CN109927729B - Method and device for estimating safe distance of continuous high-speed driving and evaluating and controlling stability - Google Patents
Method and device for estimating safe distance of continuous high-speed driving and evaluating and controlling stability Download PDFInfo
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Abstract
The invention discloses a method and a device for estimating a safe distance and evaluating and controlling stability of continuous high-speed driving, wherein the method comprises the steps of acquiring sample data of a highway with the speed greater than a set speed per hour in a set time period, calculating to obtain empirical data, and evaluating and controlling the safety and stability of the continuous high-speed driving; the stability evaluation and control comprises one or more of fatigue driving time point estimation and warning, safe vehicle distance deviation early warning and extreme speed difference early warning; the method further comprises cluster vehicle safe driving stability evaluation, and specifically comprises one or more of checking personnel with low safe driving stability, checking personnel with weak speed visual perception capability, checking personnel with weak dynamic spatial distance perception capability and checking personnel with poor self-reliability of high-speed driving. The method can effectively prevent and control safety accidents such as rear-end collision in high-speed driving, has high accuracy of model estimation, can effectively avoid the phenomenon of early warning or untimely early warning, and improves user experience.
Description
Technical Field
The invention relates to a method and a device for estimating a safe distance of a continuous high-speed driving vehicle and evaluating and controlling stability, belonging to the technical field of road traffic safety.
Background
The safe vehicle distance refers to the distance kept by the self vehicle relative to the front vehicle on the same lane in the driving process in order to avoid collision. The method for keeping the safe distance of the automobile in running, particularly in a continuous high-speed running state, is the most direct and effective method for preventing rear-end accidents. For a long time, the driving behavior of the automobile is generally regulated based on the safe distance (referred to as ideal safe distance for short) determined by the braking experiment data under different automobile models and different speed conditions. However, when a driver drives at a high speed, the driving behavior is generally not restricted according to a rigid safe vehicle distance, the vehicle distance is often controlled according to a habit of 'you fast you slow me' formed by accumulating the vehicle following experience, and as most drivers generally control the front and rear vehicle distances according to the experience habit and the rear-end collision phenomenon does not occur, the driver can be called as the empirical safe vehicle distance. However, since the driver's habitual driving behavior causes unstable phenomena such as fatigue driving as the high-speed driving continues for a longer time, only the empirical relative distance accumulated in the long-term high-speed safe and stable driving may be referred to as the empirical high-speed safe distance (simply referred to as the empirical safe distance). Different drivers have certain differences in safe driving stability due to differences in comprehensive driving skills, weather, seasonal periods, road environments, ages, sexes and the like, so that personalized safe vehicle distance estimation and driving stability evaluation and control methods must be researched to effectively prevent and control high-speed rear-end collisions.
Disclosure of Invention
The purpose of the invention is as follows: aiming at the defects of the prior art, the invention aims to provide a method and a device for estimating the safe driving distance and evaluating and controlling the stability of continuous high-speed driving.
The technical scheme is as follows: in order to achieve the purpose, the method for estimating the safe distance between the vehicles and evaluating and controlling the stability of the continuous high-speed driving obtains empirical data by collecting sample data of the speed of the vehicles on the highway, which is greater than the set speed per hour, in a set time period, and evaluates and controls the stability of the continuous high-speed driving; the stability evaluation and control comprises one or more of fatigue driving time point estimation and warning, safe vehicle distance deviation early warning and extreme speed difference early warning;
the estimating of the fatigue driving time point and the warning comprises the following steps:
summing and averaging the high-speed safe driving stability coefficients of the driver at the jth moment in N days to obtain the experienced high-speed safe driving stability coefficient of the driver at the jth moment; averaging time nodes with high-speed safe driving stability coefficients obviously reduced along with the increase of continuous driving time to obtain experience time nodes; the high-speed safe driving stability coefficient is used for evaluating the continuous high-speed safe following capability of a driver, and the calculation method comprises the following steps: the speed of the vehicle is greater than a first speed set value, the difference between the speed of the vehicle and the average speed of the vehicles before counting is less than the sum of the occupied time in a set range, and the ratio of the total continuous driving time of the vehicle with the speed of the vehicle greater than the first speed set value;
when the high-speed safe driving stability coefficient at the jth moment of the high-speed trip of the driver on the (N +1) th day is smaller than the experienced high-speed safe driving stability coefficient corresponding to the experienced time node, the node time corresponding to the jth moment is an early-warning fatigue driving time node, and the driver is prompted through interval voice;
safe vehicle distance deviation early warning includes:
summing and averaging the flexible safety vehicle distances of the driver at the jth moment in N days to obtain the experienced flexible safety vehicle distance of the driver at the jth moment;
when the absolute error value between the instant detection distance at the jth moment and the experience flexible safe vehicle distance at the jth moment is larger than a set threshold value during the high-speed trip of the driver on the (N +1) th day, prompting the driver through voice;
the extreme speed difference warning comprises the following steps:
summing and averaging the flexible safety vehicle distances of the driver at the jth moment in N days to obtain the experienced flexible safety vehicle distance of the driver at the jth moment;
when the instant detection distance at the jth moment of the high-speed trip of the driver on the (N +1) th day is smaller than the empirical flexible safety distance at the jth moment, and the difference value between the speed of the driver and the speed of the vehicle ahead is smaller than a set threshold value, the driver is prompted through voice.
Preferably, the flexible safety distance is calculated according to the safety distance model after the braking reaction time and the braking deceleration are corrected; multiplying the corrected brake reaction time by a factor on a brake reaction time estimation basis
The corrected braking deceleration is multiplied by a high-speed safe driving stability coefficient M on the maximum deceleration value of the emergency braking of the own vehicle.
Preferably, the flexible safety distance is calculated according to the following formula:
wherein v is1Speed of travel of the vehicle, v, for the driver2Is the running speed of the front vehicle,
for the purpose of the corrected brake reaction time,
for the corrected braking deceleration, a2Δ S is the stationary safety distance for the maximum braking deceleration of the preceding vehicle.
Preferably, the high-speed safe driving stability factor is 1 at the high-speed driving start period.
Preferably, the brake reaction time estimation base is set within a specified range according to individual driver characteristics including driving experience, driver age, physiological and psychological states.
Preferably, the method further comprises cluster vehicle safe driving stability evaluation, specifically comprising one or more of checking personnel with low safe driving stability, checking personnel with weak speed visual perception capability, checking personnel with weak dynamic space distance perception capability or safe vehicle distance consciousness, and checking personnel with poor self-reliability of high-speed driving;
the lower personnel of safe driving stability of investigation includes:
determining the same continuous driving time for N drivers in the classified group, and summing and averaging the high-speed safe driving stability coefficients of the j moment in N days of each driver to obtain the experienced high-speed safe driving stability coefficient of the j moment of the driver;
calculating the average value of the empirical high-speed safe driving stability coefficients of the n drivers at the jth moment, and determining the drivers lower than the average value as the persons with lower safe driving stability;
the method for checking the personnel with weak visual perception of speed comprises the following steps:
collecting and counting sample data of the speed of the first high-speed road in a set speed interval in the morning, including the speed of the vehicle and the distance between vehicles in the same lane, of n drivers in the classified group, solving a function of the habitual distance of the drivers in the specified speed interval changing along with the speed of the vehicle, and solving a second derivative to obtain a visual sensitivity coefficient of the high-speed driving speed of the drivers;
calculating the average value of the high-speed driving speed visual sensitivity coefficients of n drivers, and determining the drivers lower than the average value as the persons with weak speed visual dynamic perception capability;
the method for checking the personnel with weak dynamic spatial distance perception capability comprises the following steps:
collecting and counting the average vehicle distance of a low-speed interval and the average vehicle distance of a high-speed interval for n drivers of the classified group, and taking the ratio of the average vehicle distance of the high-speed interval to the average vehicle distance of the low-speed interval as the high-speed driving vehicle distance sensitivity coefficient of the drivers;
calculating the average value of the high-speed driving distance sensitivity coefficients of the n drivers, and finding out the drivers lower than the average value to determine the drivers as the persons with weak distance vision dynamic perception capability;
the method for checking the personnel with poor self-reliability in high-speed driving comprises the following steps:
collecting and counting probability distribution functions of the speed of the vehicle in a designated speed interval for n drivers of the classified group, solving a speed value of the vehicle corresponding to the maximum probability, and taking the ratio of the speed value of the vehicle corresponding to the maximum probability to a fixed speed value as a confidence coefficient of the high-speed driving of the driver;
and calculating the average value of the confidence coefficient of the high-speed driving vehicle of the n drivers, and finding out the drivers lower than the average value to determine the drivers with lower confidence of the high-speed driving vehicle as the persons with lower confidence of the high-speed driving vehicle.
Preferably, the main reasons influencing the high-speed safe driving stability of the driver are determined according to the condition of checking the coincidence of a list of people with low safe driving stability and a list of people with weak speed visual perception capability, or a list of people with weak distance visual dynamic perception capability, or a list of people with low high-speed driving confidence.
The invention relates to a safe vehicle distance estimation and stability evaluation control device for continuous high-speed driving, which comprises one or more of a fatigue driving time point estimation and warning module, a safe vehicle distance deviation early warning module and an extreme speed difference early warning module;
the fatigue driving time point estimation and warning module is used for:
summing and averaging the high-speed safe driving stability coefficients of the driver at the jth moment in N days to obtain the experienced high-speed safe driving stability coefficient of the driver at the jth moment; the high-speed safe driving stability coefficient is as follows: the speed of the vehicle is greater than a first speed set value, the difference between the speed of the vehicle and the average speed of the vehicles before counting is less than the sum of the occupied time in a set range, and the ratio of the total continuous driving time of the vehicle with the speed of the vehicle greater than the first speed set value;
when the high-speed safe driving stability coefficient at the jth moment of the high-speed trip of the driver on the (N +1) th day is smaller than the empirical high-speed safe driving stability coefficient and the deviation is larger than a set threshold value, the node time corresponding to the jth moment is an early warning fatigue driving time node, and the driver is prompted through interval voice;
the safe vehicle distance deviation early warning module is used for:
summing and averaging the flexible safety vehicle distances of the driver at the jth moment in N days to obtain the experienced flexible safety vehicle distance of the driver at the jth moment;
when the absolute error value between the instant detection distance at the jth moment and the experience flexible safe vehicle distance at the jth moment is larger than a set threshold value during the high-speed trip of the driver on the (N +1) th day, prompting the driver through voice;
the extreme speed difference early warning module is used for:
summing and averaging the flexible safety vehicle distances of the driver at the jth moment in N days to obtain the experienced flexible safety vehicle distance of the driver at the jth moment;
when the instant detection distance at the jth moment of the high-speed trip of the driver on the (N +1) th day is smaller than the empirical flexible safety distance at the jth moment, and the difference value between the speed of the driver and the speed of the vehicle ahead is smaller than a set threshold value, the driver is prompted through voice.
Preferably, the continuous high-speed driving safety distance estimation and stability evaluation control device further comprises one or more of a personnel module for checking low safety driving stability, a personnel module for checking weak speed visual perception capability, a personnel module for checking weak dynamic space distance perception capability or safety distance consciousness, and a personnel module for checking poor high-speed driving self-reliability;
the lower personnel module of safe driving stability of investigation for:
determining the same continuous driving time for N drivers in the classified group, and summing and averaging the high-speed safe driving stability coefficients of the j moment in N days of each driver to obtain the experienced high-speed safe driving stability coefficient of the j moment of the driver;
calculating the average value of the empirical high-speed safe driving stability coefficients of the n drivers at the jth moment, and determining the drivers lower than the average value as the persons with lower safe driving stability;
the personnel module with weak visual perception capability of the investigation speed is used for:
collecting and counting sample data of the speed of the first high-speed road in a set speed interval in the morning, including the speed of the vehicle and the distance between vehicles in the same lane, of n drivers in the classified group, solving a function of the habitual distance of the drivers in the specified speed interval changing along with the speed of the vehicle, and solving a second derivative to obtain a visual sensitivity coefficient of the high-speed driving speed of the drivers;
calculating the average value of the high-speed driving speed visual sensitivity coefficients of n drivers, and determining the drivers lower than the average value as the persons with weak speed visual dynamic perception capability;
the personnel module with weak investigation dynamic spatial distance perception capability is used for:
collecting and counting the average vehicle distance of a low-speed interval and the average vehicle distance of a high-speed interval for n drivers of the classified group, and taking the ratio of the average vehicle distance of the high-speed interval to the average vehicle distance of the low-speed interval as the high-speed driving vehicle distance sensitivity coefficient of the drivers;
calculating the average value of the high-speed driving distance sensitivity coefficients of the n drivers, and finding out the drivers lower than the average value to determine the drivers as the persons with weak distance vision dynamic perception capability;
the personnel module for checking the poor self-credibility of the high-speed driving is used for:
collecting and counting probability distribution functions of the speed of the vehicle in a designated speed interval for n drivers of the classified group, solving a speed value of the vehicle corresponding to the maximum probability, and taking the ratio of the speed value of the vehicle corresponding to the maximum probability to a fixed speed value as a confidence coefficient of the high-speed driving of the driver;
and calculating the average value of the confidence coefficient of the high-speed driving vehicle of the n drivers, and finding out the drivers lower than the average value to determine the drivers with lower confidence of the high-speed driving vehicle as the persons with lower confidence of the high-speed driving vehicle.
The device for estimating the safe distance between the vehicles and evaluating the stability of the continuous high-speed driving (for short, a vehicle-mounted module) comprises a memory, a processor and a computer program which is stored on the memory and can run on the processor, wherein the computer program realizes the method for estimating the safe distance between the vehicles and evaluating the stability of the continuous high-speed driving when being loaded to the processor.
Has the advantages that: compared with the prior art, the method can calculate an empirical model based on sample data, so that the evaluation and control of the individual safe driving stability and the evaluation and control of the cluster vehicle safe driving stability are realized, and the safety accidents such as rear-end collision in high-speed driving and the like are effectively prevented and controlled; the braking response time and the braking deceleration in the safe vehicle distance estimation model are further corrected based on the high-speed safe driving stability coefficient, the accuracy of model estimation is further improved, the phenomenon of early warning or untimely early warning can be effectively avoided, and the user experience is improved. The method can construct an automobile anti-collision data sharing service platform, optimize the automobile AEB function and improve the intelligent decision level of the AEBS system of the national-situation expressway; the vehicle-mounted module and the anti-collision data service form an independent anti-collision safety situation data analysis system through an operator 3G/4G or Beidou link, and effective management is carried out on data contents in the jurisdiction according to graded weights by departments such as operator network service transportation management, traffic safety, emergency management and the like; customizing special computer programs of vehicle-mounted modules such as a hazardous chemical transport vehicle, a long-distance passenger transport vehicle, a long-distance container truck and the like according to traffic safety regulations; the basic data form is provided for each professional navigation service platform, and meanwhile, a driver can acquire own safety situation and alarm in real time from any navigation system.
Drawings
FIG. 1 is a schematic diagram of a method according to an embodiment of the present invention.
Fig. 2 is a schematic diagram of a collision avoidance data sharing service system architecture implemented in the present invention.
Detailed Description
The invention is further described with reference to the following figures and specific examples.
As shown in fig. 1, in the method for estimating the safe vehicle distance and controlling the stability of the continuous high-speed driving disclosed in the embodiment of the invention, empirical data is obtained by collecting sample data of the speed of the highway from which the speed is greater than the set speed per hour within a set time period, and the stability of the continuous high-speed driving is evaluated and controlled. The stability evaluation and control comprises individual safe driving stability evaluation and control and cluster vehicle safe driving stability evaluation and control. The evaluation and control of the individual safe driving stability mainly relates to the estimation of fatigue driving time points and warning, the early warning of safe vehicle distance deviation, the early warning of extreme speed difference and the like, and the evaluation and control of the cluster vehicle safe driving stability mainly relates to the investigation of personnel with lower safe driving stability, the investigation of personnel with weak visual perception capability of speed, the investigation of personnel with weak perception capability of dynamic space distance or safe vehicle distance, the investigation of personnel with poor self-reliability of high-speed driving and the like. Before describing the method of the present invention in detail, a safe vehicle distance model and model correction will be described.
Empirical safe vehicle distance model
Suppose that the self vehicle on the same lane of the highway is A and the front vehicle is B. According to the braking dynamics of the automobile, the braking process of the automobile A is divided into the following three time periods:
(1) braking reaction time: the time when the driver finds an obstacle ahead of the same lane and makes a decision. Let the reaction time at this stage be t1The driving speed of the driver is v1Then the driving distance at this stage is
S1＝v1t1
The reaction time of the driver is generally between 0.4 and 1.0 s.
(2) Braking coordination time: this phase is the brake coordination time, which includes the time required to eliminate brake pedal lash and the time required to eliminate various hinges, bearing lash, and complete abutment of the brake pads against the brake drum or disc. Suppose the brake coordination time at this stage is t2Then the driving distance at this stage is
S2＝v1t2
The research shows that 99 percent of the automobile brake coordination time is 0.2 s-0.9 s.
(3) Braking deceleration time: the travel distance at this stage is
Wherein a is1Is the maximum braking deceleration of vehicle a. As for the braking capability of the automobile, the maximum deceleration of the automobile is generally 7.5-8 m/s during emergency braking; during normal braking, the average deceleration of the automobile is 3-4 m/s.
According to the safe distance estimation principle, the automobile B enters a braking deceleration stage, and the braking travel distance is
Wherein v is2As the driving speed of the vehicle B, a2The maximum braking deceleration of the vehicle B (generally taking 6 m/s)2)。
Assuming that the safety distance of two vehicles at rest is Delta S, a general expression of the empirical safety distance model
In model (1), t2Typically 0.2s, a1、a2For the braking deceleration of a vehicle, the maximum value of 6m/s is generally taken2(ii) a Brake reaction time t1For the safe driving quality of the driverThe important variable of nature is particularly important for influencing driving safety when the speed of a highway is high (generally more than 80km/h), but the braking response time of a driver is generally difficult to accurately select, and only a rough range can be set, generally 0.4-1.0 s. The situation that dangerous parking (traffic accident scene, illegal road occupation, etc.) occurs in the front vehicle B, v2＝0，S4The stationary safety distance Δ S is generally 2 to 5m, which is 0.
When the distance between the driver and the vehicle in high-speed driving is smaller than a certain range, the visual recognition and safe vehicle distance sensing judgment reaction capability is strong, and once the driver feels that dangerous information is stimulated in the front of the same lane, the driver can quickly respond under consciousness. The general physiological conditions of a normal driver are reflected, the driver enters the expressway toll station for the first time in the day and starts to move for a front distance (continuously driving for 30-60 min), the driver is full of physical strength, vigorous in energy and strong in visual perception capability, attention is concentrated, driving skills are exerted stably, the response time is fast, differences among the drivers are small, traffic accidents such as rear-end collisions and the like rarely happen, the influence of time on the normal exertion of the driving skills can be ignored at the moment, and 0.4s can be generally taken as a driver normal braking response time estimation base number (hereinafter referred to as an estimation base number). The estimation cardinality may also be adjusted to be preset according to individual characteristics of the driver, such as driving experience, driver age, physiological and psychological states, and the like. Old people, women, novices, drivers with weak eyesight or poor psychological diathesis can take values between 0.4s and 1.0s as an estimation base number according to the physiological and technical diathesis conditions of the drivers. The driving state is generally stable in the period (30-60 min) before the vehicle comes into high-speed driving, the brake can be quickly and positively stepped even if sudden braking deceleration or dangerous parking of the vehicle in front is found, and the brake acceleration is the maximum value at the moment.
Second, M index and model correction
And (4) inspecting and evaluating the continuous high-speed safe following capability of the driver, and expressing the continuous high-speed safe following capability by using a high-speed safe driving stability coefficient M (safe driving stability coefficient for short). And M is a comprehensive index for evaluating the safety and stability exertion of the personalized continuous high-speed driving skill, namely the continuous high-speed safe following ability, and represents the level of comprehensive qualities such as the traffic regulation consciousness of a driver, the driving psychological quality, the dynamic visual perception ability, the driving knowledge skill, the behavior stability and the like. The M value is high, the continuous high-speed safe following capability of the driver 'i quickly you slowly' is high, excessive acceleration or deceleration actions are few in the driving process, rule-meeting consciousness is conscious, the stability of comprehensive skills such as high-speed driving psychology, dynamic visual perception capability and automobile knowledge principle is high, and the probability of rear-end collision is low. Otherwise, the probability of rear-end collision is high. Different drivers have different M values, if a certain driver has a high M value, the stability of the driver in continuous high-speed safe driving is high, otherwise, the safety stability is poor.
After each driver drives at a high speed continuously for a certain time, the drivers objectively suffer from visual fatigue, physical fatigue and energy loss in different degrees, some drivers even suffer from absentmindedness or instant memory loss, action delay, operation pause or improper correction and the like, and the adverse effect (the visual fatigue and the physical fatigue are more ghostly and louder in the low-visibility weather continuous high-speed driving on roads) on the continuous stable normal performance of the comprehensive driving skill level is caused, so that the M value is reduced along with the prolonging of the continuous driving time. Effect of drop off of M on safe vehicle distance estimation: firstly, the brake reaction time delay (larger than the estimation base number) exceeds 0.4-1.0 s, and the influence on the estimation of the safe vehicle distance is increased. If the calculated safe inter-vehicle distance at the speed of 120km/h ignores the extension of the reaction time change from 0.4s to 1.4s, then an inter-vehicle distance of about 34m is not estimated. The other is to cause a reduction in braking efficiency (deceleration value).
Therefore, the influence of the safety stability of the continuous high-speed driving of the driver on the braking reaction time and the braking deceleration must be considered, the safe vehicle distance cannot be simply estimated by using the model (1), and the influence of the M value on the braking reaction time and the braking deceleration is considered, and the model (1) is corrected as follows (2):
brake reaction time correction
Is shown in0.4s is the estimated base of the general brake reaction time. The longer the continuous driving time is, the smaller the M value is, the greater the influence on the braking reaction time is, namely, the safe distance reserved for the self-vehicle is increased; the shorter the duration of driving, the larger the M value, the higher the stability of the high-speed driving skill, and the smaller the influence on the braking response time, that is, the smaller the safety distance reserved for the following vehicle.
Brake deceleration correction:
indicating flexible braking deceleration, a1The maximum deceleration value of the emergency braking of the self vehicle. When the automobile is braked in ordinary driving, the average deceleration of the automobile is 3-4 m/s2However, when the driver actually uses the brake during high-speed driving, the brake deceleration is not usually made to be larger than 1.5-2.5 m/s except for emergency2Otherwise, it not only makes passengers feel uncomfortable or dangerous or makes goods unsafe, but also increases fuel consumption and tire wear. The flexible brake deceleration is the habitual (light and heavy) brake deceleration which is accumulated by the self-adaptive self-quality condition of the following vehicle driver for a long time and is generally smaller than the maximum brake deceleration value of the vehicle. The safe distance in a long-time continuous high-speed driving state cannot be estimated according to the maximum braking deceleration of the vehicle, otherwise, rear-end collision is easy to occur; and the braking deceleration can not be estimated according to the self-adaptive comfort degree of the human body, otherwise, too large safe distance estimation causes early warning, and the driver feels easily.
General expression of safe driving stability coefficient:
t3the sum of the occupied time within the range that the speed of the vehicle is greater than a certain value (preset 80km/h) and the difference value with the average speed of the vehicle before counting is less than 10km/h is represented, and t represents the total continuous driving time when the speed of the vehicle is greater than the certain value (preset 80 km/h).
The key to the model (2) is the estimation of the value of M. To driveThe average speed of the front vehicle is obtained by the speed data of the front vehicle obtained by the real-time detection statistics of each minute when the driver drives at high speed for the first time (generally selecting the morning hours in normal weather) on the same day
Then the speed v of the self-vehicle greater than 80km/h is counted1Average speed with the preceding vehicle
Difference of (2)
Total t of occupied time within a range of less than a predetermined value (preset 10km/h)3And the speed v of the bicycle1When the total driving time is more than 80km/h, the M value can be obtained.
So as to obtain the average speed and the difference between the front and rear speeds of the front vehicle
And counting parameters less than 10km/h, and judging the stability of the comprehensive driving skill performance of the driver mainly by observing the capability of the driver for continuously controlling the relative speed of the following vehicle at a high speed and the maximum speed limit of the road. And the statistical ratio of the average speed of the front vehicles to the maximum speed limit of the road reflects the road congestion degree. When the road is smooth, the average speed of the front vehicle is close to the maximum speed of the road; when the road is congested, the average speed of the front vehicles is obviously less than the maximum speed of the road. Meanwhile, behaviors of violating traffic regulations and exceeding the speed limit of the road by 10% and behaviors of exceeding the driving speed (average speed of the front vehicle) of the whole drivers on the same road by 10% are also regarded as unsafe and stable driving behavior data. The average speed of the front vehicles mainly comes from the speed statistics of the front vehicles and the passenger vehicles on the same lane, and the speed limit value of the lane for the passenger vehicles can be generally taken.
Generally, when a driver first travels a certain distance from a highway toll station on the day, the influence of the continuous driving time on the normal exertion of the driver skill can be ignored. At this time, the highest safe driving stability coefficient M is 1, which also means that the driver follows the principle of "you fast me fast you slow me slow", and the car following ability is strong. With the long-time continuous high-speed driving, the high-speed feeling starts to be thin, even the judgment error occurs to the speed feeling paralysis, the safe driving stability coefficient M is less than 1, at the moment, the braking reaction time of a driver is delayed, the braking deceleration value is reduced, and the reserved safe distance is required to be increased.
Let t0Is the time point when M obviously decreases along with the increase of the continuous driving time in the continuous high-speed driving process of the driver, t<t0Time represents a high-speed stable safe driving time period, and t is t0Time indicates that the driver starts to develop a sustained high-speed driving instability state.
High-speed driving start period: when M is equal to 1,
t＝t0，t0the empirical safe vehicle distance formula of less than or equal to 30-60 min (can also be preset according to the self quality condition of the driver) is
When t > t0When M is less than 1, the ratio of M,
the empirical safe vehicle distance formula is as follows:
fourthly, evaluating and controlling safety driving stability indexes
Based on the all-weather radar detection of three state data (sample data for short) of the vehicle, namely the same lane distance (0-200 m) and the vehicle speed v1And the speed v of the vehicle ahead2The functional device of (2) generally collects sample data when the speed of the highway is greater than a certain value (80 km/h can be preset) for the first time in the morning on the day, and detects and records the sample data once every minute on the assumption that the number of detection and recording days of the sample data is N days (not necessarily continuous, but can be understood as times): high-speed running same car at ith and jth timeSpeed of road
Speed of front vehicle
Front-rear vehicle distance DijDuration of high-speed driving time tjRoad geography, meteorological information and the like, and the maximum braking deceleration value a of the front and rear automobiles according to the braking performance of the automobiles1And a2Safety stability factor MijFlexible high-speed safety distance (empirical data) obtained by the formulas (3) and (4)
And Sij(i 1,2, …, N, j 1,2, …, 240. j record the state data of the first exit of the driver on the highway at any time in 24 hours all day for various types of sampling and standby)
Substituting the sample data into the models (3) and (4) to obtain individualized empirical safety distance models of different types of high-speed driving, such as empirical safety distance models of six time periods of morning, noon, afternoon, morning, evening and night in normal weather and time periods of obvious stability reduction of zero point to 6 point at night or 13 point to 15 point at day when the driver is restricted by periodic physiological factors and continuous driving process; a safe driving distance model for driving in fog (haze) and rainy and snowy weather; empirical safety vehicle distance model for roads with different geographic information levels
And SijAnd the like.
Evaluation and control of individual safe driving stability
1. Estimating fatigue driving time and warning.
Is the safety and stability coefficient M of the driver in the process of continuous high-speed driving on the ith dayijA time inflection point (also called fatigue driving point, when 1-M) appears which decreases significantly with increasing durationijIs more than or equal to delta (delta is M)ijDeviating from 1A preset difference value), and summing and averaging the high-speed safe driving stability coefficients of the driver at the j moment in N days to obtain the maximum driving stability
I.e., the experienced high speed safe driving stability factor at the j-th moment of the driver, when (1-M)jIs more than or equal to delta (delta is M)jA preset difference from 1) occurs a fatigue driving time inflection point, i.e.
The statistical experience time node, t, is often generated for the obvious decline of the stability coefficient of the high-speed safe driving along with the increase of the continuous driving time0The time point of feeling fatigue of the driver is much earlier and is difficult to grasp, thereby forming the potential safety hazard of fatigue driving;
for continuous high-speed driving t0The time corresponds to a safe driving stability coefficient, and represents an empirical value of a time inflection point of fatigue driving of a driver.
Suppose that the driver goes out at high speed again the next day (i ═ N +1) and the high-speed safe driving stability factor M appearsijAs the duration of driving increases and decreases significantly,
represented in real-time data MijLess than empirical data
Corresponding node time T0＜t0The method is characterized in that fatigue driving time nodes are warned in real time through interval voice to prompt a driver: please go to the next service area for rest and eliminate fatigue driving! "
2. Safety distance deviation early warning
The statistical analysis of the sample data of N days
I.e. the driver isThe experienced flexible safety separation at time j. Suppose that the distance detected immediately at the j-th time when the driver fast travels again the next day (i ═ N +1) is DjWe can pass its empirical safe distance D from the j-th timej-SjAnd ≧ epsilon, where epsilon is a previously given error value, the degree of driver bias is determined. When the absolute error value is larger than the given epsilon, the driver is reminded by voice in time: ' distance front vehicle DjRice, attention to safety distance! "
3. Extreme speed difference warning
The j th moment of the driver is obtained through N days of sample data statistics
The vehicle distance is an empirical safe vehicle distance. Suppose that the driver goes out at high speed again the next day (i ═ N +1) and detects D in real time at the j th timejSpeed of bicycle
And the speed of the front vehicle
D can be preset when dangerous situations such as sudden traffic accident site, illegal parking and the like in front of a road cannot be observed in time in high-speed driving state of the vehicle in low-visibility weatherj＜SjAnd
in time, the driver is reminded urgently: "danger in front! The front side has a dangerous situation! … …'
(II) evaluating safety driving stability and controlling risk of cluster vehicle
Three radar sample data (same lane distance and vehicle speed v) are detected under all-weather conditions for driving1And the speed v of the vehicle ahead2) The method comprises the steps that a driver of a vehicle type determines a sample data acquisition period (month or quarter and half year) according to the departure frequency of a highway in the month, season and year of classified group drivers, n drivers record and count sample data of a speed interval with the speed of the highway being more than 80km/h in the morning every day, and each driverThe same number of days N, duration of driving T, is recorded during the same acquisition period, and the speed v of the vehicle is recorded every 30 seconds (120 times per hour)1And the distance Dij(i＝1,2,3,......N；j＝1,2,3,......T)。
Observing the empirical control of the distance between the vehicles (real-time data D) by the driver in the high-speed driving stage ((80-130km/h))ij) Following the speed v of the bicycle1General rule of variation: the faster the speed of the bicycle is, the more the distance between the following vehicles is lengthened consciously, and the lengthening and increasing value of the distance is reduced gradually along with the increase of the speed at a certain stage until the lengthening of the distance is stopped; the slower the speed of the vehicle is, the less the distance between the vehicles is reduced, and the reduced value of the distance is reduced until the vehicle stops reducing the distance, which is expressed by general formula
DvThe rule that the driver habitually controls the vehicle distance along with the change of the vehicle speed in the speed interval of 80-130km/h is shown. Different drivers and different weather have different driving habits of controlling the vehicle speed and the vehicle distancev。
Suppose that the i-th day (or time) of a driver is the speed v of the vehicle1With 5km/h as a speed recording unit, then
Substituted into (5) to obtain
Wherein v iskRepresenting a speed variable recorded at 5km/h as a speed unit, v ≧ 80km/h, when acquiring real-time datakInteger value of 5 and v1At vk-2＜v1≤vkThe +3 interval will be vkFor sample data records, vk80,85, 90.. 130 (km/h); equation (6) shows that the driver follows the vehicle v1Gauge for controlling distance of vehicle when speed is increased by 5km/hAnd (4) law.
1. Personnel with lower safety driving stability for investigation
Coefficient of stability M for safe driving of the driver in practicejAnd t0There is a difference. Suppose that n drivers in a classified group are assigned a same duration T ═ T1＞t0From
Can respectively obtain different MjThe value of the one or more of,
n is the high-speed trip day (time), and the average value of the safe driving stability coefficient is calculated
Find out
Will be below the average value
Is determined as a person with low safe driving stability.
2. Investigating persons with low speed and visual perception
Assuming that the visual sensitivity coefficient (called speed sensitivity) of the driver at high driving speed is f, which represents the sensitivity degree of the habitual control distance to the speed change, the second derivative can be obtained by the formula (5): f ═ D ″)v2 a. n drivers have n f-values (f)i1,2,3.. n), averaging
Find out of the value below the mean
Is determined as a person with a weak speed visual dynamics perception. If the same driver
Lower value and
the lists of people with lower values are overlapped, and the weak speed visual perception capability is one of the main reasons influencing the high-speed safe driving stability of the drivers.
The prevention and control method comprises the following steps: the traffic regulation and speed visual perception training, the attention visual inspection and the fatigue prevention and the timely safe speed early warning prompt are enhanced.
3. Investigating persons with less dynamic space distance perception or less safety distance awareness
Assuming that the sensitivity coefficient (referred to as vehicle distance sensitivity) of the driver in high-speed driving is lambda, counting the average vehicle distance D of 60-80 km/h in a low-speed intervalv1And the average vehicle distance D of 100-120 km/h in the high-speed intervalv2By using
Is represented by where T ≦ T0And inspecting the difference of the empirical space distance perception abilities of drivers in a high-speed driving stable state. The larger the lambda value is, the stronger the driver's sensitivity to the space distance or the awareness of the safe distance in the high-speed driving state is, and the weaker the driver's awareness is.
n drivers have n lambda values, and
find out of the value below the mean
Is determined to be a person with weak visual dynamic perception. If the same driver
Lower value and
the spatial distance dynamic perception capability is weak because the lists of the lower-value persons are overlapped, and the main reason for influencing the high-speed safe driving stability of the drivers is that the spatial distance dynamic perception capability is weak.
The prevention and control method comprises the following steps: the dynamic spatial distance recognition visual perception training, the automobile motion mechanics principle, the knowledge training for preventing rear-end accidents, traffic regulations and the like are enhanced, the visual inspection and the fatigue prevention are paid attention to, and the early warning prompt of the safe distance between the automobiles is carried out in time.
3. Checking people with poor self-reliability in high-speed driving
Assuming that the confidence coefficient of a high-speed driving vehicle of a driver is p, the data v acquired by n drivers in each high-speed trip isk120 times (once every 30 seconds), total data v collected after N-th tripkThe number of times is m-120N (one), vkProbability distribution function f (v) within 80-130km/hk) Finding v corresponding to the maximum probabilitykThe value is obtained.
Time f (v)k) The maximum is actually the maximum value obtained by comparing f (80) and f (85) … … f (130).
p is
Relative speed ratio of 100 km/h:
the larger p is, the higher the self-reliability of high-speed driving of the driver is, and otherwise, the low self-reliability is.
n drivers have n p values (p)i),
Find out of the value below the mean
The driver of (1) is determined as a person with low self-confidence in high-speed driving or with weak psychological quality. If it is not
Lower value and
the lower people lists are overlapped, so that the low self-confidence level of high-speed driving or the more fragile psychological quality is one of the main reasons for influencing the high-speed safe driving stability of the drivers.
The prevention and control method comprises the following steps: the dynamic speed and distance visual perception training and the knowledge training of the automobile performance and the motion mechanics principle, the rear-end collision prevention and the like are enhanced, and the safe distance and speed early warning are timely realized.
5. Checking drivers with greater influence on M value due to reasons such as age, gender, weather, region, road grade and environment
If the reason is found to be not the main reason influencing high-speed safe driving after the reason is checked, a certain sample data is selected by the same checking method to carry out group classification statistics and average, and a driver deviating from the average is found out. The classification cause is one of the main causes affecting the high-speed safe driving stability of these drivers, for persons having a large deviation from the average value.
The prevention and control method comprises the following steps: the method can be used for carrying out investigation and comprehensive analysis on drivers with poor high-speed driving stability, and comprises the steps of analyzing reasons such as physiology, health, spirit, skills and the like, strengthening the visual perception training of dynamic speed and vehicle distance and the knowledge training of vehicle performance, motion mechanics principle, rear-end collision prevention and the like, timely reminding the drivers of not fatigue driving and paying attention to the physical health condition, and timely carrying out safe vehicle distance and speed early warning.
Based on the same invention concept, the device for estimating the safe vehicle distance and evaluating the stability of the continuous high-speed driving disclosed by the embodiment of the invention comprises one or more of a fatigue driving time point estimation and warning module, a safe vehicle distance deviation early warning module and an extreme speed difference early warning module, which are used for evaluating and controlling the stability of the individual safe driving, and further comprises one or more of a module for checking personnel with lower safe driving stability, a module for checking personnel with weak speed visual perception capability, a module for checking personnel with weak dynamic space distance perception capability or safe vehicle distance perception capability and a module for checking personnel with poor self-reliability of the high-speed driving, which are used for evaluating and controlling the safe driving stability of the clustered vehicles. The implementation details of each module are the same as those of the above method, and are not described herein again.
Based on the same inventive concept, the embodiment of the invention also discloses a device for estimating the safe distance between the vehicles driving at the continuous high speed and evaluating the stability, which comprises a memory, a processor and a computer program stored on the memory and capable of running on the processor, wherein the computer program realizes the method for estimating the safe distance between the vehicles driving at the continuous high speed and evaluating the stability when being loaded to the processor.
As shown in fig. 2, the continuous high-speed driving safety distance estimation and stability evaluation control device provided by the invention is used as a vehicle-mounted module, and can be used for constructing an automobile anti-collision data sharing service platform, optimizing an automobile AEB function and improving the intelligent decision level of an AEBS system of a national-situation highway; the vehicle-mounted module and the anti-collision data service form an independent anti-collision safety situation data analysis system through an operator 3G/4G or Beidou link, and effective management is carried out on data contents in the jurisdiction according to graded weights by departments such as operator network service transportation management, traffic safety, emergency management and the like; customizing special computer programs of vehicle-mounted modules such as a hazardous chemical transport vehicle, a long-distance passenger transport vehicle, a long-distance container truck and the like according to traffic safety regulations; the basic data form is provided for each professional navigation service platform, and meanwhile, a driver can acquire own safety situation and alarm in real time from any navigation system.
While the invention has been described with reference to the preferred embodiments, it will be understood by those skilled in the art that the invention is not limited to the embodiments described above, but is capable of numerous rearrangements and modifications without departing from the spirit and scope of the invention.
Claims (10)
1. The method for estimating the safe distance between vehicles in continuous high-speed driving and evaluating and controlling the stability is characterized by comprising the following steps of: the method comprises the steps of acquiring sample data of the highway with the speed greater than a set speed per hour within a set time period, calculating to obtain empirical data, and evaluating and controlling the stability of continuous high-speed driving; the stability evaluation and control comprises one or more of fatigue driving time point estimation and warning, safe vehicle distance deviation early warning and extreme speed difference early warning;
the estimating of the fatigue driving time point and the warning comprises the following steps:
summing and averaging the high-speed safe driving stability coefficients of the driver at the jth moment in N days to obtain the experienced high-speed safe driving stability coefficient of the driver at the jth moment; averaging time nodes with high-speed safe driving stability coefficients obviously reduced along with the increase of continuous driving time to obtain experience time nodes; the high-speed safe driving stability coefficient is used for evaluating the continuous high-speed safe following capability of a driver, and the calculation method comprises the following steps: the speed of the vehicle is greater than a first speed set value, the difference between the speed of the vehicle and the average speed of the vehicles before counting is less than the sum of the occupied time in a set range, and the ratio of the total continuous driving time of the vehicle with the speed of the vehicle greater than the first speed set value;
when the high-speed safe driving stability coefficient at the jth moment of the high-speed trip of the driver on the (N +1) th day is smaller than the experienced high-speed safe driving stability coefficient corresponding to the experienced time node, the node time corresponding to the jth moment is an early-warning fatigue driving time node, and the driver is prompted through interval voice;
safe vehicle distance deviation early warning includes:
summing and averaging the flexible safety vehicle distances of the driver at the jth moment in N days to obtain the experienced flexible safety vehicle distance of the driver at the jth moment;
when the absolute error value between the instant detection distance at the jth moment and the experience flexible safe vehicle distance at the jth moment is larger than a set threshold value during the high-speed trip of the driver on the (N +1) th day, prompting the driver through voice;
the extreme speed difference warning comprises the following steps:
summing and averaging the flexible safety vehicle distances of the driver at the jth moment in N days to obtain the experienced flexible safety vehicle distance of the driver at the jth moment;
when the instant detection distance at the jth moment of the high-speed trip of the driver on the (N +1) th day is smaller than the empirical flexible safety distance at the jth moment, and the difference value between the speed of the driver and the speed of the vehicle ahead is smaller than a set threshold value, the driver is prompted through voice.
2. The continuous high-speed driving safe vehicle distance estimation and stability evaluation control method according to claim 1, characterized in that: the flexible safe vehicle distance is calculated according to the safe distance model after the braking reaction time and the braking deceleration are corrected; multiplying the corrected brake reaction time by a factor on a brake reaction time estimation basis
The corrected braking deceleration is multiplied by a high-speed safe driving stability coefficient M on the maximum deceleration value of the emergency braking of the own vehicle.
3. The continuous high-speed driving safety inter-vehicle distance estimation and stability evaluation control method according to claim 2, characterized in that: the flexible safety distance is calculated according to the following formula:
wherein v is1Speed of travel of the vehicle, v, for the driver2Is the running speed of the front vehicle,
for corrected brake reaction time, t2In order to coordinate the time for braking,
for the corrected braking deceleration, a2Δ S is the stationary safety distance for the maximum braking deceleration of the preceding vehicle.
4. The continuous high-speed driving safety inter-vehicle distance estimation and stability evaluation control method according to claim 2, characterized in that: the high-speed safe driving stability factor is 1 at the high-speed driving start period.
5. The continuous high-speed driving safety inter-vehicle distance estimation and stability evaluation control method according to claim 2, characterized in that: the brake reaction time estimation base is set within a designated range according to individual driver characteristics including driving experience, driver age, physiological and psychological states.
6. The continuous high-speed driving safe vehicle distance estimation and stability evaluation control method according to claim 1, characterized in that: the method also comprises cluster vehicle safe driving stability evaluation, which specifically comprises one or more of checking personnel with low safe driving stability, checking personnel with weak visual perception capability of speed, checking personnel with weak perception capability of dynamic space distance and checking personnel with poor self-reliability of high-speed driving;
the lower personnel of safe driving stability of investigation includes:
determining the same continuous driving time for N drivers in the classified group, and summing and averaging the high-speed safe driving stability coefficients of the j moment in N days of each driver to obtain the experienced high-speed safe driving stability coefficient of the j moment of the driver;
calculating the average value of the empirical high-speed safe driving stability coefficients of the n drivers at the jth moment, and determining the drivers lower than the average value as the persons with lower safe driving stability;
the method for checking the personnel with weak visual perception of speed comprises the following steps:
collecting and counting sample data of the speed of the first high-speed road in a set speed interval in the morning, including the speed of the vehicle and the distance between vehicles in the same lane, of n drivers in the classified group, solving a function of the habitual distance of the drivers in the specified speed interval changing along with the speed of the vehicle, and solving a second derivative to obtain a visual sensitivity coefficient of the high-speed driving speed of the drivers;
calculating the average value of the high-speed driving speed visual sensitivity coefficients of n drivers, and determining the drivers lower than the average value as the persons with weak speed visual dynamic perception capability;
the method for checking the personnel with weak dynamic spatial distance perception capability comprises the following steps:
collecting and counting the average vehicle distance of a low-speed interval and the average vehicle distance of a high-speed interval for n drivers of the classified group, and taking the ratio of the average vehicle distance of the high-speed interval to the average vehicle distance of the low-speed interval as the high-speed driving vehicle distance sensitivity coefficient of the drivers;
calculating the average value of the high-speed driving distance sensitivity coefficients of the n drivers, and finding out the drivers lower than the average value to determine the drivers as the persons with weak distance vision dynamic perception capability;
the method for checking the personnel with poor self-reliability in high-speed driving comprises the following steps:
collecting and counting probability distribution functions of the speed of the vehicle in a designated speed interval for n drivers of the classified group, solving a speed value of the vehicle corresponding to the maximum probability, and taking the ratio of the speed value of the vehicle corresponding to the maximum probability to a fixed speed value as a confidence coefficient of the high-speed driving of the driver;
and calculating the average value of the confidence coefficient of the high-speed driving vehicle of the n drivers, and finding out the drivers lower than the average value to determine the drivers with lower confidence of the high-speed driving vehicle as the persons with lower confidence of the high-speed driving vehicle.
7. The continuous high-speed driving safety inter-vehicle distance estimation and stability evaluation control method according to claim 6, characterized in that: and determining main reasons influencing the high-speed safe driving stability of the driver according to the condition of checking the coincidence of a list of people with low safe driving stability and a list of people with weak speed visual perception capability, or a list of people with weak distance visual dynamic perception capability, or a list of people with low high-speed driving confidence.
8. The safe vehicle distance estimation and stability evaluation control device for continuous high-speed driving is characterized in that: the method comprises one or more of a fatigue driving time point estimation and warning module, a safe vehicle distance deviation early warning module and an extreme speed difference early warning module;
the fatigue driving time point estimation and warning module is used for:
summing and averaging the high-speed safe driving stability coefficients of the driver at the jth moment in N days to obtain the experienced high-speed safe driving stability coefficient of the driver at the jth moment; the high-speed safe driving stability coefficient is as follows: the speed of the vehicle is greater than a first speed set value, the difference between the speed of the vehicle and the average speed of the vehicles before counting is less than the sum of the occupied time in a set range, and the ratio of the total continuous driving time of the vehicle with the speed of the vehicle greater than the first speed set value;
when the high-speed safe driving stability coefficient at the jth moment of the high-speed trip of the driver on the (N +1) th day is smaller than the empirical high-speed safe driving stability coefficient and the deviation is larger than a set threshold value, the node time corresponding to the jth moment is an early warning fatigue driving time node, and the driver is prompted through interval voice;
the safe vehicle distance deviation early warning module is used for:
summing and averaging the flexible safety vehicle distances of the driver at the jth moment in N days to obtain the experienced flexible safety vehicle distance of the driver at the jth moment;
when the absolute error value between the instant detection distance at the jth moment and the experience flexible safe vehicle distance at the jth moment is larger than a set threshold value during the high-speed trip of the driver on the (N +1) th day, prompting the driver through voice;
the extreme speed difference early warning module is used for:
summing and averaging the flexible safety vehicle distances of the driver at the jth moment in N days to obtain the experienced flexible safety vehicle distance of the driver at the jth moment;
when the instant detection distance at the jth moment of the high-speed trip of the driver on the (N +1) th day is smaller than the empirical flexible safety distance at the jth moment, and the difference value between the speed of the driver and the speed of the vehicle ahead is smaller than a set threshold value, the driver is prompted through voice.
9. The apparatus for estimating a safe inter-vehicle distance and evaluating stability according to claim 8, wherein: the system also comprises one or more of a personnel module for checking low safety driving stability, a personnel module for checking weak speed visual perception capability, a personnel module for checking weak dynamic space distance perception capability or safety vehicle distance consciousness and a personnel module for checking poor self-reliability of high-speed driving;
the lower personnel module of safe driving stability of investigation for:
determining the same continuous driving time for N drivers in the classified group, and summing and averaging the high-speed safe driving stability coefficients of the j moment in N days of each driver to obtain the experienced high-speed safe driving stability coefficient of the j moment of the driver;
calculating the average value of the empirical high-speed safe driving stability coefficients of the n drivers at the jth moment, and determining the drivers lower than the average value as the persons with lower safe driving stability;
the personnel module with weak visual perception capability of the investigation speed is used for:
collecting and counting sample data of the speed of the first high-speed road in a set speed interval in the morning, including the speed of the vehicle and the distance between vehicles in the same lane, of n drivers in the classified group, solving a function of the habitual distance of the drivers in the specified speed interval changing along with the speed of the vehicle, and solving a second derivative to obtain a visual sensitivity coefficient of the high-speed driving speed of the drivers;
calculating the average value of the high-speed driving speed visual sensitivity coefficients of n drivers, and determining the drivers lower than the average value as the persons with weak speed visual dynamic perception capability;
the personnel module with weak investigation dynamic spatial distance perception capability is used for:
collecting and counting the average vehicle distance of a low-speed interval and the average vehicle distance of a high-speed interval for n drivers of the classified group, and taking the ratio of the average vehicle distance of the high-speed interval to the average vehicle distance of the low-speed interval as the high-speed driving vehicle distance sensitivity coefficient of the drivers;
calculating the average value of the high-speed driving distance sensitivity coefficients of the n drivers, and finding out the drivers lower than the average value to determine the drivers as the persons with weak distance vision dynamic perception capability;
the personnel module for checking the poor self-credibility of the high-speed driving is used for:
collecting and counting probability distribution functions of the speed of the vehicle in a designated speed interval for n drivers of the classified group, solving a speed value of the vehicle corresponding to the maximum probability, and taking the ratio of the speed value of the vehicle corresponding to the maximum probability to a fixed speed value as a confidence coefficient of the high-speed driving of the driver;
and calculating the average value of the confidence coefficient of the high-speed driving vehicle of the n drivers, and finding out the drivers lower than the average value to determine the drivers with lower confidence of the high-speed driving vehicle as the persons with lower confidence of the high-speed driving vehicle.
10. The device for estimating the safe distance between vehicles and evaluating the stability of the vehicles driven at the high speed continuously comprises a memory, a processor and a computer program which is stored on the memory and can be operated on the processor, and is characterized in that: the computer program, when loaded into a processor, implements a continuous high-speed driving safety headway estimation and stability evaluation control method according to any one of claims 1 to 7.
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