Driving assistance method and apparatus and vehicle

Abstract

A driving assistance method and apparatus (200) and a vehicle (100). The driving assistance method comprises two main stages: in a first stage, obtaining a first accelerator misapplication assessment result at least on the basis of first accelerator depression information of the vehicle (100), and in a second stage, acquiring second accelerator depression information, and taking in account the first accelerator misapplication assessment result and the re-acquired accelerator depression information to perform emergency braking on the vehicle (100).

Description

Driving assistance method, device and vehicle

[0001] This application claims priority to the Chinese patent application filed with the State Intellectual Property Office of China on January 15, 2024, with application number 202410057684.2 and application name “A driving assistance method, device and vehicle”, the entire contents of which are incorporated by reference into this application. Technical Field

[0002] The present application relates to the fields of autonomous driving technology and intelligent vehicle technology, and in particular to a driving assistance method, device, and vehicle. Background Art

[0003] With the rapid development of the economy and urban transportation, the number of vehicles has increased year by year. While vehicles bring convenience to people's travel, they also carry hidden dangers. Reportedly, accidental accelerator pedaling, which causes rapid acceleration, has been the cause of some traffic accidents. For example, the accelerator and brake pedals in vehicles are located close together. This makes it easy for drivers to mistakenly use the accelerator for the brake in an accidental operation or in an emergency, resulting in an accidental accelerator pedaling error. When the driver accidentally steps on the accelerator, the vehicle accelerates rapidly and rushes forward, posing a significant safety hazard to people's travel.

[0004] Some solutions use sensors to collect the pressure of the driver's accelerator pedal, and determine whether the accelerator has been accidentally stepped on based on whether the pressure reaches a threshold, and then perform an emergency brake. However, different drivers have different driving styles, and judging based on the pressure threshold of the accelerator pedal has a high misjudgment rate, which affects the driver's user experience. For example, when the driver steps on the accelerator pedal hard to accelerate suddenly, if it is judged as an accidental step, the driver's driving experience and comfort will be greatly reduced. For another example, when the driver uses the accelerator as a brake in an emergency, but the stepping force does not reach the pressure threshold, if it is not judged as an accidental step, it is easy to cause a traffic accident.

[0005] How to accurately determine the situation of accidental accelerator pedaling and reduce the probability of traffic accidents caused by accidental accelerator pedaling without affecting the driver's driving experience is a hot issue being studied by technicians in this field. Summary of the Invention

[0006] This application provides a driving assistance method, device, and vehicle that can accurately detect accidental accelerator pedaling, thereby reducing the probability of traffic accidents caused by accidental accelerator pedaling without affecting the driver's driving experience. When a vehicle is equipped with an autonomous emergency braking (AEB) system, this method can improve the accuracy of AEB triggering and enhance the user experience of the AEB function.

[0007] In a first aspect, the present application provides a driving assistance method, comprising: obtaining a first accelerator mis-depression assessment result based on at least first accelerator pedaling information of a vehicle, obtaining second accelerator pedaling information of the vehicle, and performing emergency braking on the vehicle based on the first accelerator mis-depression assessment result and the second accelerator pedaling information of the vehicle. The first accelerator mis-depression assessment result is used to indicate a preliminary determination of whether the driver has mis-depressed the accelerator.

[0008] In the present application, the determination of accidental accelerator pedaling is divided into two stages: preliminary determination and secondary confirmation. In the first stage, a preliminary determination is made as to whether the driver has accidentally stepped on the accelerator based at least on the first accelerator pedaling information. The preliminary determination process can detect whether the driver has suspected accidental accelerator pedaling. When the driver has indeed accidentally stepped on the accelerator, the vehicle will usually accelerate rapidly. When the driver realizes that the vehicle is accelerating abnormally or that he has accidentally stepped on the accelerator, the accelerator pedaling force is likely to change. In the second stage, the present application can obtain accelerator pedaling information again, namely the second accelerator pedaling information. Combining the preliminary evaluation results in the first stage (i.e., the first accidental accelerator pedaling evaluation results) with the second accelerator pedaling information obtained in the second stage can more accurately determine whether an accidental accelerator pedaling has occurred and determine whether to perform emergency braking on the vehicle. In this way, after two stages of determination, the accuracy of the accidental accelerator pedaling determination can be improved. If an accidental accelerator pedaling is confirmed, the vehicle can be braked in a timely manner, reducing the probability of traffic accidents caused by accidental accelerator pedaling. When the driver accelerates normally, even if it is initially determined that the button is pressed accidentally, a second confirmation of the accidental pressing can reduce the misjudgment rate, avoid affecting the driver's driving freedom, and improve the driving experience.

[0009] In one possible implementation of the first aspect, the throttle pedaling information includes one or more of the following information: pedal opening, pedaling rate, or pedaling force. The pedaling rate indicates the rate of change of the pedal opening. The first throttle pedaling information and the second throttle pedaling information may be throttle pedaling information at different times (or in different situations). In some embodiments, the second throttle pedaling information is acquired some time after the first throttle pedaling information is acquired.

[0010] The above implementation method combines the pedal opening, pedaling speed, or pedaling force to make a preliminary judgment or confirmation on the result of mis-stepping, which can improve the accuracy of mis-stepping judgment and enhance the user experience.

[0011] Optionally, when the accelerator pedaling information includes a pedal opening, the accelerator pedaling information may further include time information corresponding to the pedal opening. Optionally, the pedaling force may be described by a force level, such as light, medium, or heavy.

[0012] Exemplarily, the first accelerator pedaling information includes a first pedal opening and time information of the first pedal opening. In another exemplary embodiment, the first accelerator pedaling information includes a first pedal opening and a first pedaling rate. In another exemplary embodiment, the first accelerator pedaling information includes a first pedaling force.

[0013] Exemplarily, the second accelerator pedaling information includes a second pedal opening and time information of the second pedal opening. In another exemplary embodiment, the second accelerator pedaling information includes a second pedal opening and a second pedaling rate. In another exemplary embodiment, the second accelerator pedaling information includes a second pedaling force.

[0014] In another possible implementation of the first aspect, before obtaining the second accelerator pedaling information of the vehicle, the method further includes: when the first accelerator mis-stepping evaluation result indicates that the driver has mis-stepped the accelerator, performing an anti-mis-stepping operation.

[0015] In the above embodiment, the anti-accidental stepping operation makes it easier for the driver to perceive the occurrence of accidental stepping, and is more likely to trigger the driver's response to the accelerator stepping event, thereby improving the accuracy and efficiency of judging accidental stepping of the accelerator.

[0016] For example, if the driver accidentally steps on the accelerator pedal, executing the anti-accelerator operation can make the driver more intuitively aware of the occurrence of the accidental step, allowing the driver to promptly change the pressure output to the accelerator pedal, such as releasing the accelerator pedal, or moving the foot towards the brake, etc. This can shorten the judgment time of the accidental step confirmation stage, provide more time and distance for emergency braking, and reduce the probability of traffic accidents caused by accidental stepping of the accelerator. In the case of normal rapid acceleration, the driver can ignore the anti-accelerator operation and step on the accelerator normally. For example, the driver will not suddenly release the accelerator pedal, making it less likely to misjudge the accidental step of the accelerator, thereby improving the driver's driving experience.

[0017] In some implementations, the anti-mistouch operation does not lock the accelerator pedal, and can support the driver to deeply step on and release the accelerator pedal, so that the driver can have a higher degree of driving freedom.

[0018] In another possible implementation of the first aspect, the anti-accidental-pedaling operation includes outputting a throttle rebound control signal, where the throttle rebound control signal is used to control the accelerator pedal to impart a rebound force (or elastic force) to the accelerator pedal. Optionally, the throttle rebound control signal is used to instruct a controller associated with the accelerator pedal to apply a force in the direction of releasing the accelerator pedal.

[0019] In the above embodiment, if the driver is in a normal, rapid acceleration situation, they will overcome greater resistance, prompting them to apply greater pressure to maintain or increase the pedal opening. Conversely, if the driver accidentally presses the pedal, the "heavy feel" of the pedal, combined with the current vehicle acceleration, will make the driver more likely to recognize the accidental accelerator application, thereby improving the accuracy of secondary accidental accelerator detection. Overall, the above solution helps improve the accuracy of determining whether the driver has accidentally pressed the pedal.

[0020] In another possible implementation of the first aspect, the accidental accelerator pedal prevention operation includes outputting a driving prompt message, the driving prompt message being used to alert the driver of an accidental accelerator pedal depression. The driving prompt message enables the driver to promptly detect the occurrence of an accidental accelerator pedal depression, thereby improving the accuracy and efficiency of determining an accidental accelerator pedal depression.

[0021] Optionally, the driving prompt information can be transmitted to the driver via sound, light, electricity, tactile reminders (such as vibration), etc. For example, the driving prompt information can be output to a human-machine interaction (HMI) such as text reminders, voice reminders, etc.

[0022] Optionally, driving prompts can be presented in front of the driver's field of view, allowing the driver to obtain driving prompts without looking down or turning their head. For example, a heads-up display (HUD) can be used to display or warn of accidental accelerator pedaling, vehicle route, collision risk, vehicle speed, direction of speed change, acceleration, etc.

[0023] In another possible implementation of the first aspect, the time corresponding to the second accelerator pedaling information may be after a first duration of the execution of the accidental pedal prevention operation. That is, obtaining the second accelerator pedaling information of the vehicle includes: obtaining the second accelerator pedaling information of the vehicle after the first duration of the execution of the accidental pedal prevention operation. The first duration is a predefined duration, such as 500 milliseconds (ms). And / or the first duration is greater than human reaction time.

[0024] In another possible implementation of the first aspect, emergency braking is performed on the vehicle based on the first accelerator mis-stepping evaluation result and the vehicle's second accelerator stepping information, including: confirming whether the driver has mistakenly stepped on the accelerator based on the first accelerator mis-stepping evaluation result and the vehicle's second accelerator stepping information, and emergency braking is performed on the vehicle if it is confirmed that the driver has mistakenly stepped on the accelerator.

[0025] In the above embodiment, based on the preliminary judgment result in the first stage and the accelerator pedaling information obtained in the second stage, it is confirmed whether the driver has stepped on the accelerator by mistake. If it is confirmed that the driver has stepped on the accelerator by mistake, the vehicle is emergency braked to improve the accuracy of emergency braking and enhance driving safety.

[0026] In another possible implementation of the first aspect, the first accelerator pedal information includes a first pedal opening, and the second accelerator pedal information includes a second pedal opening. In this case, based on the first and second pedal openings, it can be determined whether the driver has released the accelerator. Furthermore, if the accelerator is released, this indicates that the accelerator pedal may have been pressed accidentally, and emergency braking can be performed. Otherwise, the driver may have just performed a normal rapid acceleration, and emergency braking is not triggered.

[0027] In another possible implementation of the first aspect, whether the accelerator is released can be determined based on accelerator pedal information collected in the preliminary determination stage and the secondary determination stage.

[0028] As one possible implementation, the method further includes: confirming whether the driver has accidentally stepped on the accelerator based on the first accelerator accidental evaluation result and the vehicle's second accelerator pedaling information, including: confirming that the driver has accidentally stepped on the accelerator if the first accelerator accidental evaluation result indicates a preliminary determination that the driver has accidentally stepped on the accelerator and the difference between the first pedal opening and the second pedal opening is greater than or equal to a first threshold. In this implementation, if the difference is greater than the first threshold, it indicates that the accelerator has been released, in which case the driver is confirmed to have accidentally stepped on the accelerator, and emergency braking is performed.

[0029] In another case, the method further includes: confirming that the driver did not accidentally step on the accelerator when the first accelerator accidental stepping evaluation result indicates a preliminary determination that the driver did not accidentally step on the accelerator or the difference between the first pedal opening and the second pedal opening is less than a first threshold.

[0030] It should be understood that in some embodiments, the second accelerator pedaling information is collected when it is preliminarily determined that the driver has accidentally stepped on the accelerator. In this case, the first accelerator pedaling result can be an implicit condition or a precondition. In this case, if the difference between the first pedal opening and the second pedal opening is greater than or equal to a first threshold, it is confirmed that the driver has accidentally stepped on the accelerator. In another case, if the difference between the first pedal opening and the second pedal opening is less than the first threshold, it is confirmed that the driver has not accidentally stepped on the accelerator.

[0031] In the above implementation, the difference between the first pedal opening and the second pedal opening can be a signed value. When the first pedal opening is greater than the second pedal opening, the first pedal opening minus the second pedal opening is a positive number. When the first pedal opening is less than the second pedal opening, the first pedal opening minus the second pedal opening is a negative number.

[0032] Alternatively, if the first accelerator misapplication evaluation result indicates a preliminary determination that the driver has misapplication of the accelerator and the difference between the second pedal opening and the first pedal opening is less than or equal to a third threshold, the driver is confirmed to have misapplication of the accelerator. Otherwise, the driver is confirmed to have not misapplication of the accelerator.

[0033] In another possible implementation of the first aspect, the accelerator pedal data collected during the initial determination may not be used during the secondary determination. For example, it may be directly determined that the accelerator pedal opening collected for the second time has dropped to a preset value.

[0034] As a possible implementation, the second accelerator pedaling information includes a second pedal opening, and confirming whether the driver has mistakenly stepped on the accelerator is based on the first accelerator mistakenly stepping evaluation result and the second accelerator pedaling information of the vehicle, including: when the first accelerator mistakenly stepping evaluation result indicates a preliminary determination that the driver has mistakenly stepped on the accelerator and the second pedal opening is less than a second threshold, confirming that the driver has mistakenly stepped on the accelerator.

[0035] In another case, when the first accelerator mis-stepping evaluation result indicates that the driver has not mis-stepped the accelerator or the second pedal opening is greater than the second threshold, it is confirmed that the driver has not mis-stepped the accelerator.

[0036] Alternatively, the first accelerator mis-press result may be an implicit condition or a precondition, i.e., if the second pedal opening is less than a second threshold, it is determined that the driver has mis-pressed the accelerator. In another embodiment, if the second pedal opening is greater than the second threshold, it is determined that the driver has not mis-pressed the accelerator.

[0037] In some solutions, emergency braking can be replaced by braking, including comfort braking, rapid stopping, etc.

[0038] In another possible implementation of the first aspect, performing emergency braking on the vehicle when it is confirmed that the driver has stepped on the accelerator by mistake includes: performing emergency braking on the vehicle when there is a risk of collision of the vehicle and it is confirmed that the driver has stepped on the accelerator by mistake.

[0039] In this implementation, emergency braking is triggered when there is a risk of collision, reducing the likelihood of traffic accidents and protecting the safety of users and their property. It also prevents emergency braking from being triggered in open areas, with low traffic difficulty, or in non-collision situations, preventing automatic emergency braking from interfering with the user's driving and ensuring the driver's freedom of movement.

[0040] In another possible implementation of the first aspect, the method further includes: if it is confirmed that the driver has not stepped on the accelerator by mistake, not triggering emergency braking of the vehicle.

[0041] In another possible implementation of the first aspect, the method further includes: if the vehicle is at risk of collision and it is confirmed that the driver did not accidentally step on the accelerator, not triggering emergency braking of the vehicle. For example, the AEB function is in a suppressed state.

[0042] In another possible implementation of the first aspect, the vehicle's current gear is a forward gear, that is, the vehicle's current direction of travel is forward. For example, in scenarios such as vehicle starting or moving forward, the present application can perform a preliminary determination and secondary confirmation to prevent accidental accelerator pedaling, thereby braking if an accidental accelerator pedaling is confirmed, thereby reducing the probability of traffic accidents caused by accidental accelerator pedaling.

[0043] In another possible implementation of the first aspect, the vehicle's current gear is reverse, meaning the vehicle is traveling backward. For example, in scenarios such as parking, starting, shifting into reverse, or reversing, the present application can perform a preliminary determination and secondary confirmation to prevent accidental accelerator pedaling. If an accidental accelerator pedaling is confirmed, braking can be performed, thereby reducing the probability of traffic accidents caused by accidental accelerator pedaling.

[0044] In another possible implementation of the first aspect, in the preliminary determination stage, in addition to the first accelerator pedaling information, other information may be combined to perform preliminary determination of mis-pedaling, such as driver perception information or vehicle driving environment data.

[0045] The driver's perceived information includes one or more of the driver's biometric information, voice information, and evaluation data obtained by processing the biometric information and / or voice information. Understandably, when a driver accidentally brakes, they may be nervous or panicked. Therefore, combining the driver's perceived information with a preliminary judgment of an accidental brake can improve the accuracy of the judgment.

[0046] The vehicle's driving environment information includes one or more of the following: static environmental information about the vehicle's surroundings, dynamic environmental information, or the vehicle's motion state. Alternatively, the vehicle's driving environment data includes evaluation data calculated based on one or more of the aforementioned static environmental information about the vehicle's surroundings, dynamic environmental information, and the vehicle's own motion state, such as collision risk information, travel path information, or avoidance path information.

[0047] In some solutions, driving environment data is used to indicate the vehicle's collision risk. Understandably, when the road is difficult or the collision risk is high, the driver is more likely to accidentally brake. Incorporating driving environment information into the initial assessment of accidental braking can improve the accuracy of this assessment.

[0048] In another possible implementation of the first aspect, a first accelerator mis-stepping evaluation result is obtained at least based on the first accelerator stepping information of the vehicle, including: obtaining the first accelerator mis-stepping evaluation result based on the first accelerator stepping information of the vehicle, and at least one item of the perception information of the vehicle driver and the vehicle's driving environment data.

[0049] Exemplarily, a first accelerator mis-depression evaluation result is obtained based on first accelerator pedaling information of the vehicle and perception information of the driver of the vehicle.

[0050] As another example, a first accelerator mis-depression evaluation result is obtained based on the first accelerator pedaling information of the vehicle and the driving environment data of the vehicle.

[0051] As another example, a first accelerator mis-depression evaluation result is obtained based on first accelerator pedaling information of the vehicle, perception information of the vehicle driver, and driving environment data of the vehicle.

[0052] In another possible implementation of the first aspect, the method further includes: determining driving environment data based on the vehicle's surrounding environment information and the vehicle's motion state. Exemplarily, the driving environment data includes collision-free passage probability (CFPP).

[0053] In another possible implementation of the first aspect, the vehicle's motion state is used to indicate the vehicle's projected path, and information about the vehicle's surrounding environment is used to determine the vehicle's traversable path. The driving environment data is used to indicate the vehicle's collision risk, which is related to the degree of consistency between the vehicle's projected path and the traversable path. For example, if the vehicle's steering direction is consistent with the traversable path, the vehicle has a higher probability of successfully navigating without collision when assessing the collision risk between the vehicle, its surroundings, and traffic flow.

[0054] In another possible implementation of the first aspect, the perceived information about the vehicle driver includes the driver's concentration. The method further includes: obtaining driver concentration assessment data and driver stress assessment data, and determining the driver's concentration based on the driver's concentration assessment data and the driver stress assessment data.

[0055] When a driver is distracted or nervous during driving, they are more likely to accidentally step on the accelerator. The above embodiment combines the driver's attention assessment data with the driver's nervousness assessment data to determine the driver's concentration level. This is then incorporated into the process of determining whether the accelerator has been accidentally stepped on, which can improve the accuracy of the accidental step determination.

[0056] Optionally, the weight of the attention assessment data is greater than the weight of the stress assessment data. For example, in some implementations, the driver's stress assessment data may be derived based on in-cabin speech. However, considering that the driver or passengers may not make any sound, the attention assessment data is weighted more heavily than the stress assessment data, thereby improving the accuracy of the concentration test.

[0057] In some embodiments, a driver monitor system (DMS) is deployed in the vehicle, and the above-mentioned driver's attention assessment data and / or driver's stress level assessment data can be provided by the DMS, or the above-mentioned driver's attention assessment data and / or driver's stress level assessment data can be obtained by processing images and / or voices provided by the DMS.

[0058] In another possible implementation of the first aspect, the method further includes: acquiring facial recognition information of the driver, obtaining attention assessment data based on the facial recognition information of the driver, and acquiring voice information from the vehicle cab, obtaining stress assessment data based on the voice information from the vehicle cab. Acquiring here includes collecting or receiving data collected by other master devices.

[0059] In another possible implementation of the first aspect, a first accelerator mis-stepping evaluation result is obtained at least based on the first accelerator pedaling information of the vehicle, including: determining an mis-stepping index based on the perception information of the driver of the vehicle and the driving environment data of the vehicle, and determining a first pedaling force based on the first accelerator pedaling information, and determining the first accelerator mis-stepping evaluation result based on the mis-stepping index and the first accelerator pedaling force.

[0060] For example, the mis-step index is determined by two input parameters: the driver's perception information and the vehicle's driving environment data. By combining the collision risk level and the driver's reaction, the mis-step index can more accurately reflect the possibility of the driver accidentally stepping on the accelerator under different collision risk levels and different emotional feedback.

[0061] In some solutions, the two input parameters have different weight values, making the mis-step indicator more usable. For example, the driver's perception information includes the driver's concentration, the vehicle's driving environment data includes CFPP, and the mis-step indicator WeightSum satisfies the following formula: WeightSum = (1-CFPP) × w1 + DrivingFocusLevel × w2

[0062] DrivingFocusLevel indicates the driver's focus, and w1 and w2 are weights. Furthermore, w1 and w2 satisfy w1 + w2 = 1, for example, w1 is 0.7 and w2 is 0.3. For example, "×" is used to represent an operator, and in some scenarios, it can be replaced by "*."

[0063] Optionally, the vehicle's driving environment data is weighted higher than the driver's perception of the vehicle, for example, w1 is greater than w2. Due to individual emotional expression habits, some drivers may not express their emotions much. Therefore, increasing the weight of objective driving environment data helps quantify the possibility of accidental stepping and improve the accuracy of accidental stepping judgment.

[0064] In another possible implementation of the first aspect, the first pedaling force is one of at least one pedaling force level, and the at least one pedaling force level is used to indicate the degree to which the driver steps on the accelerator pedal. Exemplarily, the pedaling force levels include a first level, a second level, and a third level. Exemplarily, the first level, the second level, and the third level are "heavy pedaling," "medium pedaling," and "light pedaling," respectively.

[0065] As one possible implementation, when the accelerator pedal opening falls within a first opening range and the accelerator pedal depressing rate falls within a first speed range, the accelerator pedaling force level is set to level 1. When the accelerator pedal opening falls within a second opening range and the accelerator pedal depressing rate falls within a second speed range, the accelerator pedaling force level is set to level 2. In all other cases, the accelerator pedaling force level is set to level 3. The lower limit of the first opening range is greater than the lower limit of the second opening range, and the lower limit of the first speed range is greater than the lower limit of the second speed range.

[0066] In another possible implementation of the first aspect, driver perception information or vehicle driving environment data can be used during the mis-accelerator pedaling confirmation phase to improve the accuracy of mis-accelerator pedaling confirmation. For example, the method further includes: performing emergency braking on the vehicle based on the first mis-accelerator pedaling assessment result and the second accelerator pedaling information, as well as the driver perception information and / or the vehicle driving environment data.

[0067] In another possible implementation of the first aspect, the method is performed when the accelerator pedal is continuously depressed for a duration exceeding a second duration. For example, when the accelerator pedal is continuously depressed for a duration exceeding the second duration, a first accelerator mis-depression assessment result is obtained based on at least the first accelerator depression information of the vehicle.

[0068] In a second aspect, the present application provides a driving assistance device comprising a processing unit and a communication unit. The driving assistance device is configured to implement the method described in the first aspect or any possible implementation of the first aspect. The processing unit is configured to implement the aforementioned information processing, data generation, determination, decision-making, and judgment operations, and the communication unit is configured to implement operations such as acquisition, external output, and reception.

[0069] In a third aspect, the present application provides a chip comprising a processor and a communication interface. The communication interface is configured to input and / or output data (including instructions), and / or the communication interface is configured to receive and / or transmit data. When the processor executes program instructions in a memory, the method described in the first aspect or any possible embodiment of the first aspect is implemented.

[0070] In a fourth aspect, the present application provides a computing device comprising a processor and a memory, wherein the memory is used to store program instructions, and when the processor executes the program instructions in the memory, the method described in the first aspect or any possible implementation manner of the first aspect is implemented.

[0071] In a fifth aspect, the present application provides a computer program product, including program instructions or the intelligent driving program product includes executable computer program code. When the computer program product is executed by at least one processor, it implements the method described in the first aspect or any possible implementation method of the first aspect.

[0072] In a sixth aspect, the present application provides a vehicle, including a throttle and brake system. The term "vehicle" is used in a broad sense and may include transportation vehicles (such as commercial vehicles, passenger cars, trains, etc.), industrial vehicles (such as forklifts, trailers, tractors, etc.), engineering vehicles (such as excavators, bulldozers, cranes, etc.), robots, etc.

[0073] Optionally, the vehicle is used to implement the method described in the first aspect or any possible implementation manner of the first aspect.

[0074] Alternatively, the vehicle further includes the driving assistance device of the second aspect, or the vehicle further includes the chip of the third aspect, or the vehicle further includes the computing device of the fourth aspect, or the computer program product described in the fifth aspect is deployed in the vehicle.

[0075] In a seventh aspect, the present application provides a computer-readable storage medium, which stores program instructions. When the program instructions are executed by a processor, the method described in the first aspect or any possible implementation method of the first aspect is implemented. BRIEF DESCRIPTION OF THE DRAWINGS

[0076] The following is a brief introduction to the drawings required for describing the embodiments.

[0077] FIG1 is a schematic diagram of a vehicle system architecture;

[0078] FIG2 is a schematic diagram of a scenario in which a driver controls a vehicle;

[0079] FIG3 is a schematic diagram of a flow chart of a driving assistance method provided in an embodiment of the present application;

[0080] FIG4 is a schematic diagram of a pedal opening provided in an embodiment of the present application;

[0081] FIG5 is a schematic diagram of a vehicle driving scenario;

[0082] FIG6 is a schematic diagram of another vehicle driving scenario;

[0083] FIG7 is a schematic diagram of a driving prompt provided by an embodiment of the present application;

[0084] FIG8 is a schematic diagram of a process for confirming an accidental stepping on a vehicle according to an embodiment of the present application;

[0085] FIG9 is a schematic diagram of another vehicle driving scenario;

[0086] FIG10 is a schematic structural diagram of a driving assistance device provided in an embodiment of the present application;

[0087] FIG11 is a schematic diagram of the structure of a computing device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0088] Before introducing the embodiments of the present application, the terms that may be used in the embodiments of the present application are first introduced.

[0089] 1. Obstacles are entities, such as objects, terrain, or facilities, that may delay or impede the movement of a terminal. Objects can include both living and inanimate objects. Furthermore, obstacles can be fixed or mobile.

[0090] 2. AEB, an active automotive safety technology that can provide warnings and automatic braking based on the distance between the vehicle and obstacles.

[0091] The above terms may be optionally used in the following embodiments.

[0092] While driving a vehicle, a driver may accidentally step on the accelerator pedal. For example, in the vehicle shown in Figure 2, the accelerator pedal and decelerator pedal are located relatively close together. In the event of an operational error or emergency, the driver may mistake the accelerator pedal for the brake pedal, causing the vehicle to accelerate rapidly. In this case, whether the vehicle can accurately determine whether the driver's stepping on the accelerator pedal is an accidental step is directly related to the driver's driving experience and the personal and property safety of the driver and passengers. Some current solutions have a high error rate for accidental accelerator pedaling, which not only affects the user experience but also makes it difficult to effectively prevent traffic accidents. In view of this, the present application provides a driving assistance method and related device that can accurately determine accidental accelerator pedaling, thereby reducing the probability of traffic accidents caused by accidental accelerator pedaling without affecting the driver's driving experience. When a vehicle is equipped with an AEB system, the accuracy of AEB triggering can be improved, enhancing the user experience of the AEB function.

[0093] The following first introduces a vehicle that this application may be applied to and its usage scenario.

[0094] Please refer to Figures 1 and 2. Figure 1 is a schematic diagram of a vehicle system architecture, and Figure 2 is a schematic diagram of a driver controlling a vehicle. As shown in Figures 1 and 2, a vehicle 100 may include a power system 11 and a braking system 12, and may optionally include a sensor system 13, a computing device 14, or a peripheral device 15. Among them:

[0095] The power system 11 provides power to the vehicle 100 and may include, for example, one or more of an engine and a power battery. The power system 11 includes a throttle, which includes an accelerator pedal. This accelerator pedal is typically configured to move when a force is applied. As shown in Figure 2 , the driver can press or release the accelerator pedal, causing it to open or retract to a certain angle, thereby controlling the speed of the vehicle 100.

[0096] The braking system 12 may represent a system for slowing down the vehicle 100 and may also be referred to as a brake system. It may include, but is not limited to, a brake controller, a retarder, or any other structural device for decelerating the vehicle. In some embodiments, the braking system 12 may utilize friction to slow the movement of the vehicle's tires, thereby reducing the vehicle's speed. The braking system 12 of some vehicles includes a brake pedal, which is typically also configured to be movable under force. For example, the driver can step on or release the brake pedal to control the speed of the vehicle 100.

[0097] The sensor system 13 may include several detection devices (or detection devices) that can measure information and convert the measured information into electrical signals or other required information output according to certain rules. As shown in Figure 1, the sensor system 13 of the vehicle 100 includes one or more of the following detection devices: image sensor 131, voice system 132, lidar 133, radar 134, wheel speed sensor 135, steering sensor 136, or positioning system 137. The following is an illustrative introduction to some of these detection devices:

[0098] The image sensor 131 is used to capture images, such as images and videos. In some specific implementations, the camera device includes but is not limited to a driving recorder, a camera, a camera, or other components for taking photos / videos. Optionally, the image sensor 131 can be configured to capture images of the outside of the vehicle to obtain information about the vehicle's surrounding environment. Or optionally, the image sensor 131 can be configured to capture images of the interior of the vehicle, such as images of the driver and the cockpit. Exemplarily, a driver monitoring system (DMS) is deployed in the vehicle, and the DMS system includes an image sensor 131. As shown in Figure 2, the image sensor 131 can be set in a position facing the driver, and after being enabled, it can continuously capture images in the direction of the driver in real time. As another example, a cockpit monitoring system (CMS) is deployed in the vehicle to capture images inside the cockpit. Of course, in specific implementations, the vehicle also includes multiple image sensors 131 to simultaneously capture images of the interior and exterior of the vehicle.

[0099] The voice system 132 is used to collect sound information. For example, the voice system may include a microphone 153 or be connected to a microphone 153. In some embodiments, the voice system 132 also includes a speaker 152, which is used to emit sound. Furthermore, the voice system can interact with the user, for example, by receiving user input (such as collecting voice in the cabin) and / or inputting voice prompts to the user, thereby interacting with the user by voice. In some embodiments, the voice system 132 can be used to collect voice in the cabin.

[0100] The laser radar 133 and the radar 134 are devices that detect through electromagnetic waves (including light). They can obtain relevant information about targets in the object space by emitting signals and receiving echoes, including one or more of the target's distance (or depth), angle, speed, reflectivity, color, etc. For example, in conjunction with Figure 2, the laser radar 133 can be set to face the outside of the vehicle to detect targets around the vehicle. In some embodiments, the laser radar 133 and the radar 134 can be used to detect the vehicle's surrounding environment information, such as static environment information, dynamic environment information, etc. around the vehicle.

[0101] The wheel speed sensor 135 is a sensor for detecting the rotational speed of the vehicle wheels and can obtain the vehicle wheel speed. Common wheel speed sensors 135 may include but are not limited to magnetoelectric wheel speed sensors and / or Hall-effect wheel speed sensors.

[0102] Steering sensor 136 , also known as a steering angle sensor, represents a system for detecting the steering angle of a vehicle. In practical applications, steering sensor 136 can be used to measure the steering angle of the vehicle's steering wheel, or to measure an electrical signal representing the steering angle of the vehicle's steering wheel. Alternatively, steering sensor 136 can also be used to measure the steering angle of the vehicle's tires, or to measure an electrical signal representing the steering angle of the vehicle's tires.

[0103] The positioning system 137 is a device for obtaining position information, which can be used to realize real-time positioning of the vehicle and provide the vehicle's geographical location information. The positioning system is, for example, the Global Positioning System (GPS) or the Beidou positioning and navigation system.

[0104] The peripheral device 15 may include several elements, such as the human-machine interaction (HMI) 151, speaker 152, microphone 153, etc. shown in the figure. Among them, HMI is a device connected to input and / or output devices to realize information interaction between humans and machines, including but not limited to displays (such as vehicle central control screen, streaming media rearview mirror, instrument panel, head up display (HUD), light field screen, or projector, etc.), touch screen, etc. In some schemes, speakers, microphones, etc. can also be regarded as HMI. Speaker 152, also known as a speaker, is used to convert audio electrical signals into sound signals. The vehicle listens to music or listens to hands-free calls through speaker 152. Microphone 153, also known as a microphone, is used to convert sound signals into electrical signals. When making a call or sending a voice message, the user speaks close to microphone 153, and microphone 153 can input the sound signal into the microphone.

[0105] The computing device 14 is a device with computing and / or control capabilities, and may include one or more processors, which can be used to run programs or instructions corresponding to the programs to implement corresponding functions (described below). Exemplarily, the computing device is a mobile data center (MDC) (or autonomous driving domain controller), a domain controller (DC), an electronic control unit (ECU), etc., where the DC is such as a motion domain controller (MDC), a vehicle domain controller (VDC), etc. In some solutions, the computing device 14 may not be set in the vehicle, for example, it may be set in the cloud, roadside equipment or data center.

[0106] As a possible implementation, computing device 14 can be combined with other components in the vehicle, such as one or more of the power system 11, braking system 12, and sensor system 13 in sensor system 13, to implement driving assistance functions. For example, computing device 14 can control the speed of vehicle 100 based on data collected by sensor system 13.

[0107] In some embodiments, the vehicle further includes a memory for providing storage space. For example, the memory may include a volatile memory, such as RAM. As another example, the memory may also include a non-volatile memory, such as read-only memory (ROM), flash memory, a hard disk drive (HDD), or a solid state drive (SSD). The memory may also include a combination of the above types of memory. Optionally, the memory may also store information such as road maps, driving routes, sensor data, etc.

[0108] It should be noted that FIG1 is merely a schematic diagram of a possible functional framework of vehicle 100. In practical applications, vehicle 100 may include more or fewer systems or components, and the present invention is not limited thereto. For example, vehicle 100 may also include a power supply or a communication system.

[0109] The following describes the method of an embodiment of the present application. Please refer to Figure 3, which is a flow chart illustrating a driving assistance method provided by an embodiment of the present application. Optionally, the method is applied to the aforementioned vehicle, such as vehicle 100 shown in Figures 1 or 2, and executed, for example, by computing device 14 in vehicle 100. For ease of description, the following description uses the computing device as an example.

[0110] The driving assistance method shown in Figure 3 may include one or more steps from step S301 to step S303. It should be understood that for the convenience of description, the order of S301 to S303 is described here, and it is not intended to limit the execution to the above order. The embodiment of the present application does not limit the order of execution, execution time, number of executions, etc. of the above one or more steps. S301 to S303 are as follows:

[0111] Step S301: The computing device obtains a first accelerator mis-stepping evaluation result based on at least first accelerator stepping information of the vehicle.

[0112] The throttle pedal information includes one or more of the following: accelerator pedal opening, pedaling rate, or pedaling force. The pedal opening indicates the degree of accelerator pedal deployment. For example, the pedal opening is the angle of the accelerator pedal deployment, or the ratio of the accelerator pedal's depressed angle to the fully deployed angle. The pedaling rate indicates the rate at which the pedal opening changes.

[0113] Please refer to Figure 4, which is a schematic diagram of a pedal opening provided by an embodiment of the present application. As shown in Figure 4 (A), the fully stepped-on accelerator pedal is expanded at an angle α. As shown in Figure 4 (B), when the driver steps on the accelerator pedal, the pedal expands. The dotted line in Figure 4 (B) represents the position of the accelerator pedal when it is not under force, and the solid line represents the position of the pedal currently being stepped on. Combined with Figure 4, the pedal expansion angle is expressed as β. Combined with Figure 4, the pedal opening can be expressed as: β, or (or ). In the above example, the pedal opening is a positive indication, that is, the larger the value, the greater the degree of pedal expansion. However, in some embodiments, the pedal opening can also be indicated in a reverse direction, that is, the smaller the value, the greater the degree of pedal expansion. For example, the pedal opening can also be indicated by the difference between the angle of the fully expanded pedal and the angle of the currently expanded pedal, which can be represented as α-β in conjunction with Figure 4. For another example, the pedal opening can be indicated by the difference between 100% and the current expanded angle ratio, which can be represented as This application is applicable to both positive and negative indications of the pedal opening. For ease of description, in the following examples, unless otherwise specified, the pedal opening is indicated in a positive direction.

[0114] The pedaling force can be described by a pedaling force level (or simply force level), which is used to indicate how hard the driver steps on the accelerator pedal. The number of pedaling force levels can be one or more. Two possible level designs are exemplified below:

[0115] Design 1 includes three levels of accelerator pedaling force, designated as Level 1, Level 2, and Level 3 for ease of distinction. When the accelerator pedal's opening falls within the first opening range and the accelerator pedal's speed falls within the first speed range, the accelerator pedaling force level is Level 1. When the accelerator pedal's opening falls within the second opening range and the accelerator pedal's speed falls within the second speed range, the accelerator pedaling force level is Level 2. In all other cases, the accelerator pedaling force level is Level 3.

[0116] In combination with the above, taking the method of positively indicating the pedal opening as an example, the lower limit of the first opening range is greater than the lower limit of the second opening range, and the lower limit of the first rate range is greater than the lower limit of the second rate range. Exemplarily, the first level, the second level, and the third level are "heavy pedaling", "medium pedaling", and "light pedaling", respectively. For example, taking the ratio of the angle of the pedal being stepped on to the angle of the fully extended pedal as an example, if the pedal opening is greater than 90% and the pedaling rate is greater than 60% / second, it is determined to be "heavy pedaling". If the pedal opening is greater than 70% and the pedaling rate is greater than 25% / second, it is determined to be "medium pedaling". The situation other than "light pedaling" and "heavy pedaling" is "light pedaling". Optionally, in a specific implementation, the boundary value can be designed to belong to any range. For example, in some cases, the above scheme can also be replaced by: if the pedal opening is greater than or equal to 90% and the pedaling rate is greater than or equal to 60% / second, it is determined to be "heavy pedaling", and if the pedal opening is greater than or equal to 70% and the pedaling rate is greater than or equal to 25% / second, it is determined to be "medium pedaling".

[0117] Of course, this application also applies to situations where the pedal opening indicates a reverse direction. In this case, the lower limit of the first opening range is less than the lower limit of the second opening range, and the lower limit of the first speed range is greater than the lower limit of the second speed range. For example, if the pedal opening is less than 10% and the pedaling speed is greater than 60% / second, it is determined to be "heavy pedaling." If the pedal opening range falls between 10% and 30% and the pedaling speed is greater than 25% / second, it is determined to be "medium pedaling." Situations other than "light pedaling" and "heavy pedaling" are considered "light pedaling."

[0118] Design 2 includes two levels of pedaling force, designated as Level 1 and Level 2 for ease of distinction. When the accelerator pedal's opening falls within the first opening range and the accelerator pedal's speed falls within the first speed range, the accelerator pedaling force level is Level 1. In all other cases, the accelerator pedaling force level is Level 2.

[0119] Exemplarily, the first level and the second level are "heavy pedaling" and "light pedaling" respectively. For example, taking the ratio of the pedal opening angle to the fully extended angle of the pedal as an example, if the pedal opening is greater than 90% and the pedaling rate is greater than 60% / second, it is determined to be "heavy pedaling", and the rest are "light pedaling". Similarly, this application is also applicable to the case where the pedal opening is a reverse indication. For example, if the pedal opening is less than or equal to 10% and the pedaling rate is greater than or equal to 60% / second, it is determined to be "heavy pedaling", and the rest are "light pedaling".

[0120] The first accelerator misoperation assessment result is used to indicate a preliminary determination of whether the driver has misoperated the accelerator. This determination is preliminary and indicates whether a suspected misoperation has occurred. For example, the first accelerator misoperation assessment result may include a first parameter. When the first parameter takes a first value, it indicates a preliminary determination that the driver has misoperated the accelerator. The first value may be a single value, multiple values, or a range of values. In some implementations, whether the driver has misoperated the accelerator may trigger different actions, as described below.

[0121] Here are some possible ways to get the result of the first accidental accelerator pedal press:

[0122] In a first implementation method, the computing device obtains a first accelerator mis-stepping evaluation result based on first accelerator stepping information of the vehicle.

[0123] As a possible implementation example, the first accelerator pedaling information includes the pedal opening. If the pedal opening is greater than the pedal opening threshold, it is preliminarily determined that there is a suspected accidental accelerator pedaling. The pedal opening threshold is usually a value greater than half of the maximum pedal opening, such as 90%, 85%, etc. Since it is usually not easy to step deeply on the accelerator, and it is easy to step suddenly or deeply on the brake pedal, if the pedal opening is greater than the pedal opening threshold, it is preliminarily determined that there is a suspected accidental accelerator pedaling. The pedal opening threshold can be predefined or calculated based on historical data of accelerator pedaling information, driver information, etc.

[0124] As another possible implementation example, the first accelerator pedaling information includes a pedaling rate and a pedal opening. If the pedaling rate in the direction of deep pedaling is greater than a rate threshold and the pedal opening is greater than a pedal opening threshold, it is preliminarily determined that there is a suspected case of mis-stepping on the accelerator. Since the accelerator is usually stepped on slowly, while the brake pedal is prone to sudden stepping, the pedaling rate and the pedal opening can be combined to preliminarily determine whether there is a suspected case of mis-stepping on the accelerator. Among them, the rate threshold and the pedal opening threshold can be pre-defined, or calculated based on the historical data of the accelerator pedaling information, the driver's information, etc. For example, based on the historical data of the driver's accelerator pedaling information, the accelerator pedal opening and the pedaling rate during the driver's daily driving process can be determined, and the pedal opening threshold and the pedaling rate threshold can be determined based on the historical data, so as to more accurately identify suspected cases of mis-stepping on the accelerator.

[0125] Furthermore, the computing device can also combine historical data of brake pedal stepping information (such as brake pedal stepping rate and pedal opening) to determine whether the driver's accelerator stepping rate and opening are similar to his braking habits, so as to determine whether there is a suspected accidental stepping on the accelerator.

[0126] As another possible implementation example, the first accelerator pedaling information includes a pedaling rate and a pedal opening. When the pedal opening reaches a threshold and the pedaling rate toward the accelerator release reaches a preset value within a preset time after reaching the threshold, a preliminary determination is made that a suspected accidental accelerator pedaling has occurred. Information such as the threshold, preset time, and change value can be predefined or calculated based on historical accelerator pedaling information data, driver information, and the like. Of course, this information can be partially predefined and partially calculated.

[0127] For example, using a threshold of 90%, a preset time of 1 second, and a preset value of 60% / s, if the pedal opening reaches 90%, the vehicle is in a state of rapid acceleration. If this is an accidental accelerator pedal press, the driver, realizing the rapid acceleration, may quickly release the accelerator pedal. However, in a normal rapid acceleration situation, the driver will not release the accelerator pedal. Therefore, if, within 1 second after the pedal opening reaches 90%, the driver releases the pedal inward, causing the pedal release rate to reach 60% / s, this is preliminarily determined to be an accidental accelerator press.

[0128] In some solutions, in addition to the first accelerator pedaling information, the computing device can also combine other information to make a preliminary judgment on the accidental pedaling, such as: driver perception information, or vehicle driving environment data, etc. The following continues to introduce possible implementation methods:

[0129] In a second implementation method, the computing device obtains a first accelerator misapplication assessment result based on the vehicle's first accelerator pedal information and the vehicle's driver's perception information. The driver's perception information includes one or more of the driver's biometric information, voice information, and evaluation data obtained by processing the biometric information and / or voice information. Understandably, when a driver mistakenly applies the brakes, they may be in a state of tension or panic. Therefore, combining the driver's perception information with a preliminary misapplication assessment can improve the accuracy of the misapplication assessment.

[0130] In some possible implementations, the perceived information about the vehicle driver includes the driver's attentiveness. In some implementations, the driver's attentiveness is indicated by driver attention assessment data and driver stress assessment data. In still other implementations, the driver's attentiveness can be calculated based on the driver's attention assessment data and driver stress assessment data.

[0131] In some possible implementations, the attention assessment data includes a quantitative value of the level of attention, which is used to quantitatively assess the driver's level of attention. Similarly, the tension assessment data includes a quantitative value of the level of tension, which is used to quantitatively assess the driver's level of tension. Specifically, the computing device obtains the quantitative value of the driver's level of attention and the quantitative value of the driver's level of tension, and obtains the driver's concentration based on the quantitative value of the driver's level of attention and the quantitative value of the level of tension. For example, the driver's concentration satisfies the following formula: Drivingfocuslevel=(1–Attentionlevel)×w3+Tensionlevel×w4

[0132] Where DrivingFocusLevel is the driver's concentration, AttentionLevel is a quantitative value of the driver's attention level, TensionLevel is a quantitative value of the driver's attention level, and w3 and w4 are weights. Furthermore, w3 and w4 satisfy w3 + w4 = 1, for example, w3 is 0.65 and w2 is 0.45. For example, "×" is used to represent an operator, and in some solutions, it can be replaced by "*".

[0133] In one possible embodiment, a DMS and / or CMS is deployed in the vehicle. The quantified value of the degree of attention is provided by the DMS, and / or the quantified value of the degree of attention is provided by the CMS. In another possible embodiment, a visual sensor (including an image sensor), such as the image sensor included in the DMS system, is deployed in the vehicle. The visual sensor is used to collect visual information such as the driver's expression and whether he is in the driving seat. The visual information collected by the visual sensor can be provided to a computing device, and the computing device obtains attention evaluation data based on the visual information. In another possible embodiment, a voice system is deployed in the vehicle. The visual sensor is used to collect voice information in the cab, and the voice information can be provided to a computing device, and the computing device obtains tension evaluation data based on the voice information.

[0134] In conjunction with the aforementioned implementation example, an exemplary determination logic is as follows: If the accelerator pedal pressure reaches a force threshold and the driver's concentration is greater than a preset threshold, it is preliminarily determined that the driver has accidentally stepped on the accelerator pedal. Conversely, if the accelerator pedal pressure does not reach the force threshold or the driver's concentration is less than the preset threshold, it is preliminarily determined that the driver has not accidentally stepped on the accelerator pedal.

[0135] In a third implementation method, the computing device obtains a first accelerator mis-pressing evaluation result based on the first accelerator pressing information of the vehicle and the driving environment data of the vehicle.

[0136] The vehicle's driving environment information includes one or more of the following: static environment information around the vehicle, dynamic environment information, or the motion state of the vehicle itself. Alternatively, the vehicle's driving environment data includes evaluation data calculated based on one or more of the aforementioned static environment information around the vehicle, dynamic environment information, and the motion state of the vehicle itself. For example, the vehicle's driving environment data includes one or more of the following: collision risk information, collision-free passage probability (CFPP), collision probability, predicted passage path information, or avoidance path information.

[0137] Exemplarily, the static environment information of the vehicle includes information about static objects, such as roads (such as road boundaries, lane markings, and directions of travel), obstacles, traffic signs, etc. Among them, the information about static objects includes information such as the position, distance, size, or state of the static objects. Dynamic environment information includes information such as traffic flow, congestion status, and traffic light status. The motion state of the vehicle includes one or more of the vehicle's geographic location, relative position, driving direction, orientation, steering wheel direction (or steering wheel direction), steering wheel steering angle, vehicle speed, vehicle wheel speed, vehicle acceleration, vehicle gear position, vehicle attitude angle, or vehicle braking torque.

[0138] In some solutions, driving environment data is used to indicate the degree of collision risk of the vehicle. Understandably, when the difficulty of passing is relatively high or the risk of collision is high, the possibility of the driver accidentally stepping on the brakes is also high. Combining the vehicle's driving environment information to make a preliminary judgment on the accidental step can improve the accuracy of the judgment of the accidental step. As a possible solution, the computing device determines the vehicle's expected path based on the vehicle's motion state, and the vehicle's passable path can be obtained based on the vehicle's surrounding environment information. The degree of collision risk is related to the degree of consistency between the vehicle's expected path and the passable path. For example, if the vehicle's steering wheel is consistent with the passable path, then when performing a collision risk assessment between the vehicle and the surrounding environment and traffic flow, the vehicle has a higher success rate in passing without collision.

[0139] The following description uses driving environment data including CPFF as an example. In one possible implementation, a computing device uses information about obstacles and roads surrounding the ego vehicle, combined with steering wheel direction, gear position, and a kinematic model to predict the ego vehicle's trajectory (i.e., the predicted path), assesses the collision risk between the vehicle and the surrounding environment and traffic flow, and calculates the ego vehicle's CFPP. As shown in Figure 5, when the ego vehicle is in forward gear and unable to move forward or turn left or right, and the steering wheel is pointing in the vehicle's direction of travel, straight ahead or turning right, the vehicle's collision-free passage success rate (CFPP) is 0%. As shown in Figure 6, when the steering wheel indicates a left turn, consistent with a traversable path, the vehicle's collision-free passage success rate (CFPP) is high, with a CFPP of 70%. It can be understood that when the vehicle's passage success rate (i.e., CFPP) is high, the driver is less likely to accidentally step on the accelerator. Conversely, when the vehicle's passage is difficult, the driver's accelerator pedal press is likely to be an accidental press.

[0140] In a fourth implementation, the computing device obtains a first accelerator mis-pressing assessment result based on the first accelerator pedal pressing information of the vehicle, the driver's perception information of the vehicle, and the vehicle's driving environment data. A detailed description of the driver's perception information and the vehicle's driving environment data can be found in the aforementioned description.

[0141] In some possible implementations, the computing device determines a mis-accelerator pedaling index based on perception information about the vehicle driver and vehicle driving environment data, determines a first accelerator pedaling force based on the first accelerator pedaling information, and determines a first mis-accelerator pedaling assessment result based on the mis-accelerator pedaling index and the first accelerator pedaling force. The mis-accelerator pedaling index is determined based on perception information about the vehicle driver and vehicle driving environment data. By incorporating collision risk and driver reaction, the mis-accelerator pedaling index can more accurately reflect the likelihood of a driver mis-accelerating the accelerator pedal under varying collision risk levels and emotional feedback.

[0142] In some possible implementations, the weights corresponding to the perception information of the vehicle driver and the driving environment data of the vehicle are determined, respectively, so that the mis-stepping indicator is more available. Optionally, the weight of the vehicle's driving environment data is higher than the weight of the perception information of the vehicle driver. Exemplarily, the perception information of the driver includes the driver's concentration, the vehicle's driving environment data includes CFPP, and the mis-stepping indicator WeightSum satisfies the following formula: WeightSum = (1-CFPP) × w1 + DrivingFocusLevel × w2

[0143] DrivingFocusLevel indicates the driver's focus, w1 and w2 are weights, and w1 > w2. Furthermore, w1 and w2 satisfy w1 + w2 = 1, for example, w1 is 0.7 and w2 is 0.3. For example, "×" represents an operator, and in some scenarios, it can be replaced by "*."

[0144] As a possible implementation example, taking the first accelerator pedaling information including the pedaling force level as an example, the computing device can make a preliminary judgment on the mis-stepping in combination with the pedaling force level and the mis-stepping index. For example, the following two situations are both determined to be mis-stepping on the accelerator: (1) The pedaling force level is medium and the mis-stepping index is greater than the first indicator threshold. (2) The pedaling force level is heavy and the pedaling index is greater than the second indicator threshold. Among them, the first indicator threshold is greater than the second indicator threshold, for example, the first indicator threshold is 0.85 and the second indicator threshold is 0.75. Optionally, the first indicator threshold can be predefined or precalculated, and similarly, the second indicator threshold can be predefined or precalculated.

[0145] The above implementations are merely examples. In specific implementations, additional information may be involved in the preliminary determination phase, and different implementations may be combined. It is understood that the aforementioned information collection or determination process can be ongoing, for example, accelerator pedal information, voice information, etc., can be collected continuously.

[0146] In some embodiments, when the first accelerator mis-stepping evaluation result indicates that the driver has mis-stepped the accelerator, the computing device performs an anti-mis-stepping operation. The anti-mis-stepping operation makes it easier for the driver to perceive the occurrence of a mis-stepping situation, and is more likely to trigger the driver's response to the accelerator stepping event, thereby improving the accuracy and efficiency of judging the accelerator mis-stepping situation. In some implementations, the anti-mis-stepping operation does not lock the accelerator pedal, and can support the driver to step deeply on and release the accelerator pedal, so that the driver can have a higher degree of driving freedom. Three possible anti-mis-stepping operations are listed below:

[0147] Operation 1: Output a throttle rebound control signal. The throttle rebound control signal is used to control the accelerator pedal to apply a rebound force to the accelerator pedal. Optionally, the throttle rebound control signal can instruct the controller associated with the accelerator pedal to apply a force in the direction of releasing the accelerator pedal. In some embodiments, the throttle rebound force is applied to the accelerator pedal by the throttle controller. The computing device can output a throttle rebound signal to the throttle controller so that the throttle controller applies a rebound force to the accelerator pedal. In some embodiments, the computing device can be connected to another computing module, which is connected to the throttle controller. The computing device can output a throttle rebound signal to the computing module so that the computing module controls the throttle controller to apply a rebound force to the accelerator pedal. Exemplarily, the computing module can be a domain controller, an electronic control unit, etc. Based on the accelerator pedal rebound force, the driver can be aware of the possibility of accidentally stepping on the accelerator, thereby causing the driver to take corresponding driving actions and improve driving safety.

[0148] Operation 2: Output driving prompt information. This driving prompt information is used to inform the driver of the accidental accelerator pedaling. This driving prompt information can help the driver promptly perceive the accidental accelerator pedaling, improving the accuracy and efficiency of the judgment of accidental accelerator pedaling.

[0149] Alternatively, driving prompts can be delivered to the driver via sound, light, electricity, or tactile reminders (e.g., vibration). For example, a computing device can output driving prompts to an HMI-related product. In one example, the user interface can use color, text, font weight, flashing, graphics, dialog boxes, etc. to indicate that the driver has accidentally stepped on the accelerator. In another example, a voice prompt can be used to indicate that the driver has accidentally stepped on the accelerator.

[0150] Optionally, driving prompts can be presented in front of the driver's field of view, allowing the driver to obtain driving prompts without looking down or turning their head. For example, a heads-up display (HUD) can be used to display or warn about the driving route, collision risk, and vehicle speed.

[0151] Please refer to Figure 7, which is a schematic diagram of a driving prompt provided by an embodiment of the present application. The vehicle is equipped with a head-up display (HUD), which can project a display image to present driving prompt information. For example, the HUD can present prompt graphics to alert the driver to the possibility of accidental accelerator pedaling. For example, the prompts in areas 701 and 704 shown by the dotted lines, arrows (the arrows can be close to the vehicle speed information to indicate that the vehicle is accelerating), driving paths, etc., can alert the driver to the presence of abnormal conditions. Furthermore, these prompt graphics can also be presented in colors or warning colors that are more easily perceived by the human eye (such as red, blue, yellow, etc.), and / or the prompt images can be in a flashing state to make the driver more aware of the prompt information. As another example, the HUD can present text, such as text in area 702 to remind the driver of suspected accidental accelerator pedaling, and bold text in area 703 to remind the driver to pay attention to the distance to the vehicle ahead. In some cases, the faster the distance to the other vehicle changes, the more likely the vehicle is accelerating, making the driver aware of abnormal acceleration. Of course, these issues can also be made more noticeable to drivers by making them bold, setting them in warning colors, flashing, increasing the font size, etc.

[0152] Operation 3: Send driving prompt information to the user device. The driving prompt information is used to remind the driver that the accelerator has been accidentally stepped on. The user device here includes one or more of a handheld device, a wearable device, an entertainment device, etc. For example, when the driver is checking the mobile phone and operating the accelerator to accelerate according to the usual driving habits, he or she may not notice new environmental factors (such as fences and warning signs used for construction) or temporary obstacles (such as vehicles changing lanes, animals entering the road, fallen obstacles, etc.). At this time, by sending a prompt message to the user device, the driver can be promptly reminded that the accelerator has been accidentally stepped on.

[0153] For example, the driving prompt information includes the judgment result of accidentally pressing the accelerator (whether the accelerator was accidentally pressed), the status of the accelerator (such as whether it was pressed and the pressing information), vehicle speed information (speed, acceleration, etc.), collision risk information, etc. After the driving prompt information is received by the user device, it can be transmitted to the driver through sound, light, electricity, tactile reminders (such as vibration), etc.

[0154] The three aforementioned actions are exemplary for preventing accidental pedaling. Other methods may be used to alert the driver of an accidental pedaling error during implementation. It should be understood that these multiple actions can be combined if they are not mutually exclusive. For example, the vehicle can simultaneously apply throttle rebound force and display driving prompts.

[0155] In some possible implementations, the method shown in FIG3 is performed when the duration of continuous depression of the accelerator pedal exceeds a second duration. For example, one or more steps from step S301 to step S303 are performed when the duration of continuous depression of the accelerator pedal exceeds the second duration. The second duration is predefined (for example, according to a protocol or prewritten), or the second duration is defined by the user, or the second duration can be calculated based on historical driving data of one or more drivers. Exemplarily, the second duration is, for example, 200ms.

[0156] Step S302: The computing device obtains second accelerator pedaling information of the vehicle.

[0157] When the driver does step on the accelerator by mistake, the vehicle usually accelerates suddenly. When the driver realizes that the vehicle is accelerating abnormally or that he has stepped on the accelerator by mistake, the force with which he steps on the accelerator is likely to change. Therefore, the computing device can obtain the accelerator stepping information again, that is, the second accelerator stepping information.

[0158] Exemplarily, the second accelerator pedaling information includes a second pedal opening and time information of the second pedal opening. Further exemplary, the second accelerator pedaling information includes the second pedal opening and a second pedaling rate. Further exemplary, the second accelerator pedaling information includes a second pedaling force.

[0159] In some embodiments, the second accelerator pedaling information is obtained a period of time after the first accelerator pedaling information is obtained.

[0160] In some possible implementations, when the computing device performs an anti-accidental stepping operation, the time corresponding to the second accelerator stepping information may be after the first duration of the anti-accidental stepping operation. That is, obtaining the second accelerator stepping information of the vehicle includes: obtaining the second accelerator stepping information of the vehicle after the first duration of the anti-accidental stepping operation. The first duration is a predefined duration, such as 500 milliseconds (ms). And / or, the first duration is greater than the human reaction time. However, the human reaction time is typically 0.2 seconds, and the reaction time of some trained human drivers is typically greater than 0.1 seconds.

[0161] Step S303: The computing device performs emergency braking on the vehicle according to the first accelerator mis-stepping evaluation result and the second accelerator stepping information of the vehicle.

[0162] Emergency braking can be replaced by braking, including comfort braking, sudden stopping, and other situations. Optionally, the deceleration during braking can be related to one or more of the vehicle's environment or current speed. Optionally, emergency braking can be implemented through a braking system, and the computing device can trigger the vehicle's braking system to perform emergency braking by outputting a control signal.

[0163] In some possible implementations, an AEB system is deployed in the vehicle, functions of the AEB system are implemented by a computing device, and performing emergency braking on the vehicle includes: triggering the AEB function to perform emergency braking.

[0164] In some possible implementations, the computing device confirms whether the driver has mistakenly stepped on the accelerator based on the first accelerator mistake evaluation result and the second accelerator stepping information of the vehicle, and performs emergency braking on the vehicle when it is confirmed that the driver has mistakenly stepped on the accelerator. It should be noted that the first accelerator mistake evaluation result may not be used directly during confirmation, but may be used indirectly. For example, the second accelerator stepping information is collected when the first accelerator mistake evaluation result indicates a preliminary determination that the driver has mistakenly stepped on the accelerator. At this time, the data directly used in confirming whether the driver has mistakenly stepped on the accelerator is the second accelerator stepping information, but it also implies that the first accelerator mistake evaluation result indicates a preliminary determination that the driver has mistakenly stepped on the accelerator.

[0165] In some possible implementations, when confirming whether the driver has accidentally stepped on the accelerator, a mistaken step confirmation result may be output, indicating whether the driver has accidentally stepped on the accelerator. For example, the result may be the value of a parameter. When the parameter takes a first value, it indicates that the driver has accidentally stepped on the accelerator, while when the parameter takes a second value, it indicates that the driver has not accidentally stepped on the accelerator. Of course, the value of this parameter may be an intermediate value between mistaken step confirmation and emergency braking, and is not explicitly displayed.

[0166] For ease of understanding, here are a few examples of emergency braking situations:

[0167] In case one, when the first accelerator mis-stepping evaluation result indicates a preliminary determination that the driver has mis-stepped the accelerator and the difference between the first pedal opening and the second pedal opening is greater than or equal to a first threshold, it is confirmed that the driver has mis-stepped the accelerator, so the computing device performs emergency braking on the vehicle.

[0168] The difference between the first pedal opening and the second pedal opening can be a signed value, whose positive direction is the direction of releasing the accelerator pedal, that is, when the first pedal opening is greater than the second pedal opening, the first pedal opening minus the second pedal opening is a positive number, and when the first pedal opening is less than the second pedal opening, the first pedal opening minus the second pedal opening is a negative number. It is understandable that the present application is also applicable to the case where the negative direction of the difference between the pedals is the direction of releasing the accelerator pedal. Alternatively, when the first accelerator mis-stepping evaluation result indicates a preliminary determination that the driver has mis-stepped the accelerator and the difference between the second pedal opening and the first pedal opening is less than or equal to a certain threshold (for example, represented as threshold TH1), it is confirmed that the driver has mis-stepped the accelerator.

[0169] For example, the first threshold is, for example, the maximum range of the pedal opening. For example, when the pedal opening is expressed as a percentage, the first threshold value is, for example, 10%, 20%, 30%, 35%, 40%, 50%, etc.

[0170] Optionally, the first threshold may be predefined, or the first threshold may be a default value, or the first threshold may be obtained based on historical data of the driver stepping on the accelerator pedal to adapt to the personalized needs of different drivers.

[0171] In some embodiments, if the first accelerator mis-depression evaluation result indicates a preliminary determination that the driver did not mis-depress the accelerator or the difference between the first pedal opening and the second pedal opening is less than a first threshold, the driver is confirmed to have not mis-depressed the accelerator. Please refer to Figure 8, which is a schematic diagram of a flow chart of mis-depression confirmation provided by an embodiment of the present application. The mis-depression determination process is divided into a warning stage and a decision stage. In the warning stage, the driver depresses the accelerator pedal, and the computing device obtains first accelerator depression information. At this time, the accelerator pedal opening is 90%. The computing device further preliminarily determines that the driver has mis-depressed the accelerator pedal based on the first accelerator depression information. The computing device outputs a control signal to apply a certain elastic force to the accelerator pedal, which is generally less than the force applied by the driver to the pedal. After a first period of time, for example, 500ms, the computing device detects that the accelerator pedal opening is still 90%, indicating that the driver has not released the accelerator and has applied a greater force to maintain the accelerator opening. Therefore, it is determined that the driver did not mis-depress the accelerator and that it was a normal rapid acceleration.

[0172] In some possible implementations, the second accelerator pedaling information is collected after a preliminary determination is made that the driver has accidentally stepped on the accelerator. In this case, the first accelerator pedaling error result may be an implicit condition or a precondition. In other words, the aforementioned scenario 1 can also be replaced by: if the difference between the first pedal opening and the second pedal opening is greater than or equal to a first threshold, then the driver is confirmed to have accidentally stepped on the accelerator. In some implementations, if the difference between the first pedal opening and the second pedal opening is less than the first threshold, then the driver is confirmed to have not accidentally stepped on the accelerator.

[0173] In the second case, when the first accelerator mis-stepping evaluation result indicates that the driver has mis-stepped the accelerator and the second pedal opening is less than the second threshold, it is confirmed that the driver has mis-stepped the accelerator. The second pedal opening is less than the second threshold, indicating that the driver subsequently released the accelerator significantly, so it is confirmed that the accelerator mis-stepped. For example, the second threshold is the maximum range of the pedal opening. For example, when the pedal opening is expressed as a percentage, the second threshold value is, for example, 10%, 5%, etc. Optionally, the second threshold value may be predefined, or the second threshold value may be a default value, or the second threshold value may be obtained based on historical data of the driver's accelerator pedal pressing, so as to adapt to the personalized needs of different drivers.

[0174] Taking the second threshold of 5% as an example, the first accelerator mis-stepping evaluation result indicates that the driver has preliminarily stepped on the accelerator by mistake, but the second pedal opening collected after the preliminary accelerator mis-stepping is less than 5%, for example, 0, then it is confirmed that the accelerator mis-stepping has occurred.

[0175] Of course, the description here is based on the example of the pedal opening being indicated in the forward direction, and the present application is also applicable to the case where the pedal opening is indicated in the reverse direction.

[0176] In some embodiments, if the first accelerator misapplication assessment result indicates a preliminary determination that the driver did not misapplication the accelerator or if the second pedal opening is greater than a second threshold, the driver is confirmed to have not misapplication the accelerator. If the driver does not significantly release the accelerator after the preliminary determination that the accelerator was not misapplication, the driver is confirmed to have accelerated rapidly and not misapplication the accelerator.

[0177] Alternatively, the first accelerator mis-pressing result may be an implicit condition or a precondition, i.e., if the second pedal opening is less than a second threshold, it is determined that the driver has mis-pressed the accelerator. In some embodiments, if the second pedal opening is greater than the second threshold, it is determined that the driver has not mis-pressed the accelerator.

[0178] In some possible implementations, the computing device may combine driver perception information or vehicle driving environment data to perform emergency braking. Specifically, the computing device may perform emergency braking based on the first accelerator misapplication assessment result and the second accelerator pedaling information, as well as the driver perception information and / or vehicle driving environment data.

[0179] In some implementations, the computing device may also obtain information about the vehicle's surroundings and / or calculate collision risk information. In the former case, the computing device may determine collision risk based on the vehicle's surroundings and its motion state. Furthermore, emergency braking may be triggered when a collision risk exists (e.g., when the collision risk level exceeds a preset value).

[0180] In some possible implementations, if the vehicle is at risk of collision and the driver is confirmed to have accidentally stepped on the accelerator, the computing device may initiate emergency braking of the vehicle. In other words, triggering emergency braking when the vehicle is at risk of collision not only reduces the likelihood of traffic accidents but also avoids triggering emergency braking in open environments, with low traffic difficulty, or in non-collision environments, preventing automatic emergency braking from interfering with the user's driving and ensuring the driver's freedom of movement.

[0181] In some possible implementations, if it is confirmed that the driver did not accidentally step on the accelerator, emergency braking of the vehicle is not triggered. For example, the vehicle may accelerate based on throttle control, that is, the vehicle is in an accelerating state. For example, if the AEB function is deployed in the vehicle, if it is confirmed that the driver did not accidentally step on the accelerator, the AEB function is suppressed.

[0182] Please refer to Figure 9. For a scenario where there is a clear path to the left front, but the driver's steering wheel is turned to the right, the vehicle's success rate of passing is low when evaluating the collision risk between the vehicle and the surrounding environment and traffic flow, such as a CFPP of 0.2. During the initial mis-stepping determination, the large mis-stepping index is likely to be preliminarily determined as mis-stepping on the accelerator. At this time, the vehicle applies a rebound force to the accelerator pedal and / or provides the driver with an audio and visual reminder through the HMI. After a first period of time, the computing device obtains the second accelerator pedal information and determines that the difference between the new pedal opening and the initial pedal opening at the time of the initial determination is less than or equal to the first threshold. In this case, it is considered that the driver is accelerating normally. For example, the driver may turn the steering wheel to the left to pass in the next step, and the emergency brake is not triggered at this time.

[0183] In some possible implementations, when there is a risk of collision with the vehicle and it is confirmed that the driver has not accidentally stepped on the accelerator, emergency braking of the vehicle is not triggered, for example, the AEB function may be in an inhibited state.

[0184] The driving assistance method shown in Figure 3 can be applied in a variety of possible scenarios. In one scenario, the vehicle's current gear is forward, meaning the vehicle is currently traveling forward. For example, in scenarios such as vehicle start and forward movement, preliminary judgment and confirmation of accidental accelerator pedaling are performed. If an accidental accelerator pedaling is confirmed, braking is performed, reducing the probability of traffic accidents caused by accidental accelerator pedaling.

[0185] In another scenario, the vehicle's current gear is reverse, that is, the vehicle's direction of travel is backward. For example, when the vehicle is parked and started and shifted into reverse gear, or when the vehicle is reversing, the computing device performs a preliminary judgment and secondary confirmation to prevent accidental stepping, so as to brake if it is confirmed that the accelerator is accidentally stepped on, thereby reducing the probability of traffic accidents caused by accidentally stepping on the accelerator.

[0186] In the embodiment shown in FIG3 , the determination of accidental accelerator pedaling is divided into two stages: a preliminary determination and a secondary confirmation. In the first stage, a preliminary determination is made based on at least the first accelerator pedaling information to determine whether the driver has accidentally stepped on the accelerator. This preliminary determination process can detect whether the driver has suspected accidental accelerator pedaling. In the second stage, accelerator pedaling information is obtained again, namely the second accelerator pedaling information. Combining the preliminary assessment results of the first stage (i.e., the first accidental accelerator pedaling assessment results) with the second accelerator pedaling information obtained in the second stage, a more accurate determination of whether an accidental accelerator pedaling has occurred can be made, thereby determining whether to apply emergency braking to the vehicle. This two-stage determination improves the accuracy of accidental accelerator pedaling determinations. If an accidental accelerator pedaling is confirmed, the vehicle can be braked promptly, reducing the probability of traffic accidents caused by accidental accelerator pedaling. Furthermore, even if the driver is accelerating rapidly during normal acceleration, the secondary confirmation of the accidental accelerator pedaling can reduce the misjudgment rate, avoid affecting the driver's driving freedom, and enhance the driving experience.

[0187] The above describes the scenarios applied by the embodiments of the present application and the methods provided by the present application, and the devices of the embodiments of the present application are provided below. It is understandable that the multiple devices provided by the embodiments of the present application, such as driving assistance devices, computing devices, chips, etc., in order to implement the functions in the above-mentioned method embodiments, include hardware structures, software units, or combinations of hardware structures and software structures for executing each function. Those skilled in the art should easily appreciate that, in combination with the various functions described in the embodiments disclosed herein, the devices and modules in the devices can be implemented in the form of hardware or a combination of hardware and computer software. Whether a function is executed in the form of hardware or computer software driving hardware depends on the specific application and design constraints of the technical solution. Professional and technical personnel can use different device implementations to implement the aforementioned method embodiments in different usage scenarios, and the different implementations of the devices should not be considered to exceed the scope of the embodiments of the present application.

[0188] Several possible arrangements are listed below.

[0189] Please refer to Figure 10, which is a schematic diagram of the structure of a driving assistance device provided in an embodiment of the present application. The driving assistance device 200 may include a communication unit 1001 and a processing unit 1002. The driving assistance device 200 may be an independent device, such as the computing device 14 shown in Figure 1, or the driving assistance device 200 may be a software module and / or hardware module in an independent device.

[0190] The driving assistance device 200 is used to implement the aforementioned driving assistance method, for example, the driving assistance method in the embodiment shown in FIG3 . The processing unit is used to implement one or more of the aforementioned information processing, data generation, determination, decision-making, and judgment operations, and the communication unit is used to implement one or more of the aforementioned acquisition, output, reception, or transmission operations.

[0191] In one possible implementation, processing unit 1002 is configured to obtain a first accelerator misoperation evaluation result based on at least first accelerator pedaling information of the vehicle, and communication unit 1001 is configured to obtain second accelerator pedaling information of the vehicle. Processing unit 1002 is further configured to perform emergency braking on the vehicle based on the first accelerator misoperation evaluation result and the second accelerator pedaling information of the vehicle. The first accelerator misoperation evaluation result is used to indicate a preliminary determination of whether the driver has misoperated the accelerator.

[0192] In another possible implementation, the communication unit 1001 and the processing unit 1002 are further configured to perform an anti-accelerator operation when the first accelerator accidental pressing evaluation result indicates that the driver has accidentally pressed the accelerator.

[0193] In yet another possible implementation, the communication unit 1001 is further configured to output a throttle rebound control signal.

[0194] In yet another possible implementation, the communication unit 1001 is further configured to output driving prompt information.

[0195] In another possible implementation, the communication unit 1001 is further configured to send driving prompt information to the user equipment.

[0196] In another possible embodiment, the processing unit 1002 is further used to confirm whether the driver has mistakenly stepped on the accelerator based on the first accelerator mistake evaluation result and the second accelerator stepping information of the vehicle, and perform emergency braking on the vehicle if it is confirmed that the driver has mistakenly stepped on the accelerator.

[0197] In another possible embodiment, the processing unit 1002 is further configured to confirm that the driver has accidentally stepped on the accelerator if the first accelerator accidental stepping evaluation result indicates a preliminary determination that the driver has accidentally stepped on the accelerator and the difference between the first pedal opening and the second pedal opening is greater than or equal to a first threshold. Furthermore, the processing unit 1002 is further configured to confirm that the driver has not accidentally stepped on the accelerator if the first accelerator accidental stepping evaluation result indicates a preliminary determination that the driver has not accidentally stepped on the accelerator or the difference between the first pedal opening and the second pedal opening is less than the first threshold.

[0198] In another possible implementation, the processing unit 1002 is further configured to confirm that the driver has mis-stepped the accelerator when the first mis-stepping accelerator evaluation result indicates a preliminary determination that the driver has mis-stepped the accelerator and the second pedal opening is less than a second threshold.

[0199] Furthermore, the processing unit 1002 is further configured to confirm that the driver did not accidentally step on the accelerator when the first accelerator accidental stepping evaluation result indicates that the driver did not accidentally step on the accelerator or the second pedal opening is greater than a second threshold.

[0200] In another possible implementation, the processing unit 1002 is further configured to perform emergency braking on the vehicle when there is a risk of collision of the vehicle and it is confirmed that the driver has stepped on the accelerator by mistake.

[0201] In another possible implementation, the processing unit 1002 is further configured to not trigger emergency braking of the vehicle when it is confirmed that the driver has not stepped on the accelerator by mistake.

[0202] In another possible implementation, the processing unit 1002 is further configured to perform emergency braking on the vehicle when there is a risk of collision of the vehicle and it is confirmed that the driver has not stepped on the accelerator by mistake.

[0203] In yet another possible implementation manner, the current gear of the vehicle is a forward gear.

[0204] In yet another possible implementation manner, the current gear of the vehicle is reverse gear.

[0205] In another possible implementation, the processing unit 1002 is further configured to obtain a first accelerator mis-pressing evaluation result based on the first accelerator pressing information of the vehicle, and at least one of the perception information of the vehicle driver and the vehicle driving environment data.

[0206] In another possible embodiment, the processing unit 1002 is further configured to determine driving environment data based on the vehicle's surrounding environment information and the vehicle's motion state. Furthermore, the communication unit 1001 is further configured to obtain driver attention assessment data and driver stress assessment data.

[0207] In another possible embodiment, the communication unit 1001 is also used to obtain the driver's facial recognition information, obtain attention assessment data based on the driver's facial recognition information, and obtain voice information from the vehicle's cab, and the processing unit 1002 is further used to obtain tension assessment data based on the voice information from the vehicle's cab.

[0208] In another possible embodiment, the processing unit 1002 is also used to determine a mis-stepping index based on the perception information of the vehicle driver and the vehicle's driving environment data, and to determine a first accelerator pedaling force based on the first accelerator pedaling information, and to determine a first accelerator mis-stepping evaluation result based on the mis-stepping index and the first accelerator pedaling force.

[0209] In another possible implementation, the processing unit 1002 is further configured to perform emergency braking on the vehicle based on the first accelerator mis-stepping evaluation result and the second accelerator stepping information, as well as the driver's perception information and / or the vehicle's driving environment data.

[0210] In another possible implementation, the processing unit 1002 is further configured to obtain a first accelerator mis-depression evaluation result based on at least the first accelerator depression information of the vehicle when the accelerator pedal is continuously depressed for a period exceeding a second period.

[0211] The specific operations performed by the above-mentioned driving assistance can also be referred to the introduction in the embodiment shown in FIG3 .

[0212] FIG11 is a schematic diagram of the structure of a computing device provided in an embodiment of the present application. Computing device 14 is a device with computing capabilities. The device here can be a physical device, such as a controller, processor, server (such as a rack server), host, etc., or a virtual device, such as a virtual machine, container, etc. Optionally, computing device 14 can be included in a vehicle, as shown in FIG1 .

[0213] As shown in Figure 11, computing device 14 includes a processor 142 and a memory 141, and optionally includes a bus 144 and a communication interface 143. Processor 142 and memory 141 communicate with each other via bus 144. It should be understood that this application does not limit the number of processors and memories in computing device 14.

[0214] Memory 141 is used to provide storage space, which can optionally store application data, user data, operating systems, and computer programs. Memory 141 may include volatile memory, such as random access memory (RAM). Memory 141 may also include non-volatile memory, such as read-only memory (ROM), flash memory, a hard disk drive (HDD), or a solid state drive (SSD).

[0215] The processor 142 is a module for performing calculations and may include any one or more of a controller (such as a storage controller), a central processing unit (CPU), a graphics processing unit (GPU), a microprocessor (MP), a digital signal processor (DSP), a coprocessor (assisting the central processor in completing corresponding processing and applications), an application specific integrated circuit (ASIC), a microcontroller unit (MCU), a virtual machine, a container, etc.

[0216] The communication interface 143 is used to provide information input or output for at least one processor. And / or, the communication interface 143 can be used to receive data sent externally and / or send data to the outside. The communication interface 143 can be a wired link interface such as an Ethernet cable, or a wireless link interface (Wi-Fi, Bluetooth, general wireless transmission and other wireless communication technologies, etc.). Optionally, the communication interface 143 can also include a transmitter (such as a radio frequency transmitter, antenna, etc.) coupled to the interface, or a receiver, etc.

[0217] Bus 144 may be a Peripheral Component Interconnect (PCI) bus or an Extended Industry Standard Architecture (EISA) bus, among others. Buses may be classified as address buses, data buses, control buses, and the like. For ease of illustration, FIG11 shows only one line, but this does not imply a single bus or type of bus. Bus 144 may include a path for transmitting information between various components of computing device 14 (e.g., memory 141, processor 142, and communication interface 143).

[0218] In the embodiment of the present application, the memory 141 stores executable instructions, and the processor 142 executes the executable instructions to implement the aforementioned driving assistance method, such as the driving assistance method in the embodiment shown in Figure 3. That is, the memory 141 stores instructions for executing the driving assistance method.

[0219] An embodiment of the present application further provides a computing device cluster, comprising at least one computing device 14, each computing device 14 including a processor 142 and a memory 141. The processor 142 of at least one computing device 14 is configured to execute instructions stored in the memory 141 of at least one computing device 14, so that the computing device cluster implements the aforementioned driving assistance method, such as the driving assistance method in the embodiment shown in FIG3 . Optionally, the memory stores instructions for executing the driving assistance method.

[0220] An embodiment of the present application also provides a chip, including a processor and a communication interface. The communication interface is used to input and / or output data (including instructions), and / or the communication interface is used to receive and / or send data. When the processor executes the program instructions in the memory, the aforementioned driving assistance method, such as the driving assistance method in the embodiment shown in Figure 3. For example, the communication interface is used to input the first accelerator pedaling information and the second accelerator pedaling information, the processor is used to make a preliminary judgment and confirmation on the mis-stepping, and the communication interface is also used to output relevant control signals for emergency braking. Furthermore, the communication interface is also used to output control signals and / or prompt information related to the anti-mis-stepping operation.

[0221] An embodiment of the present application provides a computer-readable storage medium, which stores instructions. When the instructions are executed by at least one processor, the aforementioned driving assistance method is implemented, such as the driving assistance method in the embodiment shown in Figure 3.

[0222] The computer-readable storage medium can be any available medium that can be stored by a computing device, or a data storage device such as a data center that contains one or more available media. The computer-readable storage medium can be a magnetic medium (e.g., a floppy disk, a hard disk, or a magnetic tape), an optical medium (e.g., a DVD), or a semiconductor medium (e.g., a solid-state drive).

[0223] The present application provides a computer program product, which includes computer instructions. When the instructions are executed on at least one processor, the aforementioned driving assistance method is implemented, such as the driving assistance method in the embodiment shown in FIG3 .

[0224] Optionally, the computer program product may be a software installation package or an image package. When the aforementioned method is required, the computer program product may be downloaded and executed on a computing device.

[0225] The present application provides a vehicle including a throttle and brake system. The vehicle also includes the aforementioned driving assistance device 200, or the vehicle includes the aforementioned computing device 14 or computing device cluster, or the vehicle includes the aforementioned new product, or the vehicle includes the aforementioned computer storage medium, or the vehicle deploys the aforementioned computer program product.

[0226] For example, the architecture of the vehicle may be as shown in Figure 1. For example, the vehicle further includes one or more of a power system 11, a sensor system 13, a peripheral device 15, or a memory.

[0227] In the embodiments of this application, words such as "exemplarily" or "for example" are used to indicate examples, illustrations, or explanations. Any embodiment or design described in this application as "exemplary" or "for example" should not be construed as being preferred or advantageous over other embodiments or designs. Rather, the use of words such as "exemplarily" or "for example" is intended to present the relevant concepts in a concrete manner.

[0228] The “at least one” mentioned in the embodiments of this application refers to one or more, and “plurality” refers to two or more. “At least one of the following items” or similar expressions refers to any combination of these items, including any combination of single items or plural items. For example, at least one of a, b, or c can represent: a, b, c, (a and b), (a and c), (b and c), or (a and b and c), where a, b, c can be single or multiple. “And / or” describes the association relationship of associated objects, indicating that three relationships can exist. For example, A and / or B can represent: A exists alone, A and B exist at the same time, and B exists alone, where A and B can be singular or plural. The character “ / ” generally indicates that the previous and next associated objects are in an “or” relationship.

[0229] Furthermore, unless otherwise specified, the embodiments of the present application use ordinal numbers such as "first" and "second" to distinguish multiple objects, and are not used to limit the order, timing, priority or importance of multiple objects.

Claims

1. A driving assistance method, characterized in that, Applied to a vehicle, the method includes: Obtaining a first throttle misstep evaluation result based at least on first throttle pedal depression information of the vehicle, where the first throttle misstep evaluation result is used to preliminarily determine whether the driver has misstepped the throttle; Obtaining second throttle pedal depression information of the vehicle; Performing emergency braking on the vehicle based on the first throttle misstep evaluation result and the second throttle pedal depression information of the vehicle.

2. The method according to claim 1, wherein Before obtaining the second throttle pedal depression information of the vehicle, the method further includes: Performing an anti-misstep operation when the first throttle misstep evaluation result indicates a preliminary determination that the driver has misstepped the throttle.

3. The method according to claim 2, wherein The anti-misstep operation includes outputting a throttle rebound control signal and / or outputting a driving prompt message. The throttle rebound control signal is used to control the throttle pedal to give a throttle pedal rebound force, and the driving prompt message is used to prompt the driver that there is a situation of misstepping the throttle.

4. The method according to claim 2 or 3, characterized in that, The obtaining of the second throttle pedal depression information of the vehicle includes: Obtaining the second throttle pedal depression information of the vehicle after a first duration of performing the anti-misstep operation.

5. The method according to claim 4, wherein The first duration is a predefined duration, and / or the first duration is greater than the human reaction time.

6. The method according to any one of claims 1-5, characterized in that, The performing of emergency braking on the vehicle based on the first throttle misstep evaluation result and the second throttle pedal depression information of the vehicle includes: Confirming whether the driver has misstepped the throttle based on the first throttle misstep evaluation result and the second throttle pedal depression information of the vehicle; Performing emergency braking on the vehicle when it is confirmed that the driver has misstepped the throttle.

7. The method according to claim 6, characterized in that, The first throttle pedal depression information includes a first pedal opening, and the second throttle pedal depression information includes a second pedal opening; The confirming of whether the driver has misstepped the throttle based on the first throttle misstep evaluation result and the second throttle pedal depression information of the vehicle includes: Confirming that the driver has misstepped the throttle when the first throttle misstep evaluation result indicates a preliminary determination that the driver has misstepped the throttle and the difference between the first pedal opening and the second pedal opening is greater than or equal to a first threshold.

8. The method according to claim 6, characterized in that, The second throttle pedal depression information includes a second pedal opening. The confirming of whether the driver has misstepped the throttle based on the first throttle misstep evaluation result and the second throttle pedal depression information of the vehicle includes: Confirming that the driver has misstepped the throttle when the first throttle misstep evaluation result indicates a preliminary determination that the driver has misstepped the throttle and the second pedal opening is less than a second threshold.

9. The method according to any one of claims 6-8, characterized in that, The performing of emergency braking on the vehicle when it is confirmed that the driver has misstepped the throttle includes: Performing emergency braking on the vehicle when there is a collision risk for the vehicle and it is confirmed that the driver has misstepped the throttle.

10. The method according to any one of claims 1-9, characterized in that, The obtaining of the first throttle misstep evaluation result based at least on the first throttle pedal depression information of the vehicle includes: Obtaining the first throttle misstep evaluation result based on the first throttle pedal depression information of the vehicle, and at least one of the perception information of the driver of the vehicle and the driving environment data of the vehicle. The driving environment data is used to indicate the degree of collision risk of the vehicle.

11. The method according to claim 10, characterized in that, The method further includes: Determine the driving environment data according to the surrounding environment information of the vehicle and the motion state of the vehicle.

12. The method according to claim 10 or 11, characterized in that The motion state of the vehicle is used to indicate the expected passing path of the vehicle, and the surrounding environment information of the vehicle is used to obtain the passable path of the vehicle. The degree of collision risk is related to the degree of consistency between the expected passing path and the passable path of the vehicle.

13. The method according to any one of claims 10 - 12, characterized in that, The perception information about the driver of the vehicle includes the driver's concentration. The method further includes: Obtain the attention evaluation data of the driver and the stress level evaluation data of the driver. Determine the driver's concentration according to the attention evaluation data of the driver and the stress level evaluation data of the driver, where the weight of the attention evaluation data is greater than the weight of the stress level evaluation data.

14. The method according to any one of claims 10 - 13, characterized in that The obtaining of the first throttle misstep evaluation result according to the first throttle stepping information of the vehicle, and at least one of the perception information about the driver of the vehicle and the driving environment data of the vehicle includes: Determine a misstep index according to the perception information about the driver of the vehicle and the driving environment data of the vehicle. Determine a first stepping force according to the first throttle stepping information. Determine the first throttle misstep evaluation result according to the misstep index and the first throttle stepping force.

15. The method according to claim 14, wherein The first stepping force is one of at least one stepping force level, and the at least one stepping force level is used to indicate the severity of the driver stepping on the throttle pedal.

16. The method according to any one of claims 1 to 15, characterized in that, The obtaining of the first throttle misstep evaluation result at least according to the first throttle stepping information of the vehicle includes: When the duration of continuously stepping on the throttle pedal exceeds a second duration, obtain the first throttle misstep evaluation result at least according to the first throttle stepping information of the vehicle.

17. The method according to any one of claims 1-16, characterized in that, The current gear of the vehicle is reverse.

18. A driving assistance device, characterized in that, The driving assistance device includes a processing unit and a communication unit, where: The processing unit is used to obtain the first throttle misstep evaluation result at least according to the first throttle stepping information of the vehicle, and the first throttle misstep evaluation result is used to indicate a preliminary determination of whether the driver missteps on the throttle. The communication unit is used to obtain the second throttle stepping information of the vehicle. The processing unit is further used to perform an emergency braking on the vehicle according to the first throttle misstep evaluation result and the second throttle stepping information of the vehicle.

19. The device according to claim 18, characterized in that, The processing unit and the communication unit are further used to perform an anti-misstep operation when the first throttle misstep evaluation result indicates a preliminary determination that the driver missteps on the throttle.

20. The device according to claim 19, wherein The communication unit is further used to output a throttle return control signal, and the throttle return control signal is used to control the throttle pedal to give a throttle pedal return force. And / or, the communication unit is further used to output a driving prompt message, and the driving prompt message is used to prompt the driver that there is a situation of misstepping on the throttle.

21. The device according to claim 19 or 20, characterized in that The communication unit is further used to: Obtain the second throttle stepping information of the vehicle after a first duration of performing the anti-misstep operation.

22. The device according to claim 21, characterized in that, The first duration is a predefined duration, and / or the first duration is greater than the human reaction time.

23. The device according to any one of claims 18 - 22, characterized in that, The processing unit is further used to: Confirm whether the driver accidentally steps on the accelerator according to the first accelerator misstep evaluation result and the second accelerator pedal information of the vehicle; In the case of confirming that the driver accidentally steps on the accelerator, perform emergency braking on the vehicle.

24. The device according to claim 23, characterized in that, The first accelerator pedal information includes a first pedal opening, and the second accelerator pedal information includes a second pedal opening; The processing unit is further configured to: In the case that the first accelerator misstep evaluation result indicates a preliminary determination that the driver accidentally steps on the accelerator and the difference between the first pedal opening and the second pedal opening is greater than or equal to a first threshold, confirm that the driver accidentally steps on the accelerator.

25. The device according to claim 23, characterized in that, The second accelerator pedal information includes a second pedal opening, The processing unit is further configured to: In the case that the first accelerator misstep evaluation result indicates a preliminary determination that the driver accidentally steps on the accelerator and the second pedal opening is less than a second threshold, confirm that the driver accidentally steps on the accelerator.

26. The device according to any one of claims 23 to 25, characterized in that, The processing unit is further configured to: In the case that the vehicle is at risk of collision and it is confirmed that the driver accidentally steps on the accelerator, perform emergency braking on the vehicle.

27. The device according to any one of claims 18 - 26, characterized in that, The processing unit is further configured to: Obtain the first accelerator misstep evaluation result according to the first accelerator pedal information of the vehicle, and at least one of the perception information of the driver of the vehicle and the driving environment data of the vehicle, where the driving environment data is used to indicate the degree of collision risk of the vehicle.

28. The device according to claim 27, characterized in that, The processing unit is further configured to: Determine the driving environment data according to the surrounding environment information of the vehicle and the motion state of the vehicle.

29. The device according to claim 27 or 28, characterized in that, The motion state of the vehicle is used to indicate the expected passing path of the vehicle, the surrounding environment information of the vehicle is used to obtain the passable path of the vehicle, and the degree of collision risk is related to the consistency between the expected passing path and the passable path of the vehicle.

30. The device according to any one of claims 27-29, characterized in that, The perception information of the driver of the vehicle includes the driver's concentration, The communication unit is further configured to obtain the driver's attention evaluation data and the driver's tension degree evaluation data, The processing unit is further configured to determine the driver's concentration according to the driver's attention evaluation data and the driver's tension degree evaluation data, where the weight of the attention evaluation data is greater than the weight of the tension degree evaluation data.

31. The device according to any one of claims 27 - 30, characterized in that The processing unit is further configured to: Determine a misstep index according to the perception information of the driver of the vehicle and the driving environment data of the vehicle; Determine a first stepping force according to the first accelerator pedal information; Determine the first accelerator misstep evaluation result according to the misstep index and the first accelerator stepping force.

32. The device according to claim 31, wherein, The first stepping force is one of at least one stepping force level, and the at least one stepping force level is used to indicate the degree of severity of the driver stepping on the accelerator pedal.

33. The device according to any one of claims 18-32, characterized in that, The processing unit is further configured to: In the case that the duration of the accelerator pedal being continuously stepped on exceeds a second duration, obtain the first accelerator misstep evaluation result at least according to the first accelerator pedal information of the vehicle.

34. The device according to any one of claims 18-33, characterized in that, The current gear of the vehicle is reverse gear.

35. A chip, characterized in that, Includes a processor and a communication interface, The communication interface is used to output and / or input data, and / or, the communication interface is used to receive and / or transmit data. When the processor executes the program instructions in the memory, the method described in any one of claims 1-17 is implemented.

36. A computing device, characterized in that, It includes a processor and a memory. The memory is used to store program instructions. When the processor executes the program instructions in the memory, the method described in any one of claims 1-17 is implemented.

37. A vehicle, characterized in that, The vehicle includes an accelerator and a braking system. The vehicle further includes a driving assistance device described in any one of claims 18-34. Alternatively, the vehicle further includes the chip described in claim 35. Alternatively, the vehicle further includes the computing device described in claim 36.

38. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores program instructions. When the program instructions are executed by a processor, the method described in any one of claims 1-17 is implemented.

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