A vehicle control method and related device
By acquiring target parameters of vehicle driving status and obstacle status, relaxing some conditions for misoperation, and using low-cost sensors to identify parking misoperations, the problem of accidentally pressing the accelerator during parking is solved, thus improving parking safety.
Patent Information
- Application Number
- CN202611484108.1
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2026-09-22
- Publication Date
- 2026-11-03
AI Technical Summary
In existing vehicles, blind spots behind the vehicle can cause accidental acceleration or scraping during parking, leading to accidental pressing of the accelerator. Low-precision sensors cannot accurately identify these erroneous operations, affecting parking safety.
By acquiring target parameters of vehicle driving status and obstacle status, the confidence level of misoperation is determined, and some preset misoperation conditions are relaxed within a certain threshold range of confidence level. Low-cost sensors such as ultrasonic radar and gear position sensor are used to identify misoperation and output a safety response.
It can accurately identify parking misoperations without the need for high-precision sensors, thus improving parking safety and the accuracy of misoperation identification.
Smart Images
Figure CN123025790A_ABST
Abstract
Description
Technical Field
[0001] This application relates to the field of vehicle technology, and more particularly to a vehicle control method and related equipment. Background Technology
[0002] As people's living standards improve, vehicles have become an indispensable means of transportation. However, during the parking process, blind spots can easily exist behind the vehicle, leading to accidental acceleration or collisions with obstacles. This is especially true in parking scenarios such as narrow spaces, areas with children and pets, and underground garages, where accidents are more likely to occur.
[0003] In the exemplary technology, high-precision multi-sensor technology, such as LiDAR, camera, and millimeter-wave radar, is used to alert users to erroneous operations.
[0004] However, high-precision sensors are expensive, and in order to save costs, users do not equip their vehicles with high-precision sensors. As a result, the vehicles rely on low-precision sensors to alert users to erroneous operations. Due to the low detection accuracy of the sensors, the accuracy of determining user erroneous operations is low, and the safety of users parking cannot be guaranteed. Summary of the Invention
[0005] Based on the aforementioned technological status, this application provides a vehicle control method and related equipment to address the problem of low accuracy in determining user parking misoperations.
[0006] To achieve the above-mentioned technical objectives, this application proposes the following technical solution: In a first aspect, this application provides a vehicle control method, including: When the vehicle is parked, at least two target parameters are acquired, each of which is used to characterize the driving state of the vehicle or the state of obstacles around the vehicle. Among the target parameters, a first parameter is determined, and based on each of the first parameters, the confidence level of the user driving the vehicle is determined. The first parameter is a target parameter that satisfies the corresponding preset misoperation condition. When the confidence level of the misoperation is greater than the first preset threshold and less than the second preset threshold, the requirement for satisfying the preset misoperation condition corresponding to the second parameter is reduced to obtain the target misoperation condition. The second parameter is the target parameter that does not satisfy the corresponding preset misoperation condition. If the second parameter satisfies the target misoperation condition, it is determined that the user has made a parking misoperation during the parking process, and a safety response corresponding to the parking misoperation is output.
[0007] In some implementations, the target parameters include the obstacle state, which is characterized by the position of the obstacle detected by the vehicle. Determining a first parameter among the target parameters includes: Based on the location, determine the shortest distance between the obstacle and the vehicle's preset parking trajectory, and determine the angle difference between the vehicle's current front wheel steering angle and the obstacle's azimuth angle relative to the vehicle; Based on the preset erroneous operation conditions corresponding to the location, determine the distance threshold and the difference threshold; If the shortest distance is less than the distance threshold and the angle difference is less than the difference threshold, the position is determined as the first parameter.
[0008] In some implementations, the requirement for satisfying the preset misoperation condition corresponding to reducing the second parameter includes: Obtain an amplitude adjustment factor, wherein the amplitude adjustment factor includes at least one of the number of the first parameter, the type of the second parameter, and the detection accuracy of the sensor that detects the second parameter; Based on the amplitude adjustment factor, determine the adjustment amplitude of the threshold in the preset misoperation condition corresponding to the second parameter; Adjust the threshold in the preset erroneous operation condition corresponding to the second parameter according to the adjustment range corresponding to the second parameter.
[0009] In some implementations, the target parameter includes the obstacle state, which is characterized by the position of the obstacle detected by the vehicle, and the output for the safety response corresponding to the parking misoperation includes: Based on the location, determine the target distance between the obstacle and the vehicle; The dynamic suppression ratio is determined based on the target distance, and the target distance is negatively correlated with the dynamic suppression ratio. According to the power suppression ratio, the power output of the engine in the vehicle is reduced.
[0010] In some embodiments, reducing the power output of the engine in the vehicle according to the power suppression ratio includes: Output a prompt message and reduce the power output of the engine in the vehicle according to the power suppression ratio. The prompt message is used to alert the user to a parking misoperation.
[0011] In some implementations, determining the confidence level of the user's misoperation while driving the vehicle based on each of the first parameters includes: Get the number of the first parameter; Based on the number of the first parameters, the initial weights corresponding to the first parameters are adjusted to obtain the target weights of the first parameters, wherein the number of the first parameters is positively correlated with the target weights; Based on each of the first parameters and the corresponding target weights, the confidence level of the user's misoperation while driving the vehicle is determined.
[0012] In some implementations, the output, in response to the safety response corresponding to the parking misoperation, includes: The system outputs a prompt message and reduces the power output of the engine. The prompt message is used to alert the user that a parking error has occurred.
[0013] In some implementations, after determining the confidence level of the user's misoperation based on each of the first parameters, the method further includes: If the confidence level of the misoperation is greater than or equal to the second preset threshold, it is determined that the user has made a parking misoperation during the parking process, and a safety response corresponding to the parking misoperation is output.
[0014] In some implementations, the driving state is characterized by at least one of the vehicle's gear position, vehicle speed, throttle opening, and throttle pedal depressor rate; the obstacle state is characterized by the position of the obstacle detected by the vehicle.
[0015] Secondly, this application provides a vehicle including a memory and a processor, wherein, The memory is connected to the processor and is used to store programs; The processor is used to implement the vehicle control method as described in the first aspect or any implementation thereof by running a program in the memory.
[0016] Thirdly, this application provides a computer program product, which, when executed by a processor, implements the vehicle control method as described in the first aspect or any implementation thereof.
[0017] Fourthly, this application provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the vehicle control method as described in the first aspect or any implementation thereof.
[0018] This application provides a vehicle control method and related equipment. When a vehicle is parking, at least two target parameters representing the driving state of the vehicle or the state of obstacles around the vehicle are acquired. Among the target parameters, a target parameter that meets a preset misoperation condition is determined as the first parameter. Based on each first parameter, the misoperation confidence level of the user driving the vehicle is determined. If the misoperation confidence level is greater than a first preset threshold and less than a second preset threshold, the requirement for meeting the preset misoperation condition is reduced to obtain the target misoperation condition. If the second parameter meets the corresponding target misoperation condition, it is determined that the user has committed a parking misoperation during the parking process, and then a safety response corresponding to the parking misoperation is output. In this embodiment, by characterizing conventional parameters such as vehicle driving state and obstacle state, it is possible to determine whether the user has made a parking error. This eliminates the need for high-precision sensors in the vehicle to alert the user to any misoperation. Furthermore, when a target parameter meets the corresponding preset misoperation condition and the misoperation confidence level is between a first preset threshold and a second preset threshold, the requirement to meet the preset misoperation condition for other parameters (target parameters that do not meet the preset misoperation condition) is reduced. This allows for accurate determination of whether the user has made a parking error, enabling even low-configuration vehicles to accurately identify whether a user has made a mistake during parking. This improves the accuracy of determining user parking errors and enhances parking safety. Attached Figure Description
[0019] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art 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 the provided drawings without creative effort.
[0020] Figure 1 A flowchart of a vehicle control method provided in this application embodiment Figure 1 .
[0021] Figure 2 A flowchart of a vehicle control method provided in this application embodiment Figure 2 .
[0022] Figure 3 A flowchart of a vehicle control method provided in this application embodiment Figure 3 .
[0023] Figure 4 A flowchart of a vehicle control method provided in this application embodiment Figure 4 .
[0024] Figure 5 This is a schematic diagram of the functional modules of a vehicle provided in an embodiment of this application.
[0025] Figure 6 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Detailed Implementation
[0026] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.
[0027] It should be noted that the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for analysis, data stored, data displayed, etc.) involved in this application are all information and data authorized by the user or fully authorized by all parties. Furthermore, the collection, use and processing of the relevant data must comply with relevant laws, regulations and standards, and corresponding operation entry points are provided for users to choose to authorize or refuse.
[0028] As people's living standards improve, vehicles have become an indispensable means of transportation. However, during the parking process, blind spots can easily exist behind the vehicle, leading to accidental acceleration or collisions with obstacles. This is especially true in parking scenarios such as narrow spaces, areas with children and pets, and underground garages, where accidents are more likely to occur.
[0029] In the exemplary technology, high-precision multi-sensor technology, such as LiDAR, camera, and millimeter-wave radar, is used to alert users to erroneous operations.
[0030] However, high-precision sensors are expensive, and in order to save costs, users do not equip their vehicles with high-precision sensors. As a result, the vehicles rely on low-precision sensors to alert users to erroneous operations. Due to the low detection accuracy of the sensors, the accuracy of determining user erroneous operations is low, and the safety of users parking cannot be guaranteed.
[0031] To address the above problems, this application provides a vehicle control method. The following detailed description of the vehicle control method proposed in this application is provided through various embodiments.
[0032] Reference Figure 1 , Figure 1 A flowchart of a vehicle control method provided in this application embodiment Figure 1 .like Figure 1 As shown, the vehicle control method provided in this embodiment includes: Step S101: When the vehicle is parked, acquire at least two target parameters, each of which is used to characterize the driving state of the vehicle or the state of obstacles around the vehicle.
[0033] In this embodiment, the vehicle itself detects its status. If the vehicle is in a parked state, it will monitor whether the user has made a parking error. A parking error refers to an operation where the user accidentally presses the accelerator while the vehicle is parking at low speed, causing the vehicle to suddenly accelerate.
[0034] In response, the vehicle acquires at least two target parameters, each of which characterizes the vehicle's driving state or the state of obstacles around the vehicle.
[0035] In one example, driving states include high-speed, low-speed, and stationary states. High-speed state refers to a vehicle speed greater than a first preset speed, low-speed state refers to a vehicle speed less than a second preset speed. If the vehicle speed is greater than or equal to the second preset speed and less than or equal to the first preset speed, then the driving state can be determined as stationary, where the first preset speed is greater than or equal to the second preset speed. Obstacle states include stationary and moving states. Stationary state refers to the obstacle detected by the vehicle being stationary, while moving state refers to the obstacle detected by the vehicle being moving.
[0036] In another example, the driving state is characterized by at least one of the vehicle's gear, speed, throttle opening, and throttle pedal speed; that is, the target parameter can be gear, speed, throttle opening, or throttle pedal speed. The obstacle state is characterized by the position of the obstacle detected by the vehicle; that is, the obstacle state can be the position of the obstacle.
[0037] Vehicles can detect the gear position using a transmission gear position sensor, the vehicle speed using wheel speed sensors, and the throttle opening using an accelerator pedal position sensor. The throttle pedal depressor rate is determined by the intervals between detected changes in throttle opening. Obstacle positions are detected using ultrasonic radar. Ultrasonic radar, transmission gear position sensors, and accelerator pedal position sensors are all basic sensors found in vehicles, representing low-cost, built-in sensors. Target parameters can also include parameters collected by other low-cost sensors mentioned above.
[0038] Step S102: Among the target parameters, determine the first parameter, and based on each first parameter, determine the confidence level of the user's misoperation while driving the vehicle. The first parameter is the target parameter that satisfies the corresponding preset misoperation condition.
[0039] The vehicle stores preset malfunction conditions corresponding to each target parameter.
[0040] In one example, when the target parameter is the driving state, the preset misoperation condition corresponding to the driving state is that the driving state is at high speed; when the target parameter is the obstacle state, the preset misoperation condition corresponding to the obstacle state is that the obstacle is moving and the distance between the obstacle and the vehicle is less than a set distance.
[0041] In another example, when the target parameter is the gear, the preset misoperation condition corresponding to the gear is R (reverse gear); when the target parameter is the vehicle speed, the preset misoperation condition corresponding to the vehicle speed is that the vehicle speed is lower than the vehicle speed threshold, such as 10 km / h; when the target parameter is the throttle opening, the preset misoperation condition corresponding to the throttle opening is that the throttle opening is greater than the opening threshold, which can be any suitable value, such as 90%; when the target parameter is the throttle pedal speed, the preset misoperation condition corresponding to the throttle pedal speed is that the throttle pedal speed is greater than the speed threshold, which can be any suitable value, such as 148% / s; when the target parameter is the position of the obstacle, the preset misoperation condition corresponding to the position is that the obstacle is located on the driving trajectory.
[0042] After obtaining each target parameter, the vehicle determines whether each target parameter meets the corresponding preset misoperation conditions, and uses the target parameter that meets the preset misoperation conditions as the first parameter. For example, if the vehicle speed is less than the vehicle speed threshold, then the vehicle speed is used as the first parameter; if the gear is reverse (R), then the gear is used as the first parameter; if the throttle opening is greater than the opening threshold, then the throttle opening is determined as the first parameter; if the throttle pedal speed is greater than the speed threshold, then the throttle pedal speed is determined as the first parameter; and if the obstacle is determined to be on the vehicle's current driving trajectory based on its position, then the position is determined as the first parameter.
[0043] After determining each first parameter, the confidence level of the user's misoperation while driving the vehicle is determined based on each first parameter.
[0044] For example, the difference between the first parameter and the corresponding preset threshold in the error operation condition is determined, and each difference is converted into a corresponding score, with a larger difference resulting in a larger score. Each score is then weighted and summed with the initial weight of the first parameter corresponding to that score to obtain the error operation confidence level. In one example, the initial weight can be a pre-set weight. In another example, the number of first parameters is obtained, and based on the number of first parameters, the initial weight corresponding to the first parameter is adjusted to obtain the target weight of the first parameter. Therefore, based on the first parameter and the corresponding target weight, the error operation confidence level is determined, that is, a weighted calculation is performed based on the score corresponding to the first parameter and the target weight to obtain the error operation confidence level. The number of first parameters and the target weight are positively correlated; that is, the larger the number of first parameters, the larger the increment of the initial weight corresponding to the first parameter. It can be understood that the larger the number of first parameters, the higher the error operation confidence level, and the greater the likelihood of the user making an error operation.
[0045] Step S103: When the confidence level of the misoperation is greater than the first preset threshold and less than the second preset threshold, the requirement for satisfying the preset misoperation condition corresponding to the second parameter is reduced to obtain the target misoperation condition. The second parameter is the target parameter that does not satisfy the corresponding preset misoperation condition.
[0046] The vehicle stores a first preset threshold and a second preset threshold. Both the first preset threshold and the second preset threshold are confidence thresholds, and the second preset threshold is greater than the first preset threshold.
[0047] The vehicle compares the confidence level of the misoperation with a first preset threshold and a second preset threshold. If the confidence level of the misoperation is greater than the first preset threshold but less than the second preset threshold, it is necessary to further confirm whether the user has made a misoperation. In this case, the vehicle relaxes the preset misoperation condition of the second parameter, that is, it lowers the requirement for meeting the preset misoperation condition corresponding to the second parameter, to obtain the target misoperation condition. The second parameter is the target parameter that does not meet the corresponding preset misoperation condition.
[0048] For example, the first parameter is the driving state, and the second parameter is the obstacle state. The preset misoperation condition corresponding to the obstacle state is that the obstacle is moving and the distance between the obstacle and the vehicle is less than a set distance. After relaxing the preset misoperation condition of the obstacle state, the target misoperation condition is: the distance between the obstacle and the vehicle is less than a set distance and the obstacle is moving away from the vehicle. That is, the "moving obstacle" is relaxed to "the obstacle is moving away from the vehicle".
[0049] For example, if the vehicle speed is 11 km / h, which is greater than the vehicle speed threshold of 10 km / h, then the vehicle speed is used as the second parameter. If the confidence level of the misoperation is between the first preset threshold and the second preset threshold, then the preset misoperation conditions for the vehicle speed are relaxed, such as relaxing the vehicle speed threshold of 10 km / h to 12 km / h. Thus, 11 km / h is less than the vehicle speed threshold of 12 km / h, and the second parameter meets the corresponding target misoperation conditions.
[0050] For example, dimension D1: gear = R gear; dimension D2: vehicle speed ≤ 10 km / h; dimension D3: accelerator pedal opening ≥ 90%; dimension D4: pedaling rate > 148 % / s; dimension D5: obstacle is located on the driving trajectory.
[0051] If the criteria are D1 (Reverse gear) + D2 (vehicle speed ≤ 10km / h) + D4 (pedaling rate > 148% / s) + D5 (obstacle on the driving trajectory), and D3 is relaxed: then the accelerator pedal opening threshold is relaxed from ≥90% to ≥85%. The reason for this relaxation is that when the vehicle is in reverse gear at low speed, and the driver rapidly depresses the accelerator (rate > 148% / s) while an obstacle behind is on the driving trajectory, these four dimensions constitute a high-confidence misoperation scenario. Even if the pedal opening is slightly below 90% (e.g., 85%), the driver's panicked pedaling intention is clear. The basis for this relaxation is based on internal accident data statistics. In scenarios where all four dimensions are met simultaneously, the pedal opening is ≥85% in most cases. Lowering the threshold from 90% to 85% can cover more marginal cases, with a limited increase in the false trigger rate; the safety benefits outweigh the costs of false triggering.
[0052] D1 (Reverse gear) + D2 (vehicle speed ≤ 10km / h) + D3 (throttle opening ≥ 90%) + D5 (obstacle on the driving trajectory), D4 relaxed: the rate threshold is relaxed from >148% / s to >120% / s. Reason for relaxation: In reverse gear at low speed, if the driver depresses the accelerator to over 90% and the obstacle is on the trajectory, it strongly suggests a mis-acceleration scenario. Some drivers, due to nervousness, may depress the accelerator relatively slowly (e.g., from 0 to 90% within 0.7 seconds, a rate of approximately 130% / s). Although this does not reach the 148% / s standard, the deep depressing itself indicates an abnormal intent. Basis for relaxation: Accident data analysis shows that in scenarios where D1+D2+D3+D5 are simultaneously met, most cases have a depressing rate >148% / s, while some cases have rates between 120% and 148% / s. Lowering the threshold to 120% / s can cover more cases with a limited increase in the false trigger rate. This relaxation is particularly suitable for novice drivers with shorter driving experience and slower reaction times.
[0053] If D1 (Reverse gear) + D2 (vehicle speed ≤ 10km / h) + D3 (throttle opening ≥ 90%) + D4 (pedaling rate > 148% / s), then D5 is relaxed: the difference threshold is relaxed from ≤ 30° to ≤ 45°. Reason for relaxation: When the driver depresses the accelerator at a very high rate in Reverse gear at low speed, the intention to misoperate is highly confirmed. Even if the obstacle is slightly off-center from the driving trajectory (e.g., 35°-45° azimuth angle), there is still a risk of collision because the vehicle's trajectory may deviate due to road slope, steering fine-tuning, etc., during acceleration. Basis for relaxation: Simulation tests show that under the conditions of D1+D2+D3+D4, when the obstacle's azimuth angle is within the 30°-45° range, in some cases, the obstacle will enter the actual driving trajectory within 0.5 seconds. Triggering protection in advance within this range can improve the collision avoidance rate.
[0054] If the following conditions are met: D1 (Reverse gear) + D3 (accelerator pedal opening ≥ 90%) + D4 (ped-out rate > 148% / s) + D5 (obstacle on the driving trajectory), then D2 is relaxed: the speed threshold is relaxed from ≤10km / h to ≤15km / h. Reason for relaxation: In Reverse gear, if the driver presses the accelerator pedal deeply at a high rate and the obstacle is on the trajectory, even at speeds slightly above 10km / h (e.g., 12-15km / h), the risk of accidental acceleration remains extremely high. In some scenarios (e.g., downhill sections of underground parking garages), the vehicle may have already gained some momentum before the driver accidentally accelerates. Basis for relaxation: In accident data, a significant proportion of cases meet all D1+D3+D4+D5 conditions but involve speeds between 10-15km / h, and most of these cases ultimately result in collisions or scrapes. Relaxing the speed threshold to 15km / h can cover these high-risk scenarios with a limited increase in the accidental acceleration rate.
[0055] The relaxation of the thresholds in the aforementioned preset misoperation conditions can be continuously optimized based on driving behavior data from different regions and user groups to achieve personalized safety strategies. That is, when adjusting the thresholds for preset misoperation conditions, adjustments are made in conjunction with the user group and their location. For example, if the speed threshold is 10 km / h, it would generally be relaxed to 12 km / h. However, considering that the user is a young group located in the north, and that the user has greater strength, the speed threshold is adjusted from 12 km / h to 13 km / h.
[0056] Step S104: If the second parameter meets the target misoperation condition, determine that the user has made a parking misoperation during the vehicle parking process, and output the corresponding safety response for the parking misoperation.
[0057] After determining the second parameter and the corresponding target misoperation condition, it is determined whether the second parameter meets the corresponding target misoperation condition. For example, if the throttle opening is 86%, which is less than the opening threshold of 90%, the throttle opening is used as the second parameter. If the misoperation confidence level is between the first preset threshold and the second preset threshold, the preset misoperation condition for the throttle opening is relaxed, such as relaxing the opening threshold of 90% to 85%. Thus, 86% is greater than the opening threshold of 85%, and the second parameter meets the corresponding target misoperation condition.
[0058] When the second parameter meets the corresponding target misoperation condition, it is determined that the user has misoperated while parking the vehicle, and the vehicle outputs a safety response corresponding to the parking misoperation. For example, the executed safety response refers to: the vehicle outputting information to stop the parking misoperation, such as a voice broadcast or display on the vehicle's infotainment system saying "The vehicle is at high speed, please do not continue to press the accelerator and reduce the speed"; the executed safety response can also be a corrective action by the vehicle, such as reducing the engine's output power.
[0059] The prompts can be displayed via voice or on the vehicle's infotainment system.
[0060] When the confidence level of the misoperation is less than or equal to the first preset threshold, and / or no second parameter meets the corresponding target misoperation condition, it can be determined that the user has not misoperated during the vehicle parking process, and the vehicle will not issue a misoperation warning.
[0061] If the confidence level of the misoperation is greater than or equal to the second preset threshold, it is directly determined that the user has misoperated. At this time, the vehicle outputs a safety response for the parking misoperation.
[0062] In this embodiment, the system can alert users to parking errors by using ultrasonic radar, a transmission gear position sensor, and an accelerator pedal position sensor. This eliminates the need to equip the vehicle with high-precision sensors, achieving accurate and low-cost alerts for parking errors.
[0063] In this embodiment, during the parking process, at least two target parameters representing the driving state of the vehicle or the state of obstacles around the vehicle are acquired. Among the target parameters, the target parameter that meets the preset misoperation condition is determined as the first parameter. Based on each first parameter, the user's misoperation confidence level is determined. If the misoperation confidence level is greater than a first preset threshold and less than a second preset threshold, the requirement for meeting the preset misoperation condition is reduced to obtain the target misoperation condition. If the second parameter meets the corresponding target misoperation condition, it is determined that the user has committed a parking misoperation during the parking process, and then the safety response corresponding to the parking misoperation is output. In this application, by characterizing conventional parameters such as vehicle driving state and obstacle state, it is possible to determine whether a user has made a parking error, without the need to equip the vehicle with high-precision sensors to achieve the warning of user error. In addition, when a target parameter meets the corresponding preset error condition and the error confidence level is between the first preset threshold and the second preset threshold, the requirement to meet the preset error condition for other parameters (target parameters that do not meet the preset error condition) is reduced, so as to accurately determine whether a user has made a parking error. This allows even low-configuration vehicles to accurately identify whether a user has made an error during the parking process, improving the accuracy of determining user parking errors and enhancing parking safety.
[0064] Reference Figure 2 , Figure 2 A flowchart of a vehicle control method provided in this application embodiment Figure 2 ,based on Figure 1 In the embodiment shown, step S102 includes: Step S201: Based on the location, determine the shortest distance between the obstacle and the vehicle's preset parking trajectory, and determine the angle difference between the vehicle's current front wheel turning angle and the obstacle's azimuth angle relative to the vehicle.
[0065] In this embodiment, the target parameters include obstacle states, which are characterized by the positions of obstacles detected by the vehicle.
[0066] When a vehicle is parking, it plans a parking trajectory, which is defined as a preset parking trajectory. When the target parameter is position, the vehicle determines the shortest distance between the obstacle and the preset parking trajectory based on the position coordinates. That is, it determines the distance between the obstacle and each waypoint on the preset parking trajectory, and selects the minimum distance as the shortest distance.
[0067] In addition, the vehicle obtains the current front wheel steering angle, for example, front wheel steering angle = steering wheel angle × steering ratio × tire geometry (pre-calibrated). The vehicle calculates the difference between the azimuth angle of the obstacle relative to the vehicle and the front wheel steering angle, which is |θ_obj - front wheel steering angle|. The azimuth angle θ_obj can be obtained by ultrasonic radar scanning.
[0068] Step S202: Determine the distance threshold and the difference threshold based on the preset erroneous operation conditions corresponding to the location.
[0069] The preset misoperation conditions corresponding to the location can be: the minimum distance between the obstacle and the parking trajectory is less than a distance threshold, and the angle difference between the azimuth angle and the front wheel steering angle is less than a difference threshold. For example, the distance threshold is 2m, and the difference threshold is 30°. The vehicle extracts the distance threshold and the difference threshold from the preset misoperation conditions.
[0070] Step S203: If the shortest distance is less than the distance threshold and the angle difference is less than the difference threshold, the position is determined as the first parameter.
[0071] The vehicle compares the shortest distance to a distance threshold and the angle difference to a difference threshold. If the shortest distance is less than the distance threshold and the angle difference is less than the difference threshold, the obstacle can be determined to be on the preset parking trajectory, and its position is thus determined as the first parameter.
[0072] In this embodiment, the distance between the obstacle and the preset parking trajectory, the front wheel turning angle of the vehicle, and the azimuth angle of the obstacle relative to the vehicle are used to accurately determine whether the obstacle is located on the preset parking trajectory, thereby accurately determining whether the position meets the first parameter of the preset misoperation condition.
[0073] Figure 3 A flowchart of a vehicle control method provided in this application embodiment Figure 3 ,based on Figure 1 or Figure 2 In the embodiment shown, step S103 includes: Step S301: Obtain the amplitude adjustment factor, which includes at least one of the following: the number of first parameters, the type of second parameters, and the detection accuracy of the sensor that detects the second parameters.
[0074] In this embodiment, when it is necessary to reduce the requirement for meeting the preset malfunction conditions of the second parameter, an amplitude adjustment factor is obtained. The amplitude adjustment factor includes at least one of the number of the first parameter, the type of the second parameter, and the detection accuracy of the sensor that detects the second parameter.
[0075] Step S302: Determine the adjustment range of the threshold in the preset misoperation condition corresponding to the second parameter based on the amplitude adjustment factor.
[0076] Step S303: Adjust the threshold in the preset misoperation condition corresponding to the second parameter according to the adjustment range corresponding to the second parameter.
[0077] After obtaining the amplitude adjustment factor, the threshold in the preset misoperation condition corresponding to the second parameter is adjusted, thereby adjusting the threshold in the preset misoperation condition corresponding to the second parameter according to the adjustment amplitude corresponding to the second parameter.
[0078] In one example, when the magnitude adjustment factor is the number of the first parameter, the more the number, the larger the adjustment magnitude of the threshold. For example, the second parameter is the vehicle speed, the threshold is the vehicle speed threshold, and the vehicle speed threshold is 10km / h; if the number of the first parameter is 4, the adjustment magnitude is 3, that is, the vehicle speed threshold is adjusted to 13km / h; if the number of the first parameter is 3, the adjustment magnitude is 2, that is, the vehicle speed threshold is adjusted to 12km / h.
[0079] In another example, when the amplitude adjustment factor is the type of the second parameter, the value associated with the type is used as the adjustment amplitude. For example, if the second parameter is throttle opening and the value associated with throttle opening is 5%, then the opening threshold is adjusted from 90% to 85%.
[0080] In another example, when the amplitude adjustment factor is the sensor's detection accuracy, if the detection accuracy is greater than the accuracy threshold, the smaller the detection accuracy, the larger the adjustment amplitude. The second parameter is the vehicle speed, and the threshold is the vehicle speed threshold, which is 10 km / h. If the detection accuracy is 98%, which is greater than the accuracy threshold of 95%, the adjustment amplitude is 3, that is, the vehicle speed threshold is adjusted to 13 km / h. If the detection accuracy is 96%, the adjustment amplitude is 5, that is, the vehicle speed threshold is adjusted to 15 km / h.
[0081] If the amplitude adjustment factor is one of the three factors mentioned above (the number of first parameters, the type of second parameters, and the detection accuracy of the sensor), each factor corresponds to an adjustment amplitude, and the largest adjustment amplitude is taken as the final adjustment amplitude.
[0082] In this embodiment, by adjusting the amplitude factors such as the number of the first parameter, the type of the second parameter, and the detection accuracy of the sensor, the threshold in the preset misoperation condition corresponding to the second parameter is accurately adjusted, thereby relaxing the requirements for meeting the preset misoperation condition.
[0083] Figure 4 A flowchart of a vehicle control method provided in this application embodiment Figure 4 .based on Figures 1 to 3 In any of the embodiments shown, step S104 includes: Step S401: Determine the target distance between the obstacle and the vehicle based on the location.
[0084] In this embodiment, the target parameters include the obstacle state, which is characterized by the position of the obstacle detected by the vehicle, and the safety response output by the vehicle refers to the vehicle reducing the power output of the engine.
[0085] When it is necessary to reduce engine power, the vehicle determines the distance between the obstacle and the vehicle based on the location of the obstacle; this distance is defined as the target distance.
[0086] Step S402: Determine the dynamic suppression ratio based on the target distance. The target distance and the dynamic suppression ratio are negatively correlated.
[0087] After determining the target distance, the dynamic suppression ratio is determined based on the target distance, and the target distance and the dynamic suppression ratio are negatively correlated.
[0088] For example, when the target distance is (150cm, 200cm), the dynamic suppression ratio is 10%; when the target distance is (100cm, 150cm), the dynamic suppression ratio is 30%; when the target distance is (70cm, 100cm), the dynamic suppression ratio is 50%; when the target distance is (50cm, 70cm), the dynamic suppression ratio is 70%; and when the target distance is less than or equal to 50cm, the dynamic suppression ratio is 80%.
[0089] It should be noted that if multiple obstacles are detected, the distance between each obstacle and the vehicle is determined, and the minimum distance is set as the target distance.
[0090] Step S403: Reduce the power output of the engine in the vehicle according to the power suppression ratio.
[0091] After determining the power suppression ratio, the engine output power is reduced based on this ratio. For example, if the power suppression ratio is 80%, the engine output power is reduced by 80%, which is 20% of the original engine output power. Furthermore, after determining the power suppression ratio, the vehicle outputs a warning message and reduces the engine output power according to the ratio. This warning message is used to alert the user to any parking misoperation, preventing the user from mistakenly believing that the vehicle has malfunctioned due to the reduced engine output power.
[0092] In addition, the vehicle is equipped with safety redundancy and fail-safe mechanisms, as detailed below: 1. Ultrasonic radar fault detection and degradation strategy: - Fault detection: Verify the validity of radar data every 100ms (range value is not zero, azimuth angle is within a reasonable range); Degradation strategy: When a radar malfunction is detected, switch to "conservative mode" and relax the difference threshold (see the description below) from ≤30° to ≤60° to ensure that protection can also be triggered by side obstacles; Fault recovery: After the radar data returns to normal, it automatically switches back to standard mode.
[0093] 2. Communication interruption handling: Interruption detection: Monitor the bus communication status; if no radar data is received for 3 consecutive frames, it is determined that the communication is interrupted. Default safety state: When communication is interrupted, the maximum suppression is triggered by default (power is reduced to 15%), and the large screen will display "Sensor communication is abnormal, it is recommended to stop and check".
[0094] Recovery mechanism: After communication is restored, the driver must completely release the accelerator and then press it again for the vehicle to resume normal monitoring.
[0095] 3. Priority handling when vehicle computing power is insufficient: Computing power monitoring: The vehicle monitors CPU utilization in real time, and triggers degradation when the utilization rate is >85%; Downgrade strategy: Suspend cross-combination calculations and only perform standard five-dimensional judgments to reduce computing power consumption; Recovery mechanism: When the CPU utilization drops below 70%, the full calculation will be automatically resumed.
[0096] 4. System self-locking and reset after multiple false triggers: Accidental trigger count: Records the number of consecutive accidental triggers (if the driver presses the accelerator again within 500ms after releasing it, it is considered a consecutive trigger); Self-locking mechanism: If the system is accidentally triggered more than 3 times in a row, the power suppression function will be locked and the large screen will display the message "The system has been paused, please check the operation". Reset condition: The system will automatically reset after the vehicle is turned off and restarted.
[0097] 5. Abnormal scenario handling strategies: When multiple obstacles appear simultaneously: the suppression level is calculated based on the distance to the nearest obstacle to ensure the highest level of safety; Rapidly moving obstacles (such as pedestrians crossing): When a rapid change in the azimuth angle of an obstacle is detected, the suppression level is increased and the response time is shortened to 50ms; If the ultrasonic radar is blocked or contaminated: When an abnormal distance value is detected (constantly at the maximum or minimum value), switch to conservative mode. Conservative mode means that if any target parameter meets the corresponding preset misoperation condition, output a prompt message for user parking misoperation.
[0098] In this embodiment, the vehicle determines the power suppression ratio based on the distance between the vehicle and the obstacle, and then reasonably suppresses the power output of the engine based on the power suppression ratio.
[0099] Corresponding to the vehicle control method described above, this application also provides a vehicle. Figure 5 This is a schematic diagram of a vehicle module provided in an embodiment of this application. The vehicle 500 provided in this embodiment includes: The acquisition module 510 is used to acquire at least two target parameters when the vehicle is parked, each target parameter being used to characterize the driving state of the vehicle or the state of obstacles around the vehicle. The first determining module 520 is used to determine a first parameter among various target parameters, and to determine the confidence level of the user's misoperation based on each first parameter. The first parameter is a target parameter that meets the corresponding preset misoperation conditions. The adjustment module 530 is used to reduce the requirement for meeting the preset misoperation condition corresponding to the second parameter when the misoperation confidence level is greater than the first preset threshold and less than the second preset threshold, so as to obtain the target misoperation condition. The second parameter is the target parameter that does not meet the corresponding preset misoperation condition. The second determining module 540 is used to determine that the user has made a parking error during the vehicle parking process when the second parameter meets the target misoperation condition, and output the corresponding safety response for the parking error.
[0100] In some implementations, vehicle 500 is also used for: Based on the location, determine the shortest distance between the obstacle and the vehicle's preset parking trajectory, and determine the angle difference between the vehicle's current front wheel turning angle and the obstacle's azimuth angle relative to the vehicle. Based on the preset erroneous operation conditions corresponding to the location, determine the distance threshold and the difference threshold; If the shortest distance is less than the distance threshold and the angle difference is less than the difference threshold, the position is determined as the first parameter.
[0101] In some implementations, vehicle 500 is also used for: Obtain an amplitude adjustment factor, which includes at least one of the following: the number of first parameters, the type of second parameters, and the detection accuracy of the sensor that detects the second parameters. Based on the amplitude adjustment factor, determine the adjustment amplitude of the threshold in the preset misoperation condition corresponding to the second parameter; Adjust the threshold in the preset erroneous operation condition corresponding to the second parameter according to the adjustment range corresponding to the second parameter.
[0102] In some implementations, vehicle 500 is also used for: Determine the target distance between the obstacle and the vehicle based on its location; The dynamic suppression ratio is determined based on the target distance, and there is a negative correlation between the target distance and the dynamic suppression ratio. According to the power suppression ratio, the power output of the engine in the vehicle is reduced.
[0103] In some implementations, vehicle 500 is also used for: Output a prompt message and reduce the engine output power in the vehicle according to the power suppression ratio. The prompt message is used to alert the user that a parking error has occurred.
[0104] In some implementations, vehicle 500 is also used for: Get the number of the first parameter; Based on the number of first parameters, the initial weights corresponding to the first parameters are adjusted to obtain the target weights of the first parameters. The number of first parameters is positively correlated with the target weights. Based on each primary parameter and its corresponding target weight, the confidence level of the user's erroneous operation is determined.
[0105] In some implementations, vehicle 500 is also used for: If the confidence level of the misoperation is greater than or equal to the second preset threshold, it is determined that the user has made a parking misoperation during the vehicle parking process, and a corresponding safety response is output for the parking misoperation.
[0106] In some implementations, the driving state is characterized by at least one of the vehicle's gear position, speed, throttle opening, and throttle pedal speed; the obstacle state is characterized by the position of obstacles detected by the vehicle.
[0107] The vehicles and vehicle control methods described in the above embodiments of this application belong to the same concept and can execute the vehicle control methods provided in any of the above embodiments of this application. They possess the corresponding functional modules and beneficial effects for executing vehicle control methods. Technical details not described in detail in this embodiment can be found in the specific processing content of the vehicle control methods provided in the above embodiments of this application, and will not be repeated here.
[0108] The functions implemented by the various modules in the vehicle can be implemented by the same or different processors, and this application embodiment does not limit this.
[0109] It should be understood that the modules in the above-described vehicle can be implemented by a processor calling firmware. For example, the system includes a processor connected to a memory containing instructions. The processor calls the instructions stored in the memory to implement any of the above methods or to implement the functions of each module of the device. The processor can be a general-purpose processor, such as a CPU or microprocessor, and the memory can be internal to the device or external to the system. Alternatively, the modules in the system can be implemented as hardware circuits. By designing the hardware circuits, some or all of the module functions can be implemented. The hardware circuit can be understood as one or more processors. For example, in one implementation, the hardware circuit is an ASIC, and the functions of some or all of the above modules are implemented by designing the logical relationships between the components within the circuit. In another implementation, the hardware circuit can be implemented by a PLD, such as an FPGA, which can include a large number of logic gates. The connection relationships between the logic gates are configured through configuration files to implement the functions of some or all of the above modules. All modules of the above-described vehicle can be implemented entirely by a processor calling firmware, entirely by hardware circuits, or partially by a processor calling firmware with the remaining parts implemented by hardware circuits.
[0110] In this application embodiment, a processor is a circuit with signal processing capabilities. In one implementation, the processor can be a circuit with instruction reading and execution capabilities, such as a CPU, microprocessor, GPU, or DSP. In another implementation, the processor can implement certain functions through the logical relationships of hardware circuits. These logical relationships are fixed or reconfigurable. For example, the processor may be a hardware circuit implemented as an ASIC or PLD, such as an FPGA. In a reconfigurable hardware circuit, the process of the processor loading a configuration document and configuring the hardware circuit can be understood as the processor loading instructions to implement the functions of some or all of the above modules. Furthermore, it can also be a hardware circuit designed for artificial intelligence, which can be understood as an ASIC, such as an NPU, TPU, or DPU.
[0111] As can be seen, each module in the above vehicle can be one or more processors (or processing circuits) configured to implement the above methods, such as: CPU, GPU, NPU, TPU, DPU, microprocessor, DSP, ASIC, FPGA, or a combination of at least two of these processor forms.
[0112] Furthermore, the modules in the above-mentioned vehicle can be integrated in whole or in part, or they can be implemented independently. In one implementation, these modules are integrated together and implemented in the form of a System-on-Chip (SoC). The SoC may include at least one processor for implementing any of the above methods or implementing the functions of the modules of the device. The at least one processor may be of different types, such as CPU and FPGA, CPU and artificial intelligence processor, CPU and GPU, etc.
[0113] This application provides a schematic diagram of the structure of an electronic device, see [link]. Figure 6 As shown, the electronic device includes a memory 600 and a processor 610; wherein the memory 600 is connected to the processor 610 and is used to store programs; the processor 610 is used to implement the vehicle control method disclosed in any of the above embodiments by running the programs stored in the memory 600.
[0114] Specifically, the aforementioned electronic device may further include: a bus, a communication interface 620, an input device 630, and an output device 640. The electronic device may also include a data transceiver module, an image monitoring module, and a signal monitoring module.
[0115] The processor 610, memory 600, communication interface 620, input device 630, and output device 640 are interconnected via a bus. Among them: A bus can include a pathway for transmitting information between various components in an electronic device.
[0116] The processor 610 can be a general-purpose processor, such as a general-purpose central processing unit (CPU), a microprocessor, etc., or an application-specific integrated circuit (ASIC), or one or more integrated circuits used to control the execution of the program of the present application. It can also be a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components.
[0117] The processor 610 may include a main processor, as well as a baseband chip, modem, etc.
[0118] The memory 600 stores a program for executing the technical solution of this application, and may also store an operating system and other critical business functions. Specifically, the program may include program code, which includes computer operation instructions. More specifically, the memory 600 may include read-only memory (ROM), other types of static storage devices capable of storing static information and instructions, random access memory (RAM), other types of dynamic storage devices capable of storing information and instructions, disk storage, flash memory, etc.
[0119] Input device 630 may include a device for receiving user input data and information, such as a keyboard, mouse, camera, scanner, light pen, voice input device, touch screen, pedometer, or gravity sensor.
[0120] Output device 640 may include devices that allow information to be output to a user, such as a display screen, printer, speaker, etc.
[0121] The communication interface 620 may include a device that uses any transceiver to communicate with other devices or communication networks, such as Ethernet, Radio Access Network (RAN), Wireless Local Area Network (WLAN), etc.
[0122] The processor 610 executes the program stored in the memory 600 and calls other devices, which can be used to implement the various steps of any of the vehicle control methods provided in the above embodiments of this application.
[0123] It should be noted that the electronic device can be an in-vehicle terminal, a mobile phone, a wearable device, or a server, etc.; or it can be a vehicle that includes an in-vehicle terminal, etc.
[0124] This application also proposes a chip, which includes a processor and a data interface. The processor reads and runs a program stored in the memory through the data interface to execute the vehicle control method described in any of the above embodiments. For details of the processing and its beneficial effects, please refer to the above-described embodiments of the vehicle control method.
[0125] In addition to the methods and devices described above, embodiments of this application may also be computer program products, which include computer program instructions that, when executed by a processor, cause the processor to perform the steps of the vehicle control method described in any of the embodiments described above.
[0126] Computer program products can be written in any combination of one or more programming languages to perform the operations of the embodiments of this application. The programming languages include object-oriented programming languages such as Java and C++, as well as conventional procedural programming languages such as C or similar languages. The program code can be executed entirely on the user's computing device, partially on the user's computing device, as a standalone firmware package, partially on the user's computing device and partially on a remote computing device, or entirely on a remote computing device or server.
[0127] Furthermore, embodiments of this application may also be storage media storing a computer program, which is executed by a processor to perform the steps of the vehicle control method described in any of the above embodiments of this specification, specifically implementing the steps of the above vehicle control method.
[0128] For the foregoing method embodiments, in order to simplify the description, they are all described as a series of actions. However, those skilled in the art should understand that this application is not limited to the described order of actions, because according to this application, some steps can be performed in other orders or simultaneously. Furthermore, those skilled in the art should also understand that the embodiments described in the specification are all preferred embodiments, and the actions and modules involved are not necessarily essential to this application.
[0129] It should be noted that the various embodiments in this specification are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. Similar or identical parts between embodiments can be referred to interchangeably. For apparatus embodiments, since they are basically similar to method embodiments, the description is relatively simple; relevant parts can be referred to the descriptions in the method embodiments.
[0130] The steps in the methods of the various embodiments of this application can be adjusted, merged, or deleted in order according to actual needs, and the technical features described in each embodiment can be replaced or combined.
[0131] The units of the apparatus in the various embodiments of this application can be merged, divided, and deleted according to actual needs.
[0132] It should be understood that the disclosed terminals, devices, and methods can be implemented in other ways, given the several embodiments provided in this application. For example, the terminal embodiments described above are merely illustrative. For instance, the division of modules or sub-modules is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple sub-modules or modules may be combined or integrated into another module, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be indirect coupling or communication connection through some interfaces, devices, or modules, and may be electrical, mechanical, or other forms.
[0133] The modules or submodules described as separate components may or may not be physically separate. The components that constitute a module or submodule may or may not be physical modules or submodules; that is, they may be located in one place or distributed across multiple network modules or submodules. Some or all of the modules or submodules can be selected to achieve the purpose of this embodiment's solution, depending on actual needs.
[0134] Furthermore, the functional modules or sub-modules in the various embodiments of this application can be integrated into one processing module, or each module or sub-module can exist physically separately, or two or more modules or sub-modules can be integrated into one module. The integrated modules or sub-modules described above can be implemented in hardware or as firmware functional modules or sub-modules.
[0135] Those skilled in the art will further recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, computer firmware, or a combination of both. To clearly illustrate the interchangeability of hardware and firmware, the components and steps of the various examples have been generally described in terms of functionality in the foregoing description. Whether these functions are implemented in hardware or firmware depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.
[0136] The steps of the methods or algorithms described in conjunction with the embodiments disclosed herein can be implemented directly using hardware, firmware units executed by a processor, or a combination of both. The firmware unit can be located in random access memory (RAM), main memory, read-only memory (ROM), electrically programmable ROM, electrically erasable programmable ROM, registers, hard disk, removable disk, CD-ROM, or any other form of storage medium known in the art.
[0137] Finally, it should be noted that in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes the element.
[0138] The above description of the disclosed embodiments enables those skilled in the art to make or use this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.
Claims
1. A vehicle control method, characterized in that, include: When the vehicle is parked, at least two target parameters are acquired, each of which is used to characterize the driving state of the vehicle or the state of obstacles around the vehicle. Among the target parameters, a first parameter is determined, and based on each of the first parameters, the confidence level of the user driving the vehicle is determined. The first parameter is a target parameter that satisfies the corresponding preset misoperation condition. When the confidence level of the misoperation is greater than the first preset threshold and less than the second preset threshold, the requirement for satisfying the preset misoperation condition corresponding to the second parameter is reduced to obtain the target misoperation condition. The second parameter is the target parameter that does not satisfy the corresponding preset misoperation condition. If the second parameter satisfies the target misoperation condition, it is determined that the user has made a parking misoperation during the parking process, and a safety response corresponding to the parking misoperation is output.
2. The vehicle control method according to claim 1, characterized in that, The target parameters include the obstacle state, which is characterized by the position of the obstacle detected by the vehicle. Determining a first parameter among the target parameters includes: Based on the location, determine the shortest distance between the obstacle and the vehicle's preset parking trajectory, and determine the angle difference between the vehicle's current front wheel steering angle and the obstacle's azimuth angle relative to the vehicle; Based on the preset erroneous operation conditions corresponding to the location, determine the distance threshold and the difference threshold; If the shortest distance is less than the distance threshold and the angle difference is less than the difference threshold, the position is determined as the first parameter.
3. The vehicle control method according to claim 1, characterized in that, The requirements for meeting the preset erroneous operation conditions corresponding to the reduction of the second parameter include: Obtain an amplitude adjustment factor, wherein the amplitude adjustment factor includes at least one of the number of the first parameter, the type of the second parameter, and the detection accuracy of the sensor that detects the second parameter; Based on the amplitude adjustment factor, determine the adjustment amplitude of the threshold in the preset misoperation condition corresponding to the second parameter; Adjust the threshold in the preset erroneous operation condition corresponding to the second parameter according to the adjustment range corresponding to the second parameter.
4. The vehicle control method according to claim 1, characterized in that... The target parameters include the obstacle state, which is characterized by the position of the obstacle detected by the vehicle. The output, for the safety response corresponding to the parking misoperation, includes: Based on the location, determine the target distance between the obstacle and the vehicle; The dynamic suppression ratio is determined based on the target distance, and the target distance is negatively correlated with the dynamic suppression ratio. According to the power suppression ratio, the power output of the engine in the vehicle is reduced.
5. The vehicle control method according to claim 4, characterized in that, Reducing the power output of the engine in the vehicle according to the power suppression ratio includes: Output a prompt message and reduce the power output of the engine in the vehicle according to the power suppression ratio. The prompt message is used to alert the user to a parking misoperation.
6. The vehicle control method according to claim 1, characterized in that, Determining the confidence level of the user's erroneous operation based on each of the first parameters includes: Get the number of the first parameter; Based on the number of the first parameters, the initial weights corresponding to the first parameters are adjusted to obtain the target weights of the first parameters, wherein the number of the first parameters is positively correlated with the target weights; Based on each of the first parameters and the corresponding target weights, the confidence level of the user driving the vehicle is determined.
7. The vehicle control method according to any one of claims 1-6, characterized in that, After determining the confidence level of the user's erroneous operation based on each of the first parameters, the method further includes: If the confidence level of the misoperation is greater than or equal to the second preset threshold, it is determined that the user has made a parking misoperation during the parking process, and a safety response corresponding to the parking misoperation is output.
8. The vehicle control method according to any one of claims 1-6, characterized in that, The driving state is characterized by at least one of the vehicle's gear position, vehicle speed, throttle opening, and throttle pedal speed; the obstacle state is characterized by the position of the obstacle detected by the vehicle.
9. A vehicle, characterized in that, Including memory and processor, among which, The memory is connected to the processor and is used to store programs; The processor is used to implement the vehicle control method as described in any one of claims 1-8 by running the program in the memory.
10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program, which, when executed by a processor, implements the vehicle control method as described in any one of claims 1-8.
11. A computer program product, characterized in that, It includes computer instructions, which, when executed by a processor, implement the vehicle control method as described in any one of claims 1-8.