcast mode based on the driver's driving error information under the historical manual control mode, avoids mode mismatch caused by inaccurate subjective judgment by the driver. By reducing the switching of broadcast modes, user errors are reduced, improving driving safety and standardization. When neither historical nor current manual control exists, the driver's driving proficiency is assessed collaboratively based on the user's driving behavior data and external environment data, and a differentiated broadcast mode is matched according to the driver's proficiency to improve driving safety and standardization. Attached Figure Description

[0016] To more clearly illustrate the technical solutions in this application or related technologies, the drawings used in the description of the embodiments or related technologies will be briefly introduced below. Obviously, the drawings described below are only embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0017] Figure 1 This is a flowchart of a driving behavior reminder and control method according to an embodiment of this application; Figure 2 This is a schematic diagram of a driving behavior reminder and control device according to an embodiment of this application; Figure 3 This is a schematic diagram of an electronic device according to an embodiment of this application. Detailed Implementation

[0018] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with specific embodiments and the accompanying drawings.

[0019] It should be noted that, unless otherwise defined, the technical or scientific terms used in the embodiments of this application should have the ordinary meaning understood by one of ordinary skill in the art to which this application pertains. The terms "first," "second," and similar terms used in the embodiments of this application do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Terms such as "comprising" or "including" mean that the element or object preceding the word encompasses the elements or objects listed after the word and their equivalents, without excluding other elements or objects. Terms such as "connected" or "linked" are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. Terms such as "upper," "lower," "left," and "right" are only used to indicate relative positional relationships; when the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0020] In this article, it is important to understand that any number of elements in the accompanying figures is for illustrative purposes and not for limitation, and any naming is for distinction only and has no limiting meaning.

[0021] Based on the above background description, the following situations also exist in the related technologies: In-vehicle alert systems (such as basic speeding warnings and lane departure warnings) are essentially passive response systems based on simple rules. Their triggering conditions are singular, and the system's preset triggering conditions are usually isolated and absolute. For example, exceeding a set speed (e.g., 120 km / h) triggers a speeding warning, and detecting a wheel crossing a lane line triggers a lane departure warning. The response method is fixed; for any triggering condition, the system's response (reminder content, broadcast frequency, and warning intensity) is pre-programmed, completely consistent for all users, and lacks any adaptability. Furthermore, it lacks context awareness; the system cannot perceive or understand the complexity of the current driving scenario, the driver's experience level, real-time status, or historical driving habits.

[0022] A fixed broadcast logic leads to a contradiction between the diversity of the user group and the uniformity of the system broadcasts. Drivers with different driving experiences have significantly different needs for reminders. For novice drivers, the fixed broadcast logic is insufficient; the broadcast reminders provided by the in-vehicle alert system are fragmented and unsystematic. It only tells novices "you are speeding," but doesn't offer forward-looking guidance on basic but crucial aspects such as starting, following other vehicles, changing lanes, and observing intersections. Novice drivers need an "electronic coach" system; the existing system is merely a "belated" sentinel. In other words, novice drivers require high-density, comprehensive, and educational guidance to establish correct driving muscle memory and safety awareness.

[0023] For experienced drivers: Excessive, repetitive, and overly basic reminders, delivered through fixed broadcast logic, cause serious "reminder fatigue" and driving interference for experienced drivers. Experienced drivers have highly automated vehicle control and road condition judgment, and do not need the system to remind them to "use your turn signal" before every lane change. This redundant information is gradually filtered out by the brain, and may even cause frustration, leading drivers to potentially turn off all reminders, thus missing crucial warnings in truly dangerous situations (such as severe speeding or sudden accidents ahead). In short, experienced drivers need precise reminders with minimal interference, targeting only high-risk and abnormal situations.

[0024] Fixed-logic warnings can also create a conflict between the dynamic nature of driving behavior and the static nature of system patterns. A driver's state is not static. Systems with fixed-logic warnings cannot handle this dynamic change. Experienced drivers who are usually steady may experience brief periods of "new driver" behavior when fatigued, distracted, emotionally agitated, or entering unfamiliar or complex road conditions. Systems with fixed-logic warnings fail to recognize this decline in performance and continue to provide low-density warnings, missing opportunities to offer more assistance at crucial moments.

[0025] Novice drivers' skills improve over time. However, systems with fixed broadcast logic cannot detect this growth and will continue to use the same set of frequent reminders, failing to dynamically change their reminder strategies and hindering the development of driver confidence.

[0026] The driving behavior reminder and control method and vehicle provided in this application detect whether a historical manual control mode exists when the vehicle is started. If a historical manual control mode exists, it is determined as the current broadcast mode, and mode switching control is performed based on driving error information and the current broadcast mode. If no historical manual control mode exists and no manual switching command is available, the vehicle enters a normal broadcast mode, provides driving behavior reminders in the target driving scenario, and performs mode switching control based on driving behavior data and external environment data. Prioritizing automatic switching to the historical manual control mode that aligns with the user's habits, and switching the current broadcast mode based on the driver's driving error information under the historical manual control mode, avoids mode mismatch caused by inaccurate subjective judgment by the driver. By reducing the frequency of broadcast mode switching, user errors are reduced, improving driving safety and standardization. When neither historical nor current manual control exists, the driver's driving proficiency is assessed collaboratively based on the user's driving behavior data and external environment data. A differentiated broadcast mode is then matched based on the driver's proficiency to further enhance driving safety and standardization. The driving behavior reminder and control method provided by the embodiments of this application will be described in detail below with reference to the accompanying drawings.

[0027] In some embodiments, such as Figure 1 As shown, a method for alerting and controlling driving behavior includes: Step 101: Detect the presence of a historical manual control mode when starting the vehicle.

[0028] In practice, when the vehicle starts, the system first checks the storage unit to see if the driver (identified by key, face, or account recognition) has a previously manually set and saved broadcast mode (such as "experienced driver mode"). Respecting the user's subjective choice is the highest priority, ensuring a consistent user experience and avoiding repeated settings every time the vehicle is used.

[0029] Each time the driver manually controls the broadcast mode, the in-vehicle reminder system maintains a configuration file in non-volatile memory (such as EEPROM or flash memory) for each driver ID (which can be bound via key chip, facial recognition, or login account). This configuration file records the last broadcast mode actively selected and confirmed by the driver (e.g., "Experienced Driver Broadcast Mode"). After the vehicle starts and the main control unit powers on, the system first identifies the current driver ID and then queries its corresponding configuration file. If a valid mode identifier (not empty and within the enumerated value range) exists in the configuration file, it is determined that a historical manual control mode exists. That is, the historical manual control mode is the control mode last manually selected by the user. Control modes that are automatically switched are not recorded as historical manual control modes.

[0030] For cases where a historical manual control mode exists, it is only necessary to assess whether the user's subjective choice matches their actual driving ability based on the user's operational errors. For cases where a historical manual control mode does not exist, the user's current driving ability is assessed in real time based on real-time driving behavior in the current environment, and the system switches to a broadcast mode that matches the current driving ability.

[0031] Step 102: In response to the existence of a historical manual control mode, the historical manual control mode is determined as the current broadcast mode, and mode switching control is performed based on the driving error information and the current broadcast mode.

[0032] In practice, if a historical manual control mode exists, it will be directly used as the current broadcast mode for this driving session. The user's manual selection is the most direct expression of their needs, and the system should prioritize this. Based on this, the system does not operate rigidly but monitors driving error information in real time, providing a data basis for possible dynamic mode switching (such as suggesting a switch to normal mode when an experienced driver is not performing well). Adopting a memory-first principle, prioritizing the user's subjective choices ensures a consistent user experience.

[0033] When a historical manual control mode exists, the system reads the mode identifier from the configuration file and sets it as the "current broadcast mode" for the current driving session. All subsequent reminder logic will be based on this mode. In this mode, the system simultaneously activates the driving status monitoring module, which continuously collects data from the CAN bus, sensors, and navigation system, analyzes driving behavior in real time, identifies and records "driving error information" (such as changing lanes without using turn signals, following too closely, sudden braking, etc.), and provides a data stream for possible subsequent dynamic mode switching.

[0034] Step 103: In response to the absence of a historical manual control mode and a manual switching command, enter the normal broadcast mode, provide driving behavior reminders in the target driving scenario, and perform mode switching control based on driving behavior data and external environment data. The driving risk level of the target driving scenario is greater than or equal to the preset first risk level threshold.

[0035] In practice, if no historical manual control mode exists, it means the user has never manually set it and did not immediately switch to it after startup. In this case, the system enters the default normal broadcast mode. The normal broadcast mode is a safe and moderate initial state, providing basic protection without excessively interfering with the driver. In the normal broadcast mode, the system initiates an intelligent recognition process, objectively assessing the driver's proficiency by analyzing actual driving behavior data and external environmental data, providing a basis for automatically switching to a more suitable mode (new or experienced driver).

[0036] When no historical manual control mode exists, the system sets the current broadcast mode to normal broadcast mode. This is a preset baseline mode with a balanced risk and warning density. The system then initiates a data-driven driving proficiency assessment process. The core of this process is to determine the user's driving proficiency based on a collaborative judgment of driving behavior and the external environment. It integrates driving behavior data (such as accelerator opening, braking force, and steering wheel angle) and external environment data (such as weather, road condition complexity, and time) to improve the accuracy of proficiency assessment and provide a data foundation for mode switching control.

[0037] The driving behavior reminder control method provided in this application, through dynamic intervention and precise reminders, enhances driving safety. The system can identify dynamic changes in the driver's state and proactively intervenes when the driver's state declines (such as fatigue or distraction), providing a higher level of protection. It monitors operational errors by experienced drivers. When the system detects multiple operational errors within a short period (reaching or exceeding the "second error count threshold"), it immediately determines that the driver's state is abnormal and proactively suggests switching to a more comprehensive "normal mode" or even a "novice mode." This solves the critical flaw of "not being able to provide optimization suggestions when the driver makes operational errors," transforming the passive discovery of safety hazards into proactive early warning and intervention.

[0038] Different driving modes correspond to driving scenarios with different risk levels, ensuring that critical risks are not overlooked and non-critical risks do not cause interference. The novice driver alert mode covers low, medium, and high-risk scenarios, acting as an "electronic coach" to help new drivers establish comprehensive safety awareness and operating habits. The normal mode only needs to cover medium and high-risk scenarios, striking a balance between ensuring safety and minimizing interference. The experienced driver mode only covers high-risk scenarios (such as severe speeding and forward collision warning), ensuring that alerts are issued only in truly dangerous situations. This avoids redundant reminders for experienced drivers (leading to "reminder fatigue") and insufficient key reminders for novice drivers, which can occur with fixed alert logic.

[0039] By adapting personalized broadcast modes, the system eliminates the interference of a one-size-fits-all approach, catering to the needs of drivers with varying experience levels and providing differentiated alert experiences. For novice drivers, a novice broadcast mode offers intensive and comprehensive guidance, alleviating their anxiety and accelerating their driving skill development. For experienced drivers, a veteran broadcast mode minimizes unnecessary alerts, creating a quiet and comfortable driving environment that allows them to focus on driving itself. For average drivers, a default standard broadcast mode provides a balanced alert strategy, balancing safety and comfort.

[0040] This fundamentally resolves the contradiction between the diversity of the user base and the uniformity of system announcements, avoiding the potential risk of experienced drivers turning off all alerts due to excessive annoyance. The announcement mode switching is flexible and controllable, balancing convenience and autonomy. The combination of "manual selection" and "intelligent recognition" provides users with significant flexibility and a sense of control. Manual selection satisfies users' immediate and explicit preferences (e.g., actively switching to normal mode when feeling tired). Intelligent recognition reduces the user's operational burden; the system automatically learns and adapts to driver habits seamlessly, demonstrating intelligent convenience. The system is no longer a set of rules imposed on the user, but a conversational and customizable intelligent assistant.

[0041] For novice drivers, the system can recognize their progress and provide "upgrade" encouragement, boosting their driving confidence. When a novice driver's error rate significantly decreases and falls below a threshold, the system will suggest switching to a more lenient alert mode. This positive feedback allows drivers to feel their skills are improving. It solves the problem of fixed systems failing to adapt to driver "learning and growth," enabling the system and driver to progress together.

[0042] In some embodiments, mode switching control is performed based on driving error information and the current broadcast mode, including: In response to the current broadcast mode being the novice broadcast mode, a driving behavior reminder is given, and the first error count threshold corresponding to the novice broadcast mode is determined; Determine the number of first erroneous operations within a preset time period based on driving error information; In response to the first erroneous operation count being less than or equal to a preset first erroneous operation count threshold, the target broadcast mode is determined based on the first erroneous operation count, and a mode switching prompt is given based on the novice broadcast mode and the target broadcast mode.

[0043] The target broadcast mode is determined based on the number of first erroneous operations, including: Determine the second error threshold corresponding to the veteran broadcasting mode; In response to the first error operation count exceeding the second error count threshold, the normal broadcast mode is determined as the target broadcast mode; In response to the first error operation count being less than or equal to the second error count threshold, the experienced operator broadcast mode is determined as the target broadcast mode.

[0044] In practice, when the current broadcast mode is novice broadcast mode, it indicates that the historical manual control mode is novice broadcast mode, and the upgrade control logic in novice mode is executed. When the current broadcast mode is novice broadcast mode, it will provide assisted driving-based broadcast reminders for all low, medium, and high risk scenarios, with the highest reminder density. The upgrade control logic is determined by setting a first error threshold (e.g., 10 times / hour) and a second error threshold (e.g., 2 times / hour). The first error threshold (novice threshold) is a relatively lenient threshold (e.g., 10 times / hour), allowing novice drivers to make more mistakes during the learning process. The second error threshold (experienced driver threshold) is a very strict threshold (e.g., 2 times / hour), representing the extremely low error frequency that experienced drivers can tolerate.

[0045] In novice reporting mode, the system uses a sliding time window (e.g., lasting 30 minutes) to count the number of first-time erroneous operations within a preset time period (the length of the sliding time window). The sliding time window slides over time to ensure that the statistics reflect the most recent performance. Optionally, error types are weighted; for example, failing to use turn signals when changing lanes may be weighted higher than minor speeding.

[0046] Then, a comparison is made between the number of first-error operations and the first-error threshold to determine whether a mode switch is necessary. If the number of first-error operations is greater than the first-error threshold, it indicates poor driver performance, with frequent errors or erroneous operations during driving. This suggests the driver still needs comprehensive guidance in the novice mode and requires frequent broadcast reminders to assist driving. In this case, the high-density novice broadcast mode should be maintained, and no mode switch is needed. If the number of first-error operations is less than or equal to the first-error threshold, it indicates good driver performance, with few errors or erroneous operations during driving. In this case, reducing the broadcast reminder density can reduce interference with the driver, triggering an upgrade assessment. The target broadcast mode is then determined based on the number of first-error operations.

[0047] At this point, the number of first-time erroneous operations is further compared with the more stringent second-time erroneous operation threshold corresponding to the experienced driver mode. If the number of first-time erroneous operations > the second-time erroneous operation threshold, it indicates that the driver's performance has significantly improved, but has not yet reached the experienced driver standard. The "Normal Broadcast Mode" is then designated as the target broadcast mode. Upgrading to Normal Broadcast Mode is recommended.

[0048] If the number of first-time errors is less than or equal to the threshold for the number of second-time errors, it indicates that the driver has performed excellently and has reached a proficient level. The system will then designate "Experienced Driver Reporting Mode" as the target reporting mode and directly recommend upgrading to it.

[0049] After determining the target broadcast mode, the system generates a mode switching prompt, such as informing the driver via voice and dashboard pop-up: "Your driving performance has been detected to be stable. We recommend switching to [X mode] for a better experience?" and providing "Yes / No" options.

[0050] By introducing a dual threshold comparison mechanism, the problem of the disconnect between novice driver skill development and system alerts is solved. It not only considers the absolute number of errors but also compares the thresholds of higher-level modes to accurately determine the driver's true proficiency level, achieving a smooth and precise upgrade from "novice" to "average" or directly to "experienced."

[0051] In some embodiments, mode switching control is performed based on driving error information and the current broadcast mode, including: In response to the current broadcast mode being the experienced driver broadcast mode, driving behavior reminders are issued in high-risk driving scenarios, and a second error count threshold corresponding to the experienced driver broadcast mode is determined; wherein, the risk level of the high-risk driving scenario is greater than or equal to the preset second risk level threshold, and the second risk level threshold is greater than the first risk level threshold; Determine the number of second erroneous operations within a preset time period based on driving error information; In response to a second erroneous operation count being greater than or equal to a preset second erroneous operation count threshold, the target broadcast mode is determined based on the second erroneous operation count, and a mode switching prompt is given based on the experienced user broadcast mode and the target broadcast mode.

[0052] The target broadcast mode is determined based on the number of second erroneous operations, including: Determine the first error threshold corresponding to the novice broadcast mode; In response to the second error operation count being greater than or equal to the first error count threshold, the novice broadcast mode is determined as the target broadcast mode; In response to the fact that the number of second erroneous operations is less than the threshold of the number of first erroneous operations, the normal broadcast mode is determined as the target broadcast mode.

[0053] In practical implementation, when the current broadcast mode is the "Experienced Driver Broadcast Mode," it indicates that the historical manual control mode was also the "Experienced Driver Broadcast Mode," and the upgrade control logic in the "Experienced Driver Mode" is executed. In the current "Experienced Driver Broadcast Mode," only high-risk scenarios will receive broadcast reminders based on assisted driving, with the lowest reminder density. Similarly, the upgrade control logic is determined by setting a second error count threshold (e.g., 10 times / hour) and a second error count threshold (e.g., 2 times / hour). In "Experienced Driver Broadcast Mode," the system uses the same sliding time window (e.g., 30 minutes) to count the number of second-error operations within a preset time period (the length of the sliding time window). The sliding time window slides over time to ensure that the statistics reflect the most recent performance.

[0054] Then, a comparison is made between the number of first-time erroneous operations and the second-time erroneous operation threshold to determine whether a mode switch is necessary. If the number of second-time erroneous operations is less than the second-time erroneous operation threshold, it indicates that the driver is performing well and rarely makes mistakes or erroneous operations during driving. The low-density, experienced driver alert mode should continue, and no mode switch is needed. If the number of second-time erroneous operations is greater than or equal to the second-time erroneous operation threshold, it indicates that the driver has made multiple operational errors in a short period of time, and the driver may be fatigued, distracted, or emotionally unstable. The driver requires more comprehensive alerts and more frequent alerts to assist in driving, triggering a downgrade assessment. The target alert mode is then determined based on the number of second-time erroneous operations.

[0055] At this point, the number of second-degree erroneous operations is further compared to the more lenient threshold for the first-degree erroneous operation, which corresponds to the novice mode. If the number of second-degree erroneous operations is greater than or equal to the threshold for the first-degree erroneous operation, it indicates that the driver is making very frequent mistakes and their performance is severely declining. The system strongly recommends downgrading to the most comprehensive novice broadcast mode to provide the greatest possible safety assurance. Therefore, downgrading to the novice broadcast mode is recommended.

[0056] If the number of second-order errors is less than the threshold for the number of first-order errors, it indicates that the situation has deteriorated but is not yet out of control. The system suggests downgrading to normal broadcast mode as a buffer. The system has determined normal broadcast mode as the target broadcast mode and directly suggests downgrading to normal broadcast mode.

[0057] After determining the target broadcast mode, the system generates a mode switching prompt, such as informing the driver via voice and dashboard pop-up: "Multiple operational errors have been detected. It is recommended to switch to [X mode] to improve safety?" and providing "Yes / No" options.

[0058] By introducing a dual threshold comparison mechanism, the system transforms from a passive alarm to an active safety control system. By setting a second error count threshold with low fault tolerance, the system intervenes promptly and provides higher-level protection suggestions when an abnormal state of an experienced driver is detected. This effectively solves the technical problem of "not being able to provide optimization suggestions when operational errors occur," and achieves safety assurance for human-machine collaborative assisted driving.

[0059] In some embodiments, mode switching control is performed based on driving error information and the current broadcast mode, including: In response to the current broadcast mode being normal broadcast mode, the number of third erroneous operations within a preset time period is determined based on driving error information; In response to the number of three erroneous operations being greater than or equal to the first erroneous operation threshold, the novice broadcast mode is determined as the target broadcast mode; In response to the fact that the number of three erroneous operations is less than or equal to the second erroneous operation threshold, the experienced operator broadcast mode is determined as the target broadcast mode.

[0060] In practice, when the current broadcast mode is the normal broadcast mode, it indicates that the historical manual control mode is the normal broadcast mode, and the upgraded control logic in the normal mode is executed. Based on driving error information, the number of times the user made the third erroneous operation while driving in normal mode within a preset time period is determined. If the number of the third erroneous operations is greater than or equal to the first erroneous operation threshold, it indicates that the user's driving ability is currently lacking and requires more detailed assistance and guidance. The novice driver broadcast mode is then designated as the target broadcast mode, providing voice-guided braking for the user in all driving scenarios. If the number of the third erroneous operations is less than or equal to the second erroneous operation threshold, it indicates that the user's driving ability is currently high and does not require excessive assistance and guidance. The experienced driver broadcast mode is then designated as the target broadcast mode to reduce interference with the user's driving.

[0061] In some embodiments, mode switching control is performed based on driving behavior data and external environment data, including: Determine driving stability indicators based on driving behavior data; Based on driving behavior data and external environment data, determine driving predictability indicators, environmental interaction indicators, and emergency response indicators; The driving proficiency score is obtained by weighting the driving stability index, driving predictability index, environmental interaction index, and emergency handling index according to the preset set of weight coefficients. In response to a driving proficiency score that is greater than or equal to a preset first score threshold, the normal broadcast mode is switched to the experienced driver broadcast mode to provide driving behavior reminders in high-risk driving scenarios. In response to a driving proficiency score being less than or equal to a preset second score threshold, the normal broadcast mode is switched to the novice broadcast mode to provide driving behavior reminders in low-risk, medium-risk, and high-risk driving scenarios. Among them, the first scoring threshold is greater than the second scoring threshold.

[0062] In practice, the driver's proficiency is quantitatively assessed based on driving behavior data and external environment data in the absence of prior information. First, a driving stability index needs to be determined based on the driving behavior data; the determination process is illustrated in the following example.

[0063] In some embodiments, determining a driving stability index based on driving behavior data includes: The standard deviation and kurtosis of longitudinal acceleration during driving are determined based on driving behavior data, and the longitudinal stability score is determined based on the distribution of the standard deviation and kurtosis. The average steering wheel control amplitude and frequency during driving are determined based on driving behavior data, and the lateral stability score is determined based on the average steering wheel control amplitude and frequency. The sum of the longitudinal stability score and the lateral stability score is determined as the driving smoothness index.

[0064] In practice, the stability index is used to quantify the precision and smoothness of the driver's longitudinal and lateral dynamic control of the vehicle.

[0065] The longitudinal stability score is determined by the longitudinal stability (throttle and brake control) during driving. It is calculated by extracting longitudinal acceleration sensor data from the CAN bus in the driving behavior data or by calculating instantaneous acceleration through speed signal differential. The process for determining the longitudinal stability score is as follows: Event extraction: Set thresholds (e.g., acceleration greater than +0.3g is considered rapid acceleration, less than -0.4g is considered sudden braking), and count the number of rapid acceleration / braking events per unit distance (per 100 kilometers) or per unit time. New players show significantly higher counts.

[0066] Distribution Analysis: Calculate the standard deviation (Std) and kurtosis of longitudinal acceleration throughout the entire journey. A larger standard deviation indicates more severe acceleration fluctuations and unstable control. Higher kurtosis means the data distribution has sharp peaks and heavy tails, indicating that the data is stable for most of the time (peaks) but interspersed with many extreme acceleration / braking events. Experienced drivers' acceleration distribution is closer to a normal distribution with lower kurtosis. The corresponding longitudinal stability score is then determined by consulting a pre-defined MAP relationship table based on the standard deviation and kurtosis.

[0067] Optionally, auxiliary analysis can be performed by analyzing the driver's control of the accelerator / brake pedals. The user's driving proficiency can be determined by observing the time series curves of accelerator pedal opening and brake pedal pressure. The curves of novice drivers show frequent "pulse-like" or "sawtooth" fluctuations; the curves of experienced drivers are closer to the shape of a "gentle slope" or "plateau".

[0068] Lateral stability score is determined by lateral stability (steering wheel and steering control) during driving. The data source is driving behavior data, specifically steering wheel angle and lateral acceleration from the CAN bus. During straight-line cruising (identified via GPS and lane line data), small steering wheel angles (e.g., within ±5 degrees) are filtered out.

[0069] Calculate the frequency (times / minute) and average amplitude of small steering wheel turns. Novice drivers have a high frequency and uneven amplitude; experienced drivers have a low frequency and make more decisive and smooth adjustments; average drivers fall in between. Therefore, the higher the frequency of operation and the more uneven the average amplitude (e.g., using average amplitude to measure the uniformity of the average amplitude), the lower the corresponding lateral stability score.

[0070] Finally, the sum of the longitudinal stability score and the lateral stability score is determined as the driving stability index. Alternatively, a corresponding weight can be assigned to each score, and the weighted sum of the longitudinal stability score and the lateral stability score can be determined as the driving stability index.

[0071] After determining the driving stability index, it is necessary to further determine the driving predictability index, environmental interaction index, and emergency response index, as shown in the following example.

[0072] In some embodiments, driving predictability indicators, environmental interaction indicators, and emergency response indicators are determined based on driving behavior data and external environment data, including: Based on driving behavior data and external environment data, the kinetic energy management score and the predictive control score are determined, and the sum of the kinetic energy management score and the predictive control score is determined as the driving predictability index. Steering control score and lane keeping score are determined based on driving behavior data and external environment data, and the sum of steering control score and lane keeping score is determined as the environmental interaction index. Road scene scores and weather scene scores are determined based on driving behavior data and external environment data. The sum of the road scene scores and weather scene scores is determined as the emergency response indicator.

[0073] In practice, the driving foresight index is used to quantify the driver's ability to predict road conditions ahead and to translate those predictions into economical and safe operation.

[0074] The kinetic energy management score is determined by kinetic energy management capability (the gold standard). Data sources for assessing kinetic energy management capability include driving behavior data such as speed, accelerator pedal position, brake pedal position, and GPS location (used for map and road condition matching). The assessment process includes identifying the vehicle's coasting time when the accelerator pedal is fully released and the brake pedal is not depressed. The coasting ratio is calculated as total coasting time / total travel time. Experienced drivers have significantly higher coasting ratios because they are adept at utilizing vehicle inertia; therefore, a higher coasting ratio results in a higher kinetic energy management score.

[0075] When determining the predictive control score, it is necessary to identify the starting point of all braking events. This involves retrospectively analyzing the accelerator pedal behavior in the period preceding braking (e.g., 5 seconds).

[0076] Experienced driver mode: Upon seeing a red light / slow-moving vehicle ahead → release the accelerator early to coast → apply gentle braking. The interval between releasing the accelerator and initiating braking is long, and the initial braking intensity is low.

[0077] Beginner Mode: Maintain throttle until approaching the obstacle → Apply the brakes suddenly. The interval is short or zero, and the initial braking intensity increases sharply. Whether there are red lights, slow-moving vehicles, or obstacles ahead needs to be determined based on external environmental data.

[0078] Therefore, the longer the interval time (the larger the corresponding interval score), the higher the initial braking intensity (the higher the corresponding braking intensity score), and the larger the predictive control score (the weighted sum of the interval score and the braking intensity score).

[0079] Optionally, a following behavior score can be used to assist in the judgment. The data sources are the vehicle's speed from driving behavior data, and the distance to other vehicles and the speed of the vehicle in front from the external environment data.

[0080] Calculate following distance = distance to other vehicle / relative speed (determined based on the speed of the vehicle in front and the speed of your own vehicle). Analyze the following distance distribution over a period of time, and statistically analyze the average following distance and the standard deviation of the following distance.

[0081] Experienced users: Maintain a safe and economical time interval (e.g., 2-3 seconds) and keep the distribution concentrated.

[0082] For beginners: The following distance is inconsistent and scattered, either too close (when nervous) or too far (when distracted or uncertain). Therefore, the more concentrated the following distance distribution, the higher the following behavior score.

[0083] Finally, the sum of the kinetic energy management score and the predictive control score was determined as the driving predictability index; Environmental interactivity indicators are used to quantify the degree to which drivers internalize traffic rules and the standard compliance of vehicles with the road environment.

[0084] Steering control score is determined by the regularity of turn signal usage. Steering control events are identified through driving behavior data such as steering wheel angle (greater than a certain threshold) or lane line camera data. For each steering control event, it is checked whether there is a turn signal on the same side within a specific time window (e.g., 3 seconds) before the action begins. The turn signal usage rate is then calculated as: number of effective control events with turn signals activated / total number of events. Experienced drivers have a turn signal usage rate close to 100%, so a higher turn signal usage rate results in a higher steering control score.

[0085] Lane keeping score is determined by lane keeping capability. The data source is the lateral offset from the vehicle center to the lane center provided by the forward-facing camera (lane line recognition) in the environmental data. In highway and expressway scenarios, the mean and standard deviation of the lateral offset are calculated.

[0086] Experienced drivers: The mean is close to 0 (driving in the middle), and the standard deviation is small (small fluctuations).

[0087] Beginners: The mean may be systematically skewed (habitually leaning to the left or right), and the standard deviation may be large ("drawing dragons" within the lane).

[0088] Lane crossing incidents: Defined as a "lane crossing incident" when the lateral deviation exceeds a certain percentage (e.g., 40%) of the lane width. This counts the number of lane crossings per unit distance. This indicator tends to rise significantly for novice drivers, especially on curves and during long-distance driving when fatigued.

[0089] Therefore, the lower the mean of lateral offset, the higher the mean score; the smaller the standard deviation of lateral offset, the higher the standard deviation score; the smaller the number of line-crossing events, the higher the line-crossing score; and the higher the lane-keeping score (the weighted sum of the mean score, standard deviation score, and line-crossing score).

[0090] Road scene scores and weather scene scores are determined based on driving behavior data and external environment data. The sum of the road scene scores and weather scene scores is determined as the emergency response indicator.

[0091] Finally, the sum of the steering control score and the lane keeping score was determined as the environmental interactivity index; Emergency response indicators are used to quantify a driver's ability to choose strategies and execute them stably under high-pressure and high-complexity scenarios.

[0092] When determining the road scene score, start-stop cycle events are identified based on driving behavior data and external environment data. On road sections where the average speed is below a certain threshold (such as 20 km / h), the vehicle speed change rate during the complete cycle from stopping to starting and then stopping is identified.

[0093] Experienced drivers: start and stop smoothly, maintain a roughly constant relative distance from the vehicle in front, and have a relatively gradual rate of change in speed.

[0094] Novice drivers may start too abruptly (for fear of being cut off), and then brake suddenly due to the car in front slowing down, creating a violent cycle of "rushing-stopping-rushing", resulting in a large change in speed.

[0095] Therefore, the smaller the average vehicle speed change rate in each start-stop cycle, the higher the road scenario score.

[0096] Weather scenario scoring requires determining whether the vehicle is in adverse weather / low visibility conditions based on external environmental data. If in adverse weather / low visibility conditions, the driver's behavior data on the same road segment under clear, good road conditions is used as a baseline. Peer-to-peer comparison of driving behavior data with the baseline determines the user's behavioral modulation level.

[0097] Experienced drivers exhibit greater behavioral adjustments; in rainy or snowy weather, they proactively reduce average speed, increase average following distance, and decrease lane changes. Their use of lights (fog lights, etc.) is timely and accurate.

[0098] Beginners: Their behavior is modulated only slightly, possibly with only a slight deceleration. They lack awareness of risk and their operating patterns are not much different from those of a calm person.

[0099] Therefore, the greater the behavioral modulation amplitude in severe weather scenarios, the higher the weather scenario score.

[0100] Finally, the sum of the road scenario score and the weather scenario score was determined as the emergency response indicator.

[0101] After obtaining various judgment indicators, a weight coefficient is assigned to each indicator, resulting in a set of weight coefficients. Based on this set of weight coefficients, the driving smoothness indicator, driving predictability indicator, environmental interaction indicator, and emergency handling indicator are weighted and calculated to obtain a driving proficiency score. This driving proficiency score is used to comprehensively quantify the driver's skill level in driving a vehicle. A higher driving proficiency score indicates a more skilled driver.

[0102] If the driving proficiency score is greater than or equal to the preset first score threshold, it means that the driver can achieve safe and stable vehicle control in any scenario. Switch the normal broadcast mode to the experienced driver broadcast mode, and only provide driving behavior reminders in high-risk driving scenarios to reduce the interference of broadcast reminders on the driver.

[0103] If the driving proficiency score is less than or equal to the preset second score threshold, it indicates that the driver is unable to cope with complex and changing driving scenarios. High-density broadcast prompts are needed to assist the driver in driving. In this case, the normal broadcast mode is switched to a novice broadcast mode, providing driving behavior reminders in low-risk, medium-risk, and high-risk driving scenarios to effectively assist and teach novice drivers to drive safely and stably. The first score threshold must be greater than the second score threshold.

[0104] If the driving proficiency score is less than the first scoring threshold but greater than the preset second scoring threshold, it means that the driver can drive the vehicle safely and stably in low-risk and medium-risk driving scenarios. The mode can be dynamically switched based on the number of erroneous operations performed by the user within a certain period of time.

[0105] The system prioritizes automatically switching to the driver's historical manual control mode, aligning with their usage habits. It also adjusts the current broadcast mode based on driver error information from historical manual control modes, avoiding mode mismatches caused by inaccurate driver judgment. By minimizing mode switching, it reduces user errors, improving driving safety and compliance. When neither historical nor current manual control is available, the system collaboratively assesses the driver's proficiency based on user driving behavior data and external environmental data. This allows for the matching of differentiated broadcast modes based on the driver's proficiency, further enhancing driving safety and compliance.

[0106] A precise evaluation model based on multi-dimensional data fusion is employed for mode switching control. The driving proficiency assessment results determined by multi-dimensional data fusion are highly objective and accurate, avoiding misjudgments caused by single scenarios or accidental factors. It does not simply rely on GPS or vehicle speed, but constructs a complex evaluation system including: driving stability indicators (longitudinal / lateral stability), driving predictability indicators (kinetic management, predictive control), environmental interactivity indicators (steering control, lane keeping), and emergency handling indicators (performance in complex road conditions and inclement weather). These are weighted and calculated using preset weights to obtain a comprehensive driving proficiency score. This solves the problem of simple rule-based systems lacking context awareness, resulting in highly robust evaluation results. Furthermore, the system is not a static collection of code, but an intelligent agent that continuously optimizes itself based on user data and driving scenarios. The system records the user's driving behavior and mode selection; this data can be used to optimize threshold settings (such as the "first error threshold") and weight coefficients (such as preset weight sets), making the system increasingly "understand" the user. This lays a solid data foundation for continuous system optimization and future feature expansion (such as adding "long-distance mode" and "fuel-saving mode").

[0107] It should be noted that the method in this embodiment can be executed by a single device, such as a computer or server. The method can also be applied in a distributed scenario, where multiple devices cooperate to complete the task. In such a distributed scenario, one of these devices may execute only one or more steps of the method in this embodiment, and the multiple devices will interact with each other to complete the method described.

[0108] It should be noted that the above description describes some embodiments of this application. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recorded in the claims can be performed in a different order than that shown in the above embodiments and still achieve the desired result. Furthermore, the processes depicted in the drawings do not necessarily require a specific or sequential order to achieve the desired result. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0109] Based on the same inventive concept, corresponding to any of the above embodiments, this application also provides a driving behavior reminder and control device.

[0110] refer to Figure 2 The driving behavior reminder and control device includes: The historical control monitoring module 10 is configured to detect whether a historical manual control mode exists when the vehicle is started. The error mode switching module 20 is configured to: in response to the existence of a historical manual control mode, determine the historical manual control mode as the current broadcast mode, and perform mode switching control based on the driving error information and the current broadcast mode; The behavior mode switching module 30 is configured to: in response to the absence of a historical manual control mode and the absence of a manual switching command, enter the normal broadcast mode, provide driving behavior reminders in the target driving scenario, and perform mode switching control based on driving behavior data and external environment data, wherein the driving risk level of the target driving scenario is greater than or equal to the preset first risk level threshold.

[0111] Optionally, the error mode switching module 20 is also configured to: In response to the current broadcast mode being the novice broadcast mode, a driving behavior reminder is given, and the first error count threshold corresponding to the novice broadcast mode is determined; Determine the number of first erroneous operations within a preset time period based on driving error information; In response to the first erroneous operation count being less than or equal to a preset first erroneous operation count threshold, the target broadcast mode is determined based on the first erroneous operation count, and a mode switching prompt is given based on the novice broadcast mode and the target broadcast mode.

[0112] Optionally, the error mode switching module 20 is also configured to: Determine the second error threshold corresponding to the veteran broadcasting mode; In response to the first error operation count exceeding the second error count threshold, the normal broadcast mode is determined as the target broadcast mode; In response to the first error operation count being less than or equal to the second error count threshold, the experienced operator broadcast mode is determined as the target broadcast mode.

[0113] Optionally, the error mode switching module 20 is also configured to: In response to the current broadcast mode being the experienced driver broadcast mode, driving behavior reminders are issued in high-risk driving scenarios, and a second error count threshold corresponding to the experienced driver broadcast mode is determined; wherein, the risk level of the high-risk driving scenario is greater than or equal to the preset second risk level threshold, and the second risk level threshold is greater than the first risk level threshold; Determine the number of second erroneous operations within a preset time period based on driving error information; In response to a second erroneous operation count being greater than or equal to a preset second erroneous operation count threshold, the target broadcast mode is determined based on the second erroneous operation count, and a mode switching prompt is given based on the experienced user broadcast mode and the target broadcast mode.

[0114] Optionally, the error mode switching module 20 is also configured to: Determine the first error threshold corresponding to the novice broadcast mode; In response to the second error operation count being greater than or equal to the first error count threshold, the novice broadcast mode is determined as the target broadcast mode; In response to the fact that the number of second erroneous operations is less than the threshold of the number of first erroneous operations, the normal broadcast mode is determined as the target broadcast mode.

[0115] Optionally, the error mode switching module 20 is also configured to: In response to the current broadcast mode being normal broadcast mode, the number of third erroneous operations within a preset time period is determined based on driving error information; In response to the third error operation count being greater than or equal to the first error count threshold, the novice broadcast mode is determined as the target broadcast mode; In response to the third error count being less than or equal to the second error count threshold, the experienced operator broadcast mode is determined as the target broadcast mode.

[0116] Optionally, the behavior mode switching module 30 is also configured to: Determine driving stability indicators based on driving behavior data; Based on driving behavior data and external environment data, determine driving predictability indicators, environmental interaction indicators, and emergency response indicators; The driving proficiency score is obtained by weighting the driving stability index, driving predictability index, environmental interaction index, and emergency handling index according to the preset set of weight coefficients. In response to a driving proficiency score that is greater than or equal to a preset first score threshold, the normal broadcast mode is switched to the experienced driver broadcast mode to provide driving behavior reminders in high-risk driving scenarios. In response to a driving proficiency score being less than or equal to a preset second score threshold, the normal broadcast mode is switched to the novice broadcast mode. Among them, the first scoring threshold is greater than the second scoring threshold.

[0117] Optionally, the behavior mode switching module 30 is also configured to: The standard deviation and kurtosis of longitudinal acceleration during driving are determined based on driving behavior data, and the longitudinal stability score is determined based on the distribution of the standard deviation and kurtosis. The average steering wheel control amplitude and frequency during driving are determined based on driving behavior data, and the lateral stability score is determined based on the average steering wheel control amplitude and frequency. The sum of the longitudinal stability score and the lateral stability score is determined as the driving smoothness index.

[0118] Optionally, the behavior mode switching module 30 is also configured to: Based on driving behavior data and external environment data, the kinetic energy management score and the predictive control score are determined, and the sum of the kinetic energy management score and the predictive control score is determined as the driving predictability index. Steering control score and lane keeping score are determined based on driving behavior data and external environment data, and the sum of steering control score and lane keeping score is determined as the environmental interaction index. Road scene scores and weather scene scores are determined based on driving behavior data and external environment data. The sum of the road scene scores and weather scene scores is determined as the emergency response indicator.

[0119] For ease of description, the above devices are described in terms of function, divided into various modules. Of course, in implementing this application, the functions of each module can be implemented in one or more software and / or hardware.

[0120] The apparatus of the above embodiments is used to implement the corresponding driving behavior reminder control method in any of the foregoing embodiments, and has the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0121] Based on the same inventive concept, corresponding to the methods of any of the above embodiments, this application also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the driving behavior reminder control method described in any of the above embodiments.

[0122] Figure 3 This embodiment illustrates a more specific hardware structure of an electronic device. The device may include a processor 1010, a memory 1020, an input / output interface 1030, a communication interface 1040, and a bus 1050. The processor 1010, memory 1020, input / output interface 1030, and communication interface 1040 are interconnected internally via the bus 1050.

[0123] The processor 1010 can be implemented using a general-purpose CPU (Central Processing Unit), microprocessor, application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of this specification.

[0124] The memory 1020 can be implemented in the form of ROM (Read Only Memory), RAM (Random Access Memory), static storage device, dynamic storage device, etc. The memory 1020 can store the operating system and other applications. When the technical solutions provided in the embodiments of this specification are implemented by software or firmware, the relevant program code is stored in the memory 1020 and is called and executed by the processor 1010.

[0125] The input / output interface 1030 is used to connect input / output modules to realize information input and output. Input / output modules can be configured as components within the device (not shown in the figure) or externally connected to the device to provide corresponding functions. Input devices may include keyboards, mice, touchscreens, microphones, various sensors, etc., while output devices may include displays, speakers, vibrators, indicator lights, etc.

[0126] The communication interface 1040 is used to connect a communication module (not shown in the figure) to enable communication between this device and other devices. The communication module can communicate via wired means (such as USB, Ethernet cable, etc.) or wireless means (such as mobile network, WIFI, Bluetooth, etc.).

[0127] Bus 1050 includes a pathway for transmitting information between various components of the device, such as processor 1010, memory 1020, input / output interface 1030, and communication interface 1040.

[0128] It should be noted that although the above-described device only shows the processor 1010, memory 1020, input / output interface 1030, communication interface 1040, and bus 1050, in specific implementations, the device may also include other components necessary for normal operation. Furthermore, those skilled in the art will understand that the above-described device may only include the components necessary for implementing the embodiments of this specification, and not necessarily all the components shown in the figures.

[0129] The electronic devices described above are used to implement the corresponding driving behavior reminder and control methods in any of the foregoing embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0130] Based on the same inventive concept, corresponding to the methods of any of the above embodiments, this application also provides a non-transitory computer-readable storage medium that stores computer instructions for causing the computer to execute the driving behavior reminder control method as described in any of the above embodiments.

[0131] The computer-readable medium of this embodiment includes permanent and non-permanent, removable and non-removable media, and information storage can be implemented by any method or technology. Information can be computer-readable instructions, data structures, program modules, or other data. Examples of computer storage media include, but are not limited to, phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape, magnetic disk storage or other magnetic storage devices, or any other non-transfer medium that can be used to store information accessible by a computing device.

[0132] The computer instructions stored in the storage medium of the above embodiments are used to cause the computer to execute the driving behavior reminder control method as described in any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0133] Based on the same concept, corresponding to the methods of any of the above embodiments, this application also provides a computer program product, including computer program instructions, which, when run on a computer, cause the computer to execute the driving behavior reminder and control method as described in any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0134] It is understood that before using the technical solutions of the various embodiments in this application, users will be informed of the type, scope of use, and usage scenarios of the personal information involved in an appropriate manner, and user authorization will be obtained.

[0135] For example, upon receiving a user's active request, a prompt message is sent to the user to explicitly inform them that the requested operation will require the acquisition and use of the user's personal information. This allows the user to independently choose, based on the prompt message, whether to provide personal information to the software or hardware such as electronic devices, applications, servers, or storage media performing the operations described in this application.

[0136] As an optional but not limited implementation, in response to a user's active request, sending a prompt message to the user can be done via a pop-up window, where the prompt message can be presented in text format. Furthermore, the pop-up window can also include a selection control allowing the user to choose "agree" or "disagree" to provide personal information to the electronic device.

[0137] It is understood that the above notification and user authorization process is merely illustrative and does not limit the implementation of this application. Other methods that comply with relevant laws and regulations may also be applied to the implementation of this application.

[0138] Those skilled in the art should understand that the discussion of any of the above embodiments is merely exemplary and is not intended to imply that the scope of this application is limited to these examples; under the concept of this application, the technical features of the above embodiments or different embodiments can also be combined, the steps can be implemented in any order, and there are many other variations of different aspects of the embodiments of this application as described above, which are not provided in detail for the sake of brevity.

[0139] Additionally, to simplify the description and discussion, and to avoid obscuring the embodiments of this application, the well-known power / ground connections to integrated circuit (IC) chips and other components may or may not be shown in the provided drawings. Furthermore, the apparatus may be shown in block diagram form to avoid obscuring the embodiments of this application, and this also takes into account the fact that the details of the implementation of these block diagram apparatuses are highly dependent on the platform on which the embodiments of this application will be implemented (i.e., these details should be fully understood by those skilled in the art). While specific details (e.g., circuits) have been set forth to describe exemplary embodiments of this application, it will be apparent to those skilled in the art that the embodiments of this application can be implemented without these specific details or with variations thereof. Therefore, these descriptions should be considered illustrative rather than restrictive.

[0140] Although this application has been described in conjunction with specific embodiments thereof, many substitutions, modifications, and variations of these embodiments will be apparent to those skilled in the art from the foregoing description. For example, other memory architectures (e.g., dynamic RAM (DRAM)) may be used with the embodiments discussed.

[0141] The embodiments of this application are intended to cover all such substitutions, modifications, and variations that fall within the broad scope of the claims of this application. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the embodiments of this application should be included within the protection scope of this application.

Claims

1. A method for reminding and controlling driving behavior, characterized in that, include: Detect the presence of historical manual control modes when starting the vehicle; In response to the existence of the historical manual control mode, the historical manual control mode is determined as the current broadcast mode, and mode switching control is performed based on the driving error information and the current broadcast mode; In response to the absence of the historical manual control mode and the absence of a manual switching command, the system enters the normal broadcast mode, provides driving behavior reminders in the target driving scenario, and performs mode switching control based on driving behavior data and external environment data. The driving risk level of the target driving scenario is greater than or equal to a preset first risk level threshold.

2. The driving behavior reminder and control method according to claim 1, characterized in that, The mode switching control based on the driving error information and the current broadcast mode includes: In response to the current broadcast mode being the novice broadcast mode, a driving behavior reminder is given, and a first error count threshold corresponding to the novice broadcast mode is determined; The number of first erroneous operations within a preset time period is determined based on the driving error information; In response to the first number of erroneous operations being less than or equal to a preset first number of erroneous operations threshold, a target broadcast mode is determined based on the first number of erroneous operations, and a mode switching prompt is given based on the novice broadcast mode and the target broadcast mode.

3. The driving behavior reminder and control method according to claim 2, characterized in that, The step of determining the target broadcast mode based on the first number of erroneous operations includes: Determine the second error threshold corresponding to the veteran broadcasting mode; In response to the first number of erroneous operations being greater than the second number of erroneous operations threshold, the normal broadcast mode is determined as the target broadcast mode; In response to the first number of erroneous operations being less than or equal to the second number of erroneous operations threshold, the experienced operator broadcast mode is determined as the target broadcast mode.

4. The driving behavior reminder and control method according to claim 1, characterized in that, The mode switching control based on the driving error information and the current broadcast mode includes: In response to the current broadcast mode being the experienced driver broadcast mode, a driving behavior reminder is given in a high-risk driving scenario, and a second error count threshold corresponding to the experienced driver broadcast mode is determined; wherein, the risk level of the high-risk driving scenario is greater than or equal to a preset second risk level threshold, and the second risk level threshold is greater than the first risk level threshold; The number of second erroneous operations within a preset time period is determined based on the driving error information; In response to the second erroneous operation count being greater than or equal to a preset second erroneous operation count threshold, a target broadcast mode is determined based on the second erroneous operation count, and a mode switching prompt is given based on the experienced operator broadcast mode and the target broadcast mode.

5. The driving behavior reminder and control method according to claim 4, characterized in that, The step of determining the target broadcast mode based on the second number of erroneous operations includes: Determine the first error threshold corresponding to the novice broadcast mode; In response to the second number of erroneous operations being greater than or equal to the first number of erroneous operations threshold, the novice broadcast mode is determined as the target broadcast mode; In response to the second number of erroneous operations being less than the first number of erroneous operations threshold, the normal broadcast mode is determined as the target broadcast mode.

6. The driving behavior reminder and control method according to claim 1, characterized in that, The mode switching control based on the driving error information and the current broadcast mode includes: In response to the current broadcast mode being normal broadcast mode, the number of third erroneous operations within a preset time period is determined based on the driving error information; In response to the third number of erroneous operations being greater than or equal to the first number of erroneous operations threshold, the novice broadcast mode is determined as the target broadcast mode; In response to the third number of erroneous operations being less than or equal to the second number of erroneous operations threshold, the experienced operator broadcast mode is determined as the target broadcast mode.

7. The driving behavior reminder and control method according to claim 1, characterized in that, The mode switching control based on driving behavior data and external environment data includes: The driving stability index is determined based on the driving behavior data; Based on the driving behavior data and the external environment data, driving predictability indicators, environmental interaction indicators, and emergency response indicators are determined. The driving proficiency score is obtained by weighting the driving stability index, driving predictability index, environmental interaction index, and emergency handling index according to a preset set of weighting coefficients. In response to the driving proficiency score being greater than or equal to a preset first score threshold, the normal broadcast mode is switched to the experienced driver broadcast mode to provide driving behavior reminders in high-risk driving scenarios. In response to the driving proficiency score being less than or equal to a preset second score threshold, the normal broadcast mode is switched to the novice broadcast mode; Wherein, the first scoring threshold is greater than the second scoring threshold.

8. The driving behavior reminder and control method according to claim 7, characterized in that, The step of determining the driving stability index based on the driving behavior data includes: The standard deviation and kurtosis of longitudinal acceleration during driving are determined based on the driving behavior data, and a longitudinal stability score is determined based on the distribution of the standard deviation and kurtosis. The average steering wheel control amplitude and frequency during driving are determined based on the driving behavior data, and a lateral stability score is determined based on the average steering wheel control amplitude and the frequency of operation. The sum of the longitudinal stability score and the lateral stability score is determined as the driving stability index.

9. The method for reminding and controlling driving behavior according to claim 7, characterized in that, The process of determining driving predictability indicators, environmental interaction indicators, and emergency response indicators based on the driving behavior data and the external environment data includes: Based on the driving behavior data and the external environment data, a kinetic energy management score and a predictive control score are determined, and the sum of the kinetic energy management score and the predictive control score is determined as the driving predictability index. The steering control score and lane keeping score are determined based on the driving behavior data and the external environment data, and the sum of the steering control score and the lane keeping score is determined as the environmental interactivity index. Based on the driving behavior data and the external environment data, a road scene score and a weather scene score are determined, and the sum of the road scene score and the weather scene score is determined as the emergency response indicator.

10. A vehicle, characterized in that, Includes an electronic device that implements the method as claimed in any one of claims 1 to 9.

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