CN116749959A

CN116749959A - Driving control method, device, electronic equipment and medium

Info

Publication number: CN116749959A
Application number: CN202310786835.3A
Authority: CN
Inventors: 周永立; 杨曹刚; 杨健; 余斌
Original assignee: Chongqing Changan Automobile Co Ltd
Current assignee: Chongqing Changan Automobile Co Ltd
Priority date: 2023-06-29
Filing date: 2023-06-29
Publication date: 2023-09-15

Abstract

The invention relates to the technical field of active safety control of vehicles, and discloses a driving control method, a driving control device, electronic equipment and a driving control medium, wherein the driving control method comprises the following steps: monitoring operation data of a driver of the target vehicle on the steering wheel; judging whether the driver has an active steering intention or not based on the operation data; acquiring brake operation data of a driver when the driver does not have an active steering intention; judging whether the driver has an active braking intention or not based on the braking operation data; when the driver does not have the active braking intention, judging whether the target vehicle triggers automatic emergency braking intervention; when the target vehicle triggers an automatic emergency braking intervention, the steering assist of the target vehicle is reduced and the steering damping is increased. Therefore, the operation difficulty of the steering wheel is increased in a mode of reducing the steering assistance and increasing the steering damping, and the steering is actively limited, so that the possible misoperation problem of a driver is actively reduced and avoided, the occurrence of traffic accidents caused by the misoperation can be effectively prevented, and the driving experience of a user is improved.

Description

Driving control method, device, electronic equipment and medium

Technical Field

The invention relates to the technical field of active safety control of vehicles, in particular to a driving control method, a driving control device, electronic equipment and a driving control medium.

Background

At present, the existing automatic emergency braking systems (Auto Emergency Brake, AEB) or automatic collision early warning systems (Auto Waring Brake, AWB) generate larger deceleration at the moment of function activation, and the body of a driver can lean forward due to inertia, so that misoperation is very easy to occur to an accelerator pedal, a steering wheel and the like, and at present, most of control and execution methods of AEB/AWB are designed with corresponding logic to detect the misoperation, so that the misoperation of the AEB/AWB or the misoperation of the driver is avoided. However, these schemes are all intervention control performed after the driver has performed misoperation, when the setting of the misoperation detecting mechanism is strict, the execution of normal driving operation of the driver is affected, and if the setting of the misoperation detecting mechanism is loose, the risk of misoperation and missed detection leading to misoperation of the driver occurs, so that the control scheme depending on the setting accuracy of the misoperation detecting mechanism in the related technology brings poor actual driving experience to the user.

Disclosure of Invention

In view of the above, the present invention provides a driving control method, apparatus, electronic device, and medium, so as to solve the problem in the related art that the driving experience of the user is poor due to the driving misoperation intervention scheme depending on the setting accuracy of the misoperation detection mechanism.

In a first aspect, the present invention provides a driving control method, the method comprising:

monitoring operation data of a driver of the target vehicle on the steering wheel;

judging whether the driver has an active steering intention or not based on the operation data;

acquiring brake operation data of the driver when the driver does not have an active steering intention;

judging whether the driver has an active braking intention or not based on the braking operation data;

when the driver does not have an active braking intention, judging whether the target vehicle triggers automatic emergency braking intervention or not;

when the target vehicle triggers an automatic emergency braking intervention, the steering assist of the target vehicle is reduced and steering damping is increased.

Therefore, whether the driver has the intention of active steering and active braking or not is determined by monitoring the operation data and the braking operation data of the steering wheel, and when the driver does not have the intention of active steering and active braking, the operation difficulty of the steering wheel is increased in a mode of reducing steering assistance and increasing steering damping under the condition that the vehicle triggers automatic emergency braking intervention, and steering limitation is actively carried out, so that the possible misoperation problem of the driver is actively reduced and avoided, traffic accidents caused by the incorrect steering can be effectively prevented, and the driving experience of a user is improved.

In an alternative embodiment, the driver's operation data for the steering wheel includes: the operation mode of the steering wheel, the steering torque of the steering wheel, the operation data of the steering lamp, the steering angle of the steering wheel and the angular velocity of the steering wheel, and judging whether the driver has an active steering intention or not based on the operation data comprises the following steps:

judging whether the operation mode of the steering wheel is one-hand operation or not;

when the operation mode of the steering wheel is single-hand operation, judging whether the steering torque of the steering wheel is smaller than a preset steering torque threshold value or not;

when the steering torque of the steering wheel is smaller than a preset steering torque threshold, judging whether the operation data of the steering lamp is turning on the steering lamp, whether the steering angle of the steering wheel is smaller than the preset steering angle threshold and whether the angular speed of the steering wheel is smaller than the preset angular speed threshold respectively;

and when the operation data of the steering lamp is that the steering lamp is not turned on, the steering angle of the steering wheel is smaller than a preset steering angle threshold value, and the angular speed of the steering wheel is smaller than a preset angular speed threshold value, determining that the driver does not have an active steering intention.

Therefore, the method further accurately identifies the active steering intention of the driver by gradually judging whether the driver operates the steering wheel by one hand, the steering moment, the turning-on condition of the steering lamp, the steering angle of the steering wheel and the angular speed of the steering wheel, accords with the actual operation habit of the driver, improves the accuracy of identifying the active steering intention of the driver, further improves the accuracy of driving control of the vehicle, and realizes accurate control.

In an alternative embodiment, the method further comprises:

and controlling the target vehicle to be in a normal steering power assisting state when the operation mode of the steering wheel is not single-hand operation, or when the operation data of the steering lamp is turning on, or when the steering angle of the steering wheel is not smaller than a preset steering angle threshold, or when the angular speed of the steering wheel is not smaller than a preset angular speed threshold.

Therefore, under the condition that the driver is identified to operate the steering wheel with standard hands or has active driving intention, the steering operation of the driver is explained to be based on the operation made by the real judgment of the driver, and the driver is assisted to complete the steering operation in a normal steering assistance mode, so that the driving operation experience of the user is improved.

In an alternative embodiment, the driver's brake operation data includes: and a driver-requested braking force, the determining whether the driver has an active braking intention based on the brake operation data, including:

judging whether the braking force requested by the driver is smaller than a preset braking force threshold value or not;

and when the braking force requested by the driver is smaller than a preset braking force threshold value, determining that the driver does not have active braking intention.

Therefore, whether the driver has the active braking intention is judged by judging the magnitude of the braking force required by the driver to operate the brake pedal, the real operation habit of the driver is met, the accuracy of identifying the active braking intention of the driver is improved, the accuracy of driving control of the vehicle is further improved, and the accurate control is realized.

In an alternative embodiment, the determining whether the target vehicle triggers an automatic emergency braking intervention includes:

monitoring the activation state of an automatic emergency braking system and/or an automatic collision early warning system of the target vehicle;

and when the activation state of the automatic emergency braking system and/or the automatic collision early warning system of the target vehicle is activated, determining that the target vehicle triggers automatic emergency braking intervention.

Therefore, whether the target vehicle triggers the automatic emergency braking intervention is determined by judging the activation state of the automatic emergency braking system and/or the automatic collision early warning system, the rapid identification of the automatic emergency braking intervention is realized, the timeliness of the subsequent driving control of the target vehicle is ensured, and the accurate driving control of the target vehicle is facilitated.

In an alternative embodiment, the method further comprises:

Starting a timer when the target vehicle triggers an automatic emergency braking intervention;

and when the timing duration reaches a preset timing duration threshold, the operation of reducing the steering assistance of the target vehicle is canceled, the operation of increasing the steering damping is canceled, and the target vehicle is controlled to be in a normal steering assistance state.

After the vehicle triggers the automatic emergency braking intervention, the driver can completely respond to the working condition after a certain time is exceeded only when the driver does not respond in time, and the steering intention of the driver should not be continuously interfered. Therefore, the steering assistance to the driver is recovered in a timing mode after the automatic emergency braking intervention is triggered by the vehicle, so that the steering assistance accords with the actual driving situation of the driver, and the driving experience of the user is further improved.

In an alternative embodiment, the method further comprises:

and returning to the step of judging whether the operation data of the steering lamp is turning on or not when the timing duration does not reach the preset timing duration threshold.

Since the steering lamp needs to be turned on by the standard steering action when the driver performs the steering operation, and no misoperation usually occurs when the steering lamp is turned on, whether the driver has an active steering intention is further determined by performing the judgment on the steering lamp operation, and the problem that the judgment result is affected by the unexpected steering moment possibly caused by the forward tilting of the body of the driver is avoided, so that the accuracy of the identification of the steering intention of the driver is further improved, and the accuracy of the driving control of the target vehicle is further improved finally.

In an alternative embodiment, before monitoring the operation data of the steering wheel by the driver of the target vehicle, the method further includes:

identifying the identity of a driver of a target vehicle, and judging whether the driver is a common driver of the target vehicle;

when the driver is a common driver of the target vehicle, acquiring a threshold parameter table generated by the driver when the driver drives the target vehicle last time, wherein a preset steering moment threshold value, a preset steering angle threshold value, a preset angular velocity threshold value, a preset braking force threshold value and a preset time duration threshold value are stored in the threshold parameter table;

and carrying out driving control on the target vehicle in the process of driving the target vehicle currently by the driver based on a threshold parameter table generated by the driver when driving the target vehicle last time.

Therefore, by means of identity recognition of the driver of the driving target vehicle, for a common driver, the threshold parameter table generated by the common driver in the last driving process can be obtained to judge the active steering intention, the active braking intention and the like of the driver, the sensitivity degree of the driving control addition is flexibly adjusted, personalized customization is realized, the integral driving control scheme is ensured to conform to the personal driving habit of the driver, and the driving experience of the user is further improved.

In an alternative embodiment, when the driver is not a common driver of the target vehicle, the method further comprises:

acquiring an initial threshold parameter table of the target vehicle;

and carrying out driving control on the target vehicle in the process of driving the target vehicle currently by the driver based on the initial threshold parameter table.

For a driver who is not a common driver of the target vehicle, the driving control is performed on the target vehicle in the driving process by using a default initial threshold parameter table so as to meet the basic driving control requirement of the driver.

In an alternative embodiment, the identifying the driver of the target vehicle, and determining whether the driver is a common driver of the target vehicle includes:

performing face recognition after the target vehicle is electrified to obtain a current face image of the driver;

carrying out face matching on the current face image and face images of all common drivers;

and when the face image of the common driver is matched with the current face image, determining that the driver is the common driver of the target vehicle.

Therefore, whether the identity of the driver is a common driver or not is determined in a face recognition mode, automatic identification of the driver identity is achieved, the intelligence of the whole driving control is improved, and the use experience of a user is improved.

In an alternative embodiment, the method further comprises:

collecting driving data of the driver in the process that the driver drives a target vehicle currently;

self-learning the threshold parameter table based on the driving data to obtain an updated threshold parameter table;

and after the target vehicle is powered down, storing an updated threshold parameter table, and establishing an association relation between the updated threshold parameter table and the driver.

Therefore, the self-learning of the threshold parameter table is continuously carried out based on the real driving data of the driver in the process of driving the vehicle, the dynamic automatic updating of the threshold parameter table is realized, and the threshold parameter table can be more fit with the real driving habit of the driver along with the increase of the driving times, so that the driving experience of the user is further improved.

In an alternative embodiment, before powering down the target vehicle, the method further comprises:

judging whether a driver is replaced in the driving process of the target vehicle;

and returning to the step of identifying the identity of the driver of the target vehicle after the driver is replaced in the driving process of the target vehicle, and judging whether the driver is a common driver of the target vehicle.

Through once finding in driving the in-process and changing the driver then carry out identification again to it to ensure the uniformity of threshold value parameter table and the true driver that utilizes, thereby ensure every driver's driving experience, promote the self-adaptation of driving control, further promote user's driving experience.

In a second aspect, the present invention provides a driving control apparatus, the apparatus comprising:

a monitoring module for monitoring operation data of a driver of the target vehicle on the steering wheel;

the first judging module is used for judging whether the driver has an active steering intention or not based on the operation data;

the acquisition module is used for acquiring brake operation data of the driver when the driver does not have active steering intention;

the second judging module is used for judging whether the driver has an active braking intention or not based on the braking operation data;

the third judging module is used for judging whether the target vehicle triggers automatic emergency braking intervention or not when the driver does not have active braking intention;

and the driving control module is used for reducing the steering assistance of the target vehicle and increasing the steering damping when the target vehicle triggers the automatic emergency braking intervention.

In a third aspect, the present invention provides an electronic device, comprising: the memory and the processor are in communication connection, the memory stores computer instructions, and the processor executes the computer instructions to perform the method of the first aspect or any implementation manner corresponding to the first aspect.

In a fourth aspect, the present invention provides a computer readable storage medium having stored thereon computer instructions for causing a computer to perform the method of the first aspect or any of its corresponding embodiments.

Drawings

In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings that are needed in the description of the embodiments or the prior art will be briefly described, and it is obvious that the drawings in the description below are some embodiments of the present invention, and other drawings can be obtained according to the drawings without inventive effort for a person skilled in the art.

Fig. 1 is a flow chart of a driving control method according to an embodiment of the invention;

FIG. 2 is a flow chart of another driving control method according to an embodiment of the invention;

FIG. 3 is a flow chart of yet another driving control method according to an embodiment of the present invention;

fig. 4 is a block diagram of a driving control system according to an embodiment of the present invention;

FIG. 5 is a schematic diagram of the operation of the central controller of the drive control system according to an embodiment of the present invention;

FIG. 6 is a schematic diagram of another specific operation of the central controller of the drive control system according to an embodiment of the present invention;

fig. 7 is a block diagram of a structure of a driving control device according to an embodiment of the present invention;

fig. 8 is a schematic diagram of a hardware structure of an electronic device according to an embodiment of the present invention.

Detailed Description

For the purpose of making the objects, technical solutions and advantages of the embodiments of the present invention more apparent, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention, and it is apparent that the described embodiments are some embodiments of the present invention, but not all embodiments of the present invention. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.

At present, most of AEB/AWB control and execution methods are designed with corresponding logic to detect misoperation of a driver, so that false exit of AEB/AWB or false intervention of the driver is avoided. However, these schemes are all intervention control performed after the driver has performed misoperation, when the setting of the misoperation detecting mechanism is strict, the execution of normal driving operation of the driver is affected, and if the setting of the misoperation detecting mechanism is loose, the risk of misoperation and missed detection leading to misoperation of the driver occurs, so that the control scheme depending on the setting accuracy of the misoperation detecting mechanism in the related technology brings poor actual driving experience to the user.

The invention mainly judges whether the driver has the risk of misintervention on the steering wheel and the intention of active steering and braking, and if the driver does not have the intention, the intention that the driver does not actively change the current motion state of the vehicle is described. If AEB or AWB is suddenly activated at this point, this indicates that the driver has not recognized the presence of a hazard, or even is inattentive. And activation of AEB or AEWB will produce a larger braking deceleration. Under the working conditions, the driver is easy to lean forward, and the steering wheel is rotated by mistake, so that danger is caused.

The invention actively increases the damping of the steering wheel, reduces the steering power when the conditions are recognized by judging the states of the driver and the vehicle, reduces the risk of the driver to turn the steering wheel by mistake, avoids the vehicle from deviating from the driving track expected by the driver, and prevents traffic accidents. In addition, the invention can dynamically adjust the intervention sensitivity of the 'steering error prevention function of the driver' according to different drivers so as to better meet different driving styles.

According to an embodiment of the present invention, there is provided a driving control method embodiment, it being noted that the steps shown in the flowcharts of the drawings may be performed in a computer system such as a set of computer executable instructions, and that although a logical order is shown in the flowcharts, in some cases the steps shown or described may be performed in an order different from that herein.

In the present embodiment, there is provided a driving control method that can be used for a computing chip having a computing processing function, such as a vehicle machine, a central controller, or the like, which is disposed in a vehicle, fig. 1 is a flowchart of the driving control method according to an embodiment of the present invention, as shown in fig. 1, the flowchart including the steps of:

step S101 of monitoring operation data of a driver of a target vehicle on a steering wheel.

Wherein, the driver to the operation data of steering wheel includes: the operating mode of the steering wheel, the steering torque of the steering wheel, the operating data of the steering lamp, the steering angle of the steering wheel, the angular velocity of the steering wheel, and the like.

Step S102, judging whether the driver has an active steering intention or not based on the operation data.

The active steering intention is the actual steering intention of the driver, and is not operation data generated by misoperation.

Step S103, when the driver does not have an active steering intention, the brake operation data of the driver is acquired.

Wherein the brake operation data includes, but is not limited to, a depth of the brake pedal, a displacement of the brake pedal, and the like.

Step S104, it is determined whether the driver has an active braking intention based on the brake operation data.

The active braking intention refers to the intention that the driver really wants to brake the vehicle, and is not braking triggered by misoperation.

Step S105, when the driver does not have an active braking intention, determines whether the target vehicle triggers an automatic emergency braking intervention.

The automatic emergency braking intervention of the vehicle refers to that a safety early warning system such as AEB/AWB and the like configured on the vehicle automatically takes over the control of the vehicle to perform emergency braking.

Step S106, when the target vehicle triggers an automatic emergency braking intervention, the steering assist force of the target vehicle is reduced and the steering damping is increased.

Because the vehicle is in the production design, in order to be convenient for the operator light convenient operation steering wheel, when the vehicle is traveling, all can automatic start steering helping hand to assist the user to carry out steering operation, can greatly increase the steering degree of difficulty of driver through the mode that reduces steering helping hand, increase steering damping, thereby significantly reduce or avoid the driver to lead to the driver's body forward to lean forward and the problem that the steering wheel appears the mistake because of automatic emergency braking is intervened.

In the present embodiment, there is provided a driving control method that can be used for a computing chip having a computing processing function, such as a vehicle machine, a central controller, or the like, which is disposed in a vehicle, fig. 2 is a flowchart of the driving control method according to an embodiment of the present invention, as shown in fig. 2, the flowchart including the steps of:

step S21 monitors operation data of the steering wheel by the driver of the target vehicle. Please refer to step S101 in the embodiment shown in fig. 1 in detail, which is not described herein.

Step S22, it is determined whether the driver has an active steering intention based on the operation data.

Specifically, the step S22 includes:

step S221, determining whether the steering wheel is operated by one hand.

Specifically, the driver's operational data for the steering wheel may be monitored by providing various monitoring components on an AEB/AWB equipped vehicle, such as: the built-in camera and the like can be used as a driver gesture monitoring component to identify and judge whether the driver holds the steering wheel with one hand or not, and the judging result is sent to the central controller for judging the risk of the error intervention of the driver by the central controller.

Step S222, when the steering wheel is operated by one hand, determining whether the steering torque of the steering wheel is less than a preset steering torque threshold.

The preset steering torque threshold value is a minimum steering torque value applied to the steering wheel by a driver with active steering intention obtained through a pre-test.

Specifically, the measurement of parameters such as steering torque, steering angle and steering angular velocity can be performed by providing a steering measurement assembly on the vehicle, and the specific steering measurement assembly can be implemented by corresponding sensors such as: pressure sensors, angle sensors, etc., are not described in detail herein.

In step S223, when the steering torque of the steering wheel is less than the preset steering torque threshold, it is respectively determined whether the operation data of the steering lamp is turning on the steering lamp, whether the steering angle of the steering wheel is less than the preset steering angle threshold, and whether the angular velocity of the steering wheel is less than the preset angular velocity threshold.

The preset steering angle threshold value is a minimum steering angle value of the steering wheel when the driver has an active steering intention, which is obtained through a pre-test. The preset angular velocity threshold value is a minimum angular velocity value of the steering wheel when the driver has an active steering intention, which is obtained through a pre-test.

Specifically, in the step S223, the specific determining sequence of determining whether the operation data of the steering lamp is on, whether the steering angle of the steering wheel is smaller than the preset steering angle threshold, and whether the angular velocity of the steering wheel is smaller than the preset angular velocity threshold may be determined in parallel or sequentially, which is not limited to the present invention.

In step S224, when the operation data of the steering lamp is that the steering lamp is not turned on, the steering angle of the steering wheel is smaller than the preset steering angle threshold value, and the angular velocity of the steering wheel is smaller than the preset angular velocity threshold value, it is determined that the driver does not have an active steering intention.

Further, the step S22 further includes: when the operation mode of the steering wheel is not single-hand operation, or when the operation data of the steering lamp is turning on, or when the steering angle of the steering wheel is not smaller than a preset steering angle threshold, or when the angular velocity of the steering wheel is not smaller than a preset angular velocity threshold, the target vehicle is controlled to be in a normal steering power assisting state.

In practical application, if the driver does not hold the steering wheel with one hand, the central controller considers that the driver does not have the risk of interfering with the steering wheel by mistake, and does not request to start the function of preventing the driver from steering by mistake, and does not start the function of preventing the driver from steering by mistake, so that the normal power-assisted state is maintained.

Step S23, when the driver does not have an active steering intention, the brake operation data of the driver is acquired. Please refer to step S102 in the embodiment shown in fig. 1 in detail, which is not described herein.

Step S24, it is determined whether the driver has an active braking intention based on the brake operation data.

Specifically, the step S24 includes:

step S241, it is determined whether the braking force requested by the driver is less than a preset braking force threshold.

The preset braking force threshold value is a minimum braking force value corresponding to a braking pedal when the driver has an active braking intention, which is obtained through a pre-test.

In step S242, it is determined that the driver does not have an active braking intention when the braking force requested by the driver is less than the preset braking force threshold.

Step S25, when the driver does not have an active braking intention, it is determined whether the target vehicle triggers an automatic emergency braking intervention.

Specifically, the step S25 includes:

in step S251, the activation state of the automatic emergency braking system and/or the automatic collision warning system of the target vehicle is monitored.

The automatic emergency braking system and/or the automatic collision early warning system are/is configured on the target vehicle and used for being activated when the distance between the target vehicle and the front vehicle is smaller than a set safe distance value under the emergency condition, and then automatically controlling the vehicle to perform emergency braking so as to avoid rear-end collision accidents.

In step S252, when the activation state of the automatic emergency braking system and/or the automatic collision warning system of the target vehicle is activated, it is determined that the target vehicle triggers an automatic emergency braking intervention.

In step S26, when the target vehicle triggers an automatic emergency braking intervention, the steering assist force of the target vehicle is reduced and the steering damping is increased. Please refer to step S106 in the embodiment shown in fig. 1 in detail, which is not described herein.

In the present embodiment, there is provided a driving control method that can be used for a computing chip having a computing processing function such as a vehicle machine, a central controller, or the like disposed in a vehicle, fig. 3 is a flowchart of the driving control method according to an embodiment of the present invention, as shown in fig. 3, the flowchart including the steps of:

in step S301, operation data of a driver of the target vehicle on the steering wheel is monitored. Please refer to step S21 in the embodiment shown in fig. 2 in detail, which is not described herein.

Step S302, it is determined whether the driver has an active steering intention based on the operation data. Please refer to step S22 in the embodiment shown in fig. 2 in detail, which is not described herein.

In step S303, when the driver does not have an active steering intention, brake operation data of the driver is acquired. Please refer to step S23 in the embodiment shown in fig. 2 in detail, which is not described herein.

Step S304, it is determined whether the driver has an active braking intention based on the brake operation data. Please refer to step S24 in the embodiment shown in fig. 2, which is not described herein.

In step S305, when the driver does not have an active braking intention, it is determined whether the target vehicle triggers an automatic emergency braking intervention. Please refer to step S25 in the embodiment shown in fig. 2, which is not described herein.

In step S306, when the target vehicle triggers an automatic emergency braking intervention, the steering assist force of the target vehicle is reduced and the steering damping is increased. Please refer to step S26 in the embodiment shown in fig. 2, which is not described herein.

In step S307, when the target vehicle triggers an automatic emergency brake intervention, the timer is started.

And step 308, when the timing duration reaches a preset timing duration threshold, the operation of reducing the steering assistance of the target vehicle is canceled, and the operation of increasing the steering damping is canceled, so that the target vehicle is controlled to be in a normal steering assistance state.

The preset time duration threshold value is the longest reaction duration of the driver obtained through a pre-test after the vehicle triggers the automatic emergency braking intervention. When the timing duration reaches the longest reaction duration, the driver is considered to react to the working condition, and if the driver has operation steering, steering assistance is normally performed.

Step S309, when the time duration does not reach the preset time duration threshold, the process returns to step S223 shown in fig. 2.

In some alternative embodiments, before performing step S301, the process further includes:

in step S310, the identity of the driver of the target vehicle is identified, and it is determined whether the driver is a common driver of the target vehicle.

The identity information such as the face of the person who frequently drives the vehicle, which is input by the common driver on the vehicle in advance, is convenient for providing more refined service for the common driver, and improves the use experience of the user. The identification mode includes, but is not limited to, face recognition, mobile phone identification, ID card identification, etc., as long as the identification of the driver can be realized, and the invention is not limited thereto.

In some alternative embodiments, step S310 includes:

and a1, performing face recognition after the target vehicle is electrified to obtain a current face image of the driver.

Specifically, when the vehicle is electrified and the driver enters the main driving seat, the driver gesture detection assembly performs face recognition and acquires a face image of the driver.

And a2, carrying out face matching on the current face image and the face images of all common drivers.

In particular, face matching may utilize existing image processing algorithms such as: face matching is performed in modes of image registration, similarity calculation and the like, and the invention is not limited to this.

And a step a3, when the face image of the common driver is matched with the current face image, determining that the driver is the common driver of the target vehicle.

In step S311, when the driver is a usual driver of the target vehicle, a threshold parameter table generated when the driver last driven the target vehicle is acquired.

The threshold parameter table stores a preset steering moment threshold value, a preset steering angle threshold value, a preset angular velocity threshold value, a preset braking force threshold value and a preset time duration threshold value.

Step S312, based on the threshold parameter table generated by the driver when driving the target vehicle last time, performs driving control on the target vehicle during the current driving of the target vehicle by the driver.

In some alternative embodiments, when the driver is not a common driver of the target vehicle, the process further includes the steps of:

step b1, an initial threshold parameter table of the target vehicle is acquired.

The initial threshold parameter table is a default threshold parameter table set when the vehicle leaves the factory, and is a relevant threshold parameter obtained through a large number of test experiments.

And b2, performing driving control on the target vehicle in the process of driving the target vehicle currently by the driver based on the initial threshold parameter table.

In some alternative embodiments, the process further comprises the steps of:

step c1, collecting driving data of a driver in the process that the driver drives the target vehicle currently.

The driving data includes, but is not limited to, longitudinal acceleration signals, lateral acceleration signals, yaw rate signals, brake pedal speed, brake pedal depth, brake master cylinder pressure, steering angle speed, accelerator pedal depth, accelerator pedal rate, shift speed, and the like.

And c2, performing self-learning on the threshold parameter table based on the driving data to obtain an updated threshold parameter table.

Specifically, the self-learning can be performed by using a machine learning algorithm, the specific algorithm selection can be flexibly selected from the existing machine learning algorithms, and the specific implementation process of the self-learning is the prior art and is not described herein.

And c3, after the target vehicle is powered down, storing the updated threshold parameter table, and establishing an association relation between the updated threshold parameter table and a driver.

By storing the updated threshold parameters in association with the corresponding ID of the driver, the driver can extract the corresponding threshold parameter table according to the ID of the driver to control the driving of the vehicle, and the use experience of the user is improved while the accuracy of the driving control is improved.

In some alternative embodiments, the process further includes the steps of, prior to powering down the target vehicle:

step d1, judging whether the driver is replaced during driving of the target vehicle.

Specifically, whether the driver is replaced or not may be determined by monitoring whether the actions of releasing the safety belt and opening and closing the door are repeated during driving, if yes, face recognition is performed on the driver to determine whether the driver is replaced, or the driver identity recognition may be performed at preset time intervals during driving to determine whether the driver is replaced.

Step d2, after the driver is replaced while the target vehicle is driving, the routine returns to step S310.

The specific implementation process and working principle of the driving control method provided by the embodiment of the invention will be described in detail below with reference to specific application examples.

The driving control method provided by the embodiment of the invention is suitable for a vehicle equipped with AEB or AWB, and correspondingly builds a driving control system on the vehicle, as shown in fig. 4, the driving control system is composed of a driver posture monitoring component 11, a steering lamp state monitoring component 12, a steering power assisting system 13 (comprising a steering measuring component 131 and a steering executing component 132), a driver braking monitoring component 14 and a central controller 15, wherein the central controller 15 receives signal states of other components, judges the risk of the driver's false intervention, the active intervention intention, the activation states of the AEB and the AWB, and the like, decides whether to activate a' driver's false steering preventing function', and sends an activation request to the steering executing component 132.

Among other things, the driver gesture monitoring assembly 11 includes, but is not limited to, a built-in camera, and the like. It is possible to identify and determine whether the driver is holding the steering wheel with one hand, and send the determination result to the above-mentioned central controller 15 for the central controller 15 to use the determination of the risk of the driver's erroneous intervention.

The turn signal condition monitoring assembly 12 may be a body control unit, or other assembly that can monitor the condition of the turn signal. The steering lamp state monitoring component 12 monitors the state of the steering lamp in real time, and sends the state to the central controller 15, so that the central controller 15 can judge the steering intention of the driver.

The driver brake monitoring assembly 14 may be a brake actuation unit, or other unit that may measure the driver demand braking force. The driver brake monitoring assembly 14 measures the driver's braking force in real time and sends a braking force signal to the central controller 15 for use in the determination of the driver's braking intent by the central controller 15.

The steering measurement assembly 131 and steering actuation assembly 132 may be electronic power steering systems, or other sensing and actuation modules of steering systems. The steering measurement assembly 131 measures the steering torque of the driver in real time, and the steering wheel angle is transmitted to the central controller 15 for the central controller 15 to determine the steering intention of the driver. The steering execution component 132 is used for executing the request of the central controller 15 for activating the 'prevent driver from steering error function', actively increasing the steering damping and reducing the steering assistance, and increasing the difficulty of driver from steering error, and it should be noted that only the steering performance is changed, and the steering lock cannot be caused.

The following describes the implementation of the main control algorithm for implementing the "driver false steering prevention function" by the central controller 15 with reference to fig. 4 and 5.

As shown in fig. 5, after the process starts, the process 201 monitors the driving gesture of the driver in real time, determines whether the driver is holding the steering wheel with one hand, the logic is completed by the driver gesture monitoring component 11, and sends the determination result to the central controller 15, if the driver is not holding the steering wheel with one hand, the central controller 15 executes action 213, considers that the driver is not at risk of misintervention in the steering wheel, and does not request to start the "prevent driver from misturning function", the steering executing component 132 executes process 216, does not start the "prevent driver from misturning function", and maintains the normal power-assisted state; if the central controller 15 receives that the driver is holding the steering wheel with one hand, it is deemed that there is a possibility that the driver may intervene in the steering wheel by mistake under certain conditions, and the flow 202 is continued.

The process 202 is that the central controller 15 determines whether the steering torque of the driver to the steering wheel is less than a certain threshold. The steering measurement assembly 131 measures the steering torque of the steering wheel by the driver in real time and sends the steering torque to the central controller 15, and the central controller 15 compares the current steering torque value with the parameter threshold value set internally. If the current steering torque exceeds the threshold parameter range, indicating that the steering torque of the driver is larger, executing a flow 214, determining that the driver has an active steering intention, and the central controller 15 will not request to start the "prevent driver from steering by mistake", the steering executing component 132 executing a flow 216, not starting the "prevent driver from steering by mistake", and maintaining a normal power-assisted state; if the current steering torque value is within the threshold parameter range, then the driver is deemed to have no active steering intent and flow 203 continues.

The process 203 is for the central controller 15 to determine whether the driver turns on the turn signal. The turn signal status monitoring assembly 12 monitors the status of the turn signal in real time and sends it to the central controller 15. If the central controller 15 determines that the steering lamp is turned on and represents that the driver has performed a steering preparation action, then the flow 214 is executed, and it is determined that the driver has an active steering intention, then the central controller 15 will not request to turn on the "prevent driver from steering by mistake", the steering execution component 132 executes the flow 216, and the "prevent driver from steering by mistake" is not turned on, so that the normal power-assisted state is maintained; the central controller 15 determines that the turn signal is not on, indicating that the driver is not ready to turn, and proceeds to block 204.

Flow 204 is the central controller 15 determining whether the steering wheel is within a certain threshold around the neutral position. The steering measurement assembly 131 measures the steering wheel angle in real time and sends it to the central controller 15, and the central controller 15 compares the current steering angle value with the parameter threshold value set internally. If the current rotation angle does not exceed the threshold range, which indicates that the driver has rotated a certain angle at this time, then a flow 214 is performed, it is determined that the driver has an active steering intention, the central controller 15 will not request to turn on the "prevent driver from steering by mistake", the steering execution component 132 executes a flow 216, does not turn on the "prevent driver from steering by mistake", and the normal power-assisted state is maintained; if the current angle of rotation is within the threshold, it is indicated that the driver is not rotating a large angle, and the process 205 continues.

Flow 205 determines whether the steering wheel angular velocity is within a certain threshold for the central controller 15. The steering measurement assembly 131 measures the steering wheel angle in real time, sends it to the central controller 15, and after receiving the angle signal, the central controller 15 calculates its angular velocity and compares the current angular velocity value with the parameter threshold value set internally. If the current angular velocity does not exceed the threshold parameter range, indicating that the driver is turning the steering wheel rapidly, executing a flow 214, determining that the driver has an active steering intention, and the central controller 15 will not request to start the "prevent driver from turning by mistake", the steering executing component 132 executing a flow 216, not starting the "prevent driver from turning by mistake", and maintaining a normal power-assisted state; if the current angular velocity is within the threshold parameter, indicating that the driver is not turning the steering wheel rapidly, the driver is deemed to have no active steering intent and flow 206 continues.

The flow 206 is that after the central controller 15 determines the calculation results of 202, 203, 204, 205, it confirms that the driver has no active steering intention, and then proceeds to the determination of the driver's braking intention 207 and 208. The brake intention of the driver is identified, and the driver is also actively intervened, if the driver obviously presses the brake pedal and the braking force is large enough, the driver is informed of the danger, and the vehicle is actively taken over, so that control right is given to the driver at the moment, and the driver steering intention of the driver should not be actively interfered continuously.

The process 207 is to determine whether the braking force of the driver is less than a certain threshold value for the central controller 15. The driver brake monitoring assembly 14 monitors the driver requested braking force in real time and sends this signal to the central controller 15. The central controller 15 will compare the current driver braking force value with the internally set parameter threshold value. If the current braking force exceeds the threshold range, which indicates that the driver has depressed the brake pedal to actively intervene in the motion state of the vehicle at this time, a flow 215 is executed, it is determined that the driver has an active braking intention, the central controller 15 will not request to turn on the "prevent driver from steering by mistake", the steering execution component 132 executes a flow 216, does not turn on the "prevent driver from steering by mistake", and the normal power-assisted state is maintained; if the current braking force value is within the threshold value, indicating that the driver is not actively taking over the vehicle at this time, flow 208 is performed, it is determined that the driver is not actively braking the vehicle, and flow 209 is performed.

Flow 209 is the central controller monitoring the activation state of AEB or awb. If the central controller 15 determines that AEB or AWB is not activated at this time, there is no risk of driver's erroneous intervention, the central controller 15 will not request to turn on the "prevent driver from missteering function", the steering execution component 132 executes the flow 216, does not turn on the "prevent driver from missteering function", and maintains the normal power-assisted state; if the central controller 15 determines that AEB or AWB is activated at this time, because the previous flows 206 and 208 are sufficient to confirm that the driver does not take over actively and intervene in the intention of steering, at this time the sudden activation of AEB or AWB, too much deceleration is highly likely to cause the driver's body to lean forward and thus misintervention the steering wheel, then flow 210 is performed, the central controller 15 sends a request to activate the "prevent driver from missteering function", and the steering execution component 132, after receiving the request, actively reduces steering assistance, increases steering damping, and increases the difficulty of driver missteering. After the execution component 132 activates the function, flow 211 is performed.

The flow 211 starts an internal timer for the central controller 15 and records the activation time of the "prevent driver from missteering function" function. Because the invention considers that the driver intervenes by mistake, the driver can completely respond to the working condition after exceeding a certain time only when the driver does not respond in time, and the steering intention of the driver should not be interfered continuously. The activation duration of the function should be recorded before proceeding with the flow 212.

The flow 212 is that the central controller 15 determines the activation time of the function, if the timer is smaller than a certain threshold, the flow 203 is returned to again determine the steering and braking intention of the driver, but the steering torque in the flow 202 is no longer determined here, and the steering torque cannot represent the steering intention of the driver because the driver may have unexpected steering torque due to forward leaning of the body. Turning from flow 212 to flow 203, which represents a system turn-on function, increases the steering difficulty, and the function is still in continuous intervention, if a large steering angle, angular velocity, braking intervention, etc. still occurs at this time, it is sufficient to illustrate the obvious steering intention of the driver, and then, according to flow chart direction 216, the central controller 15 sends a request to turn off the "prevent driver from missteering function", and the steering execution component 132 returns to the normal power-assisted state after receiving the request. If the process 212 goes to the process 203 where the driver then does not actively intervene, the kinetic energy continues to be activated according to the process diagram until the AWB or AEB function exits, or after the timer exceeds a threshold, goes to the process 216 where the "prevent driver from missteering function" is turned off, returns to the normal boost state, and the process ends.

Considering that a vehicle may have several common drivers, in order to better adapt to driving styles and habits of different common drivers, the "steering error prevention function" may select different "threshold parameters" in the above procedure according to different drivers, so as to adjust the sensitivity of the functional intervention. The parameter thresholds include a steering torque value threshold in flow 202, a steering wheel angle threshold in flow 204, a steering wheel angular velocity threshold in flow 205, and a braking force threshold in flow 207.

The following describes in detail the adjustment process of the functional intervention sensitivity in connection with fig. 4 and 6, and the following driver identification may include, but is not limited to, face recognition, cell phone recognition, ID card recognition, etc. A specific example is given herein by way of a driver posture monitoring assembly 11 that uses face recognition, but the scope of the present invention is not limited to the embodiment of this example.

As shown in fig. 6, the flow 31 is a face recognition process. After the vehicle is electrified and the driver enters the main driving seat, the driver gesture monitoring assembly 11 performs face recognition, then the process flow 32 is performed, whether the face information can be matched with the recorded face information of the common driver is judged, and if the face information can be matched with the recorded face information of the common driver, a specific face ID is sent to the central controller 15; if a match cannot be made, a match invalidation is sent to the central controller 15.

Flow 33 and flow 34 are parameter selection processes. If the face recognition result received by the central controller 15 is valid, reading the "threshold parameter" corresponding to the face ID of the driver stored in the nonvolatile storage area before according to the received face ID, as the threshold value for the "prevent driver from turning to the function" comparison of the present participation, and then continuing to execute the flow 35; if the central controller 15 receives that the match is not valid, it indicates that the driver is not a common driver, and the process 34 is performed to select the "threshold parameter" preset when the vehicle leaves the factory, and no parameter self-learning is required, and no power-down storage is required.

Flow 35 is a "threshold parameter" self-learning process. The central controller 15 monitors and evaluates the driving style in real time during the running of the vehicle, and continuously corrects the "threshold parameter" selected this time according to the driving style. The driving style signals that can be used to evaluate may include, but are not limited to, longitudinal acceleration signals, lateral acceleration signals, yaw rate signals, brake pedal speed, brake pedal depth, brake master cylinder pressure, steering angle speed, accelerator pedal depth, accelerator pedal rate, shift speed, and the like. The central controller 15 adjusts the sensitivity of the functional intervention to the different driving styles, which may also be referred to as a parametric self-learning process, and then starts the flow 36.

If the vehicle is not powered down, and if it is not possible to exclude whether the driver is replaced in the driving cycle, the process 36 is executed, and the driver posture monitoring module 11 continuously determines whether the driver is replaced, and transmits the determination result to the central controller 15 from time to time. If the result received by the central controller 15 is that the driver is not replaced, the process jumps back to the flow 35, the self-learning of the "threshold parameter" is continued, and the learned parameter is used as the judging threshold value for the function activation. If the driver is replaced, the flow goes to the flow 31, and the driver posture monitoring assembly 11 re-recognizes the face of the driver. If the process 36 determines that the vehicle has been powered down, indicating that the driving cycle is complete, a process 38 is performed to store the learned "threshold parameter" in the driving cycle in a nonvolatile storage area corresponding to the face ID of the driver for use in the next driving cycle, until the process is complete.

According to the invention, through judging the states of the driver and the vehicle, when the conditions are recognized, the damping of the steering wheel is actively increased, and the steering power is reduced, so that the false steering caused by forward body inclination is reduced or avoided, the risk of the driver turning the steering wheel by mistake is reduced, the vehicle is prevented from deviating from the driving track expected by the driver, and the traffic accident is prevented.

In this embodiment, a driving control device is further provided, and the driving control device is used to implement the foregoing embodiments and preferred embodiments, and is not described in detail. As used below, the terms "module," "unit" may be a combination of software and/or hardware that implements a predetermined function. While the means described in the following embodiments are preferably implemented in software, implementation in hardware, or a combination of software and hardware, is also possible and contemplated.

The present embodiment provides a driving control apparatus, as shown in fig. 7, including:

a monitoring module 701 for monitoring operation data of a driver of the target vehicle on the steering wheel;

a first judging module 702, configured to judge whether the driver has an active steering intention based on the operation data;

an acquisition module 703 for acquiring brake operation data of the driver when the driver does not have an active steering intention;

a second judging module 704, configured to judge whether the driver has an active braking intention based on the braking operation data;

a third judging module 705, configured to judge whether the target vehicle triggers an automatic emergency braking intervention when the driver does not have an active braking intention;

the driving control module 706 is configured to reduce steering assist and increase steering damping of the target vehicle when the target vehicle triggers an automatic emergency braking intervention.

In some alternative embodiments, the driver's operation data for the steering wheel includes: the first determining module 702 is specifically configured to: judging whether the operation mode of the steering wheel is single-hand operation or not; when the operation mode of the steering wheel is single-hand operation, judging whether the steering torque of the steering wheel is smaller than a preset steering torque threshold value or not; when the steering torque of the steering wheel is smaller than a preset steering torque threshold value, judging whether the operation data of the steering lamp are turning on the steering lamp, whether the steering angle of the steering wheel is smaller than the preset steering angle threshold value and whether the angular speed of the steering wheel is smaller than the preset angular speed threshold value or not respectively; and when the operation data of the steering lamp is that the steering lamp is not turned on, the steering angle of the steering wheel is smaller than a preset steering angle threshold value and the angular speed of the steering wheel is smaller than a preset angular speed threshold value, determining that the driver does not have an active steering intention.

In some alternative embodiments, the first determining module 702 is specifically further configured to: when the operation mode of the steering wheel is not single-hand operation, or when the operation data of the steering lamp is turning on, or when the steering angle of the steering wheel is not smaller than a preset steering angle threshold, or when the angular velocity of the steering wheel is not smaller than a preset angular velocity threshold, the target vehicle is controlled to be in a normal steering power assisting state.

In some alternative embodiments, the driver's brake operation data includes: the second judging module 704 is specifically configured to: judging whether the braking force requested by the driver is smaller than a preset braking force threshold value or not; and when the braking force requested by the driver is smaller than the preset braking force threshold value, determining that the driver does not have the active braking intention.

In some optional embodiments, the third determining module 705 is specifically configured to monitor an activation state of an automatic emergency braking system and/or an automatic collision warning system of the target vehicle; when the activation state of the automatic emergency braking system and/or the automatic collision pre-warning system of the target vehicle is activated, determining that the target vehicle triggers automatic emergency braking intervention.

In some alternative embodiments, the driving control apparatus further includes:

the timing module is used for starting timing when the target vehicle triggers automatic emergency braking medium;

and the first processing module is used for canceling the operation of reducing the steering assistance of the target vehicle and canceling the operation of increasing the steering damping when the timing duration reaches a preset timing duration threshold value, and controlling the target vehicle to be in a normal steering assistance state.

And the second processing module is used for calling the first judging module 702 to judge whether the operation data of the turn signal lamp is turn-on or not when the timing duration does not reach the preset timing duration threshold value.

the identification module is used for carrying out identity identification on a driver of the target vehicle and judging whether the driver is a common driver of the target vehicle;

the third processing module is used for acquiring a threshold parameter table generated when the driver drives the target vehicle last time when the driver is a common driver of the target vehicle, wherein the threshold parameter table stores a preset steering moment threshold value, a preset steering angle threshold value, a preset angular velocity threshold value, a preset braking force threshold value and a preset time duration threshold value;

and the fourth processing module is used for controlling the driving of the target vehicle in the process of driving the target vehicle currently by the driver based on a threshold parameter table generated by the driver when driving the target vehicle last time.

In some alternative embodiments, when the driver is not a usual driver of the target vehicle, the driving control apparatus further includes:

a fifth processing module, configured to obtain an initial threshold parameter table of the target vehicle;

And a sixth processing module for performing driving control on the target vehicle during the current driving of the target vehicle by the driver based on the initial threshold parameter table.

In some alternative embodiments, the identification module comprises:

the face recognition unit is used for carrying out face recognition after the target vehicle is electrified to obtain a current face image of the driver;

the face matching unit is used for carrying out face matching on the current face image and the face images of all common drivers;

and the judging unit is used for determining that the driver is the common driver of the target vehicle when the face image of the common driver is matched with the current face image.

the acquisition module is used for acquiring driving data of the driver in the process of driving the target vehicle currently by the driver;

the updating module is used for self-learning the threshold parameter table based on driving data to obtain an updated threshold parameter table;

and the storage module is used for storing the updated threshold parameter table after the target vehicle is powered down, and establishing the association relation between the updated threshold parameter table and the driver.

In some alternative embodiments, before the target vehicle is powered down, the driving control apparatus further includes:

The driver replacement judging module is used for judging whether a driver is replaced in the driving process of the target vehicle;

and the processing module is used for calling the identification module after the driver is replaced in the driving process of the target vehicle.

The steering control means in this embodiment is presented in the form of functional units, here means ASIC circuits, processors and memories executing one or more software or fixed programs, and/or other devices that can provide the above described functions.

Further functional descriptions of the above respective modules and units are the same as those of the above corresponding method embodiments, and are not repeated here.

The embodiment of the invention also provides electronic equipment, which is provided with the driving control device shown in the figure 7.

Referring to fig. 8, fig. 8 is a schematic structural diagram of an electronic device according to an alternative embodiment of the present invention, as shown in fig. 8, the electronic device includes: one or more processors 10, memory 20, and interfaces for connecting the various components, including high-speed interfaces and low-speed interfaces. The various components are communicatively coupled to each other using different buses and may be mounted on a common motherboard or in other manners as desired. The processor may process instructions executing within the electronic device, including instructions stored in or on memory to display graphical information of the GUI on an external input/output device, such as a display device coupled to the interface. In some alternative embodiments, multiple processors and/or multiple buses may be used, if desired, along with multiple memories and multiple memories. Also, multiple electronic devices may be connected, each providing a portion of the necessary operations (e.g., as a server array, a set of blade servers, or a multiprocessor system). One processor 10 is illustrated in fig. 8.

The processor 10 may be a central processor, a network processor, or a combination thereof. The processor 10 may further include a hardware chip, among others. The hardware chip may be an application specific integrated circuit, a programmable logic device, or a combination thereof. The programmable logic device may be a complex programmable logic device, a field programmable gate array, a general-purpose array logic, or any combination thereof.

Wherein the memory 20 stores instructions executable by the at least one processor 10 to cause the at least one processor 10 to perform a method for implementing the embodiments described above.

The memory 20 may include a storage program area that may store an operating system, at least one application program required for functions, and a storage data area; the storage data area may store data created from the use of the electronic device of the presentation of one applet landing page, and the like. In addition, the memory 20 may include high-speed random access memory, and may also include non-transitory memory, such as at least one magnetic disk storage device, flash memory device, or other non-transitory solid-state storage device. In some alternative embodiments, memory 20 may optionally include memory located remotely from processor 10, which may be connected to the electronic device via a network. Examples of such networks include, but are not limited to, the internet, intranets, local area networks, mobile communication networks, and combinations thereof.

Memory 20 may include volatile memory, such as random access memory; the memory may also include non-volatile memory, such as flash memory, hard disk, or solid state disk; the memory 20 may also comprise a combination of the above types of memories.

The electronic device also includes a communication interface 30 for the electronic device to communicate with other devices or communication networks.

The embodiments of the present invention also provide a computer readable storage medium, and the method according to the embodiments of the present invention described above may be implemented in hardware, firmware, or as a computer code which may be recorded on a storage medium, or as original stored in a remote storage medium or a non-transitory machine readable storage medium downloaded through a network and to be stored in a local storage medium, so that the method described herein may be stored on such software process on a storage medium using a general purpose computer, a special purpose processor, or programmable or special purpose hardware. The storage medium can be a magnetic disk, an optical disk, a read-only memory, a random access memory, a flash memory, a hard disk, a solid state disk or the like; further, the storage medium may also comprise a combination of memories of the kind described above. It will be appreciated that a computer, processor, microprocessor controller or programmable hardware includes a storage element that can store or receive software or computer code that, when accessed and executed by the computer, processor or hardware, implements the methods illustrated by the above embodiments.

Although embodiments of the present invention have been described in connection with the accompanying drawings, various modifications and variations may be made by those skilled in the art without departing from the spirit and scope of the invention, and such modifications and variations fall within the scope of the invention as defined by the appended claims.

Claims

1. A driving control method, characterized in that the method comprises:

2. The method of claim 1, wherein the driver's steering wheel operation data includes: the operation mode of the steering wheel, the steering torque of the steering wheel, the operation data of the steering lamp, the steering angle of the steering wheel and the angular velocity of the steering wheel, and judging whether the driver has an active steering intention or not based on the operation data comprises the following steps:

3. The method as recited in claim 2, further comprising:

4. The method of claim 1, wherein the driver's brake operation data comprises: and a driver-requested braking force, the determining whether the driver has an active braking intention based on the brake operation data, including:

5. The method of claim 1, wherein the determining whether the target vehicle triggers an automatic emergency braking intervention comprises:

6. The method according to claim 2, wherein the method further comprises:

7. The method of claim 6, wherein the method further comprises:

8. The method according to any one of claims 1 to 7, characterized in that before monitoring operation data of the steering wheel by the driver of the target vehicle, the method further comprises:

9. The method of claim 8, wherein when the driver is not a common driver of the target vehicle, the method further comprises:

Acquiring an initial threshold parameter table of the target vehicle;

10. The method of claim 8, wherein the identifying the driver of the target vehicle to determine whether the driver is a common driver of the target vehicle comprises:

11. The method of claim 8, wherein the method further comprises:

12. The method of claim 11, wherein prior to powering down the target vehicle, the method further comprises:

13. A driving control apparatus, characterized in that the apparatus comprises:

14. An electronic device, comprising:

a memory and a processor in communication with each other, the memory having stored therein computer instructions which, upon execution, cause the processor to perform the method of any of claims 1 to 12.

15. A computer readable storage medium having stored thereon computer instructions for causing a computer to perform the method of any one of claims 1 to 12.