CN114506331A - Collision risk early warning method and device and storage medium - Google Patents

Collision risk early warning method and device and storage medium Download PDF

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CN114506331A
CN114506331A CN202210255435.5A CN202210255435A CN114506331A CN 114506331 A CN114506331 A CN 114506331A CN 202210255435 A CN202210255435 A CN 202210255435A CN 114506331 A CN114506331 A CN 114506331A
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time
coefficient
information
driving
target
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CN114506331B (en
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吴俊成
刘欢
陈国安
凌婧
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Dongfeng Nissan Passenger Vehicle Co
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Dongfeng Nissan Passenger Vehicle Co
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Q—ARRANGEMENT OF SIGNALLING OR LIGHTING DEVICES, THE MOUNTING OR SUPPORTING THEREOF OR CIRCUITS THEREFOR, FOR VEHICLES IN GENERAL
    • B60Q9/00—Arrangement or adaptation of signal devices not provided for in one of main groups B60Q1/00 - B60Q7/00, e.g. haptic signalling
    • B60Q9/008—Arrangement or adaptation of signal devices not provided for in one of main groups B60Q1/00 - B60Q7/00, e.g. haptic signalling for anti-collision purposes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/08—Interaction between the driver and the control system
    • B60W50/14—Means for informing the driver, warning the driver or prompting a driver intervention
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/08—Interaction between the driver and the control system
    • B60W50/14—Means for informing the driver, warning the driver or prompting a driver intervention
    • B60W2050/143—Alarm means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2555/00—Input parameters relating to exterior conditions, not covered by groups B60W2552/00, B60W2554/00
    • B60W2555/20—Ambient conditions, e.g. wind or rain

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Human Computer Interaction (AREA)
  • Transportation (AREA)
  • Physics & Mathematics (AREA)
  • Mathematical Physics (AREA)
  • Traffic Control Systems (AREA)

Abstract

The invention belongs to the technical field of vehicles and discloses a collision risk early warning method, collision risk early warning equipment and a storage medium. The method comprises the following steps: acquiring driving information corresponding to a current vehicle and environment information corresponding to the current moment; correcting the initial reaction time according to the driving information and the environmental information to obtain target reaction time; correcting the initial braking time according to the driving information and the environmental information to obtain target braking time; determining a safe driving distance according to the target reaction time, the target braking time and the driving speed corresponding to the current vehicle; and when the distance between the target obstacle and the current vehicle is detected to be less than or equal to the safe driving distance, sending out an early warning prompt. Through the mode, the early warning parameters are corrected according to different driving information and different environment information, the early warning opportunity matched with the current driving condition is determined according to the corrected early warning parameters, the suitable safety early warning guarantee is provided, and the driving safety and the driving experience of a driver are improved.

Description

Collision risk early warning method and device and storage medium
Technical Field
The invention relates to the technical field of vehicles, in particular to a collision risk early warning method, collision risk early warning equipment and a storage medium.
Background
The V2X (Vehicle-to-accelerating) is one of support technologies of intelligent automobiles and intelligent transportation, and a forward collision early warning can be realized on the basis of a V2X communication Vehicle, wherein the early warning moment is related to the reaction time and the pedal-stepping time of a driver, a host factory or an algorithm supplier usually takes an average number according to an empirical value or a statistical value as the reaction time and the braking time for determining the early warning time, but the early warning time determined in the mode is shorter for old drivers and longer for youngsters with more sensitive reactions, the safety distance difference caused by the difference of the early warning time can reach 50-80m, and the experience of the Vehicle for customers is negatively influenced when the early warning time is unchanged under different working conditions. The early warning opportunity in the existing collision early warning mode is inconsistent with the actual driving situation, and the proper safety early warning guarantee cannot be provided.
The above is only for the purpose of assisting understanding of the technical aspects of the present invention, and does not represent an admission that the above is prior art.
Disclosure of Invention
The invention mainly aims to provide a collision risk early warning method, collision risk early warning equipment and a storage medium, and aims to solve the technical problems that the early warning time is inconsistent with the actual driving condition in the conventional collision early warning mode, and the appropriate safety early warning guarantee cannot be provided.
In order to achieve the above object, the present invention provides a collision risk early warning method, comprising the steps of:
acquiring driving information corresponding to a current vehicle and environment information corresponding to the current moment;
correcting the initial reaction time according to the driving information and the environmental information to obtain target reaction time;
correcting the initial braking time according to the driving information and the environment information to obtain target braking time;
determining a safe driving distance according to the target reaction time, the target braking time and the driving speed corresponding to the current vehicle;
and when the distance between the target obstacle and the current vehicle is detected to be less than or equal to the safe driving distance, sending out an early warning prompt.
Optionally, the driving information includes driver information, driving time information and road condition information, and the environment information includes time information and weather information;
the correcting the initial reaction time according to the driving information and the environment information to obtain the target reaction time comprises the following steps:
searching correction coefficients corresponding to the reaction time according to the driver information, the driving time information, the road condition information, the time information and the weather information respectively to obtain a first emotion coefficient, a first driving coefficient, a first road condition coefficient, a first time coefficient and a first weather coefficient;
determining a reaction time correction coefficient according to the first emotion coefficient, the first driving coefficient, the first road condition coefficient, the first time coefficient and the first antenna coefficient;
and correcting the initial reaction time according to the reaction time correction coefficient to obtain the target reaction time.
Optionally, the determining a reaction time correction factor according to the first emotion coefficient, the first driving coefficient, the first road condition coefficient, the first time coefficient, and the first weather coefficient includes:
obtaining weights corresponding to the first emotion coefficient, the first driving coefficient, the first road condition coefficient, the first time coefficient and the first antenna coefficient respectively;
and determining a reaction time correction coefficient according to the first emotion coefficient, the first driving coefficient, the first road condition coefficient, the first time coefficient, the first weather coefficient and the corresponding weight.
Optionally, the modifying the initial braking time according to the driving information and the environment information to obtain a target braking time includes:
searching correction coefficients corresponding to braking time according to the driver information, the driving time information, the road condition information, the time information and the weather information respectively to obtain a second emotion coefficient, a second driving coefficient, a second road condition coefficient, a second time coefficient and a second weather coefficient;
acquiring weights corresponding to the second emotion coefficient, the second driving coefficient, the second road condition coefficient, the second time coefficient and the second weather coefficient respectively;
determining a braking time correction coefficient according to the second emotion coefficient, the second driving coefficient, the second road condition coefficient, the second time coefficient, the second weather coefficient and the corresponding weight;
and correcting the initial braking time according to the braking time correction coefficient to obtain the target braking time.
Optionally, after the initial braking time is corrected according to the driving information and the environment information to obtain a target braking time, the method further includes:
obtaining a reaction time background correction coefficient and a braking time background correction coefficient;
correcting the target reaction time based on the reaction time background correction coefficient to obtain the adjusted target reaction time;
correcting the target braking time based on the braking time background correction coefficient to obtain the adjusted target braking time;
determining a target safe driving distance according to the adjusted target reaction time, the adjusted target braking time and the driving speed corresponding to the current vehicle;
and when the distance between the target obstacle and the current vehicle is smaller than or equal to the target safe driving distance, sending out an early warning prompt.
Optionally, before obtaining the reaction time background correction factor and the braking time background correction factor, the method further includes:
recording target driving information, target environment information and target video data under N emergency braking conditions, wherein N is more than or equal to 1;
analyzing the target video data, and determining the actual reaction time and the actual braking time under each emergency braking condition;
correcting the initial reaction time according to the target driving information and the target environment information to obtain estimated reaction time;
correcting the initial braking time according to the target driving information and the target environment information to obtain estimated braking time;
determining a reaction time background correction coefficient according to the actual reaction time and the estimated reaction time under the N emergency braking working conditions;
and determining a background correction coefficient of the braking time according to the actual braking time and the estimated braking time under the N emergency braking conditions.
Optionally, before the obtaining of the driving information corresponding to the current vehicle and the environment information corresponding to the current time, the method further includes:
recording the test reaction time and the test braking time corresponding to the current driver in the multiple test processes;
calculating an average value according to the test reaction time in the multiple test processes to obtain initial reaction time;
and calculating an average value according to the test braking time in the multiple test processes to obtain initial braking time.
Optionally, before determining a safe driving distance according to the target reaction time, the target braking time, and the driving speed corresponding to the current vehicle, the method further includes:
judging whether the target reaction time is greater than a preset reaction time threshold value or not, and judging whether the target braking time is greater than a preset braking time threshold value or not;
and when the target reaction time is less than or equal to the preset reaction time threshold and the target braking time is less than or equal to the preset braking time threshold, executing the step of determining the safe driving distance according to the target reaction time, the target braking time and the driving speed corresponding to the current vehicle.
In addition, to achieve the above object, the present invention further provides a collision risk early warning apparatus, including: a memory, a processor and a collision risk pre-warning program stored on the memory and executable on the processor, the collision risk pre-warning program being configured to implement a collision risk pre-warning method as described above.
In addition, to achieve the above object, the present invention further provides a storage medium, in which a collision risk early warning program is stored, and the collision risk early warning program implements the collision risk early warning method as described above when executed by a processor.
The method comprises the steps of obtaining driving information corresponding to a current vehicle and environment information corresponding to the current moment; correcting the initial reaction time according to the driving information and the environmental information to obtain target reaction time; correcting the initial braking time according to the driving information and the environmental information to obtain target braking time; determining a safe driving distance according to the target reaction time, the target braking time and the driving speed corresponding to the current vehicle; and when the distance between the target obstacle and the current vehicle is detected to be less than or equal to the safe driving distance, sending out an early warning prompt. Through the mode, the early warning parameters are corrected according to different driving information and different environment information, the early warning opportunity matched with the current driving condition is determined according to the corrected early warning parameters, the suitable safety early warning guarantee is provided, and the driving safety and the driving experience of a driver are improved.
Drawings
Fig. 1 is a schematic structural diagram of a collision risk early warning device in a hardware operating environment according to an embodiment of the present invention;
FIG. 2 is a schematic flow chart illustrating a collision risk early warning method according to a first embodiment of the present invention;
FIG. 3 is a flowchart illustrating a collision risk early warning method according to a second embodiment of the present invention;
fig. 4 is a flowchart illustrating a collision risk early warning method according to a third embodiment of the present invention.
The implementation, functional features and advantages of the objects of the present invention will be further explained with reference to the accompanying drawings.
Detailed Description
It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention.
Referring to fig. 1, fig. 1 is a schematic structural diagram of a collision risk early warning device in a hardware operating environment according to an embodiment of the present invention.
As shown in fig. 1, the collision risk early warning apparatus may include: a processor 1001, such as a Central Processing Unit (CPU), a communication bus 1002, a user interface 1003, a network interface 1004, and a memory 1005. Wherein a communication bus 1002 is used to enable connective communication between these components. The user interface 1003 may include a Display screen (Display), an input unit such as a Keyboard (Keyboard), and the optional user interface 1003 may also include a standard wired interface, a wireless interface. The network interface 1004 may optionally include a standard wired interface, a Wireless interface (e.g., a Wireless-Fidelity (Wi-Fi) interface). The Memory 1005 may be a Random Access Memory (RAM) or a Non-Volatile Memory (NVM), such as a disk Memory. The memory 1005 may alternatively be a storage device separate from the processor 1001.
It will be appreciated by those skilled in the art that the configuration shown in fig. 1 does not constitute a limitation of the collision risk early warning apparatus, and may include more or fewer components than those shown, or some components in combination, or a different arrangement of components.
As shown in fig. 1, a memory 1005, which is a storage medium, may include therein an operating system, a network communication module, a user interface module, and a collision risk warning program.
In the collision risk early warning apparatus shown in fig. 1, the network interface 1004 is mainly used for data communication with a network server; the user interface 1003 is mainly used for data interaction with a user; the processor 1001 and the memory 1005 of the collision risk early warning device of the present invention may be disposed in the collision risk early warning device, and the collision risk early warning device calls the collision risk early warning program stored in the memory 1005 through the processor 1001 and executes the collision risk early warning method provided by the embodiment of the present invention.
An embodiment of the present invention provides a collision risk early warning method, and referring to fig. 2, fig. 2 is a schematic flow diagram of a first embodiment of a collision risk early warning method according to the present invention.
In this embodiment, the collision risk early warning method includes the following steps:
step S10: and acquiring the driving information corresponding to the current vehicle and the environment information corresponding to the current moment.
It is understood that the execution main body of the embodiment may be a vehicle-mounted terminal installed on a vehicle, and may also be other devices having the same or similar functions. In the present embodiment, a vehicle-mounted terminal is taken as an example to be described, where the vehicle-mounted terminal acquires driving information of a current vehicle through a sensor mounted on the vehicle, and acquires environmental information of the current time through a networking function.
It should be noted that, preferably, the driving information includes driver information, driving time information, and road condition information, and the environment information includes time information and weather information. The driver information includes sex information, age information and emotion information, the driving time information includes total driving time and ACC (Adaptive Cruise Control) mode opening time, the road condition information is any one of normal working conditions, long downhill sections, intersections and accident-prone sections, the time information is any one of early, middle, late and night, and the weather information is any one of sunny days, rainy and snowy days and foggy days. And classifying the information acquired by the sensor and the information acquired through networking based on preset classification logic so as to determine corresponding driving information and environment information.
Further, before the step S10, the method further includes: recording the test reaction time and the test braking time corresponding to the current driver in the multiple test processes; calculating an average value according to the test reaction time in the multiple test processes to obtain initial reaction time; and calculating an average value according to the test braking time in the multiple test processes to obtain initial braking time.
It should be noted that, in this embodiment, the reaction time and the braking time corresponding to the driver are obtained through multiple tests, and specifically, when it is detected that there is no current driver data in the database, data collection is prompted. The data acquisition process comprises the following steps: the method comprises the steps of setting a driving distance of a preset distance, popping up a 'testing' caption on a screen in the driving process, determining a time difference value between the caption popping-up moment and the moment when a driver steps on the brake, obtaining test reaction time, and determining a time difference value between the moment when the driver steps on the brake and the moment when a brake pedal is stepped on to the bottom, so as to obtain test brake time. And averaging the test reaction time recorded in the multiple test processes to obtain initial reaction time, and averaging the test braking time recorded in the multiple test processes to obtain initial braking time. In the embodiment, the reaction time and the braking time corresponding to each driver are determined in advance through multiple tests, and the reaction time and the braking time are corrected according to the actual condition of the vehicle at the current moment, so that the early warning time more matched with the driving habits of the driver is determined, and the driving safety and the driving experience of the driver are further improved.
Step S20: and correcting the initial reaction time according to the driving information and the environmental information to obtain the target reaction time.
It should be understood that, in this embodiment, various types of driving information and correction coefficients corresponding to various types of environmental information are set in advance, a database is searched according to currently acquired driving information and environmental information, a driving information correction coefficient and an environmental information correction coefficient corresponding to a reaction time are determined, the driving information correction coefficient and the environmental information correction coefficient are integrated according to a preset integration strategy to obtain a reaction time correction coefficient, and an initial reaction time is corrected based on the reaction time correction coefficient to obtain a target reaction time. In one implementation, the preset aggregation strategy is to take an average value, and the average value is obtained according to the driving information correction coefficient and the environmental information correction coefficient to obtain the reaction time correction coefficient. In another implementation mode, because the driving information and the environmental information have different influence strengths on the reaction time and the braking time, weights corresponding to the driving information correction coefficient and the environmental information correction coefficient are set in advance, and the reaction time correction coefficient is obtained by multiplying the weights by the driving information correction coefficient and the environmental information correction coefficient respectively and adding the multiplied weights.
Step S30: and correcting the initial braking time according to the driving information and the environment information to obtain the target braking time.
It should be noted that the logic for determining the target braking time is consistent with the logic for determining the target reaction time: searching a database according to the currently acquired driving information and environmental information, determining a driving information correction coefficient and an environmental information correction coefficient corresponding to the braking time, collecting the driving information correction coefficient and the environmental information correction coefficient according to a preset collection strategy to obtain a braking time correction coefficient, and correcting the initial braking time based on the braking time correction coefficient to obtain the target braking time.
Step S40: and determining a safe driving distance according to the target reaction time, the target braking time and the driving speed corresponding to the current vehicle.
It is to be understood that, alternatively, the safe travel distance is calculated by the following formula regardless of the moving speed of the obstacle in front in the present embodiment:
Figure BDA0003547903820000081
wherein S represents a safe driving distance, V represents a driving speed, t1Denotes the target reaction time, t2Indicating the target braking time.
Optionally, considering the moving speed of the target obstacle, determining the moving speed of the target obstacle through a sensor installed on the vehicle networking platform or the vehicle, and determining the safe driving distance according to the target reaction time, the target braking time, the driving speed corresponding to the current vehicle, and the moving speed of the target obstacle, see the following formula:
Figure BDA0003547903820000082
wherein S represents a safe driving distance, V1Indicating the speed of travel, V2Indicates the moving speed of the target obstacle, t1Denotes the target reaction time, t2Represents a target braking time, wherein V2May be a positive value, indicating that the direction of movement of the target obstacle is consistent with the direction of travel of the current vehicle, V2May be negative, indicating that the direction of movement of the target obstacle is opposite to the direction of travel of the current vehicle, V2May be 0, indicating that the target obstacle is in a stationary state.
Further, before the step S40, the method further includes: judging whether the target reaction time is greater than a preset reaction time threshold value or not, and judging whether the target braking time is greater than a preset braking time threshold value or not; when the target reaction time is less than or equal to the preset reaction time threshold and the target braking time is less than or equal to the preset braking time threshold, the step S40 is executed.
It should be noted that the preset reaction time threshold is the maximum reaction time determined according to the relevant regulations, for example, 2.5 seconds, and the preset braking time threshold is the maximum braking time determined according to the relevant regulations, and if the target reaction time obtained by correcting the initial reaction time according to the method of this embodiment is greater than the preset reaction time threshold, it represents that the acquired initial reaction time is incorrect or the correction process is incorrect; if the target braking time obtained by correcting the initial braking time according to the method of the embodiment is greater than the preset braking time threshold, the collected initial braking time is represented to be wrong or the correction process is represented to be wrong.
In specific implementation, when the target reaction time is greater than a preset reaction time threshold and/or the target braking time is greater than a preset braking time threshold, the preset reaction time threshold is used as the adjusted target reaction time and/or the preset braking time threshold is used as the adjusted target braking time, and the safe driving distance is determined according to the adjusted target reaction time and/or the adjusted target braking time. For example, if the target reaction time is greater than 2.5 seconds and the target braking time is less than the preset braking time threshold, 2.5 seconds is taken as the adjusted target reaction time, and the safe driving distance is determined according to the reaction time of 2.5 seconds, the target braking time and the driving speed corresponding to the current vehicle.
Step S50: and when the distance between the target obstacle and the current vehicle is detected to be less than or equal to the safe driving distance, sending out an early warning prompt.
It can be understood that the distance between the current vehicle and surrounding obstacles including vehicles, pedestrians, road facilities and the like is detected by radar and/or camera equipment installed around the vehicle, the target obstacle is mainly an obstacle in the vehicle running direction, and when the distance between the target obstacle and the current vehicle is detected to be smaller than or equal to the safe running distance, the driver is prompted to decelerate and pay attention to avoidance.
It should be noted that, in the vehicle driving process, the driving information and the environmental information of the vehicle are collected according to the first preset frequency to update the reaction time and the braking time, and the vehicle driving speed is collected according to the second preset frequency to update the safe driving distance, where the first preset frequency is greater than the second preset frequency, that is, in a certain period of time, the reaction time and the braking time do not need to be updated frequently, but the safe driving distance needs to be updated frequently due to fast vehicle speed change, so that the calculation resources are saved under the condition of providing a suitable safety early warning guarantee.
In the embodiment, the driving information corresponding to the current vehicle and the environment information corresponding to the current moment are acquired; correcting the initial reaction time according to the driving information and the environmental information to obtain target reaction time; correcting the initial braking time according to the driving information and the environmental information to obtain target braking time; determining a safe driving distance according to the target reaction time, the target braking time and the driving speed corresponding to the current vehicle; and when the distance between the target obstacle and the current vehicle is detected to be less than or equal to the safe driving distance, sending out an early warning prompt. Through the mode, the early warning parameters are corrected according to different driving information and different environment information, the early warning opportunity matched with the current driving condition is determined according to the corrected early warning parameters, the suitable safety early warning guarantee is provided, and the driving safety and the driving experience of a driver are improved.
Referring to fig. 3, fig. 3 is a flowchart illustrating a collision risk early warning method according to a second embodiment of the present invention.
Based on the first embodiment, in the collision risk early warning method of the embodiment, the driving information includes driver information, driving time information and road condition information, and the environment information includes time information and weather information;
the step S20 includes:
step S201: and searching correction coefficients corresponding to the reaction time according to the driver information, the driving time information, the road condition information, the time information and the weather information respectively to obtain a first emotion coefficient, a first driving coefficient, a first road condition coefficient, a first time coefficient and a first weather coefficient.
It is understood that the driver information includes sex information, age information, and emotion information, wherein the sex information is male or female, the age information may be any one of young, middle, old, and the emotion information may be any one of normal, happy, anxious, and violent. In a specific implementation, the driver information is acquired in the following manner: the method comprises the steps of collecting a driver image through a camera installed in a vehicle, and respectively carrying out gender identification, age identification and emotion identification on the driver image so as to determine gender information, age information and emotion information of a driver, and optionally querying a database according to a face ID of the driver so as to determine the gender information and the age information corresponding to the driver. The running time information includes a total running time and an ACC (Adaptive Cruise Control) mode on time, and the total running time and the ACC mode on time are determined by acquiring the recorded information during the running of the vehicle. The road condition information is any one of normal working conditions, long downhill road sections, intersections and accident-prone road sections, and the road condition information is acquired in the following mode: and determining the road condition corresponding to the current road section through the navigation information. The time information is any one of morning, noon, evening and night, and the acquisition mode of the time information is as follows: obtaining current time, determining time periods respectively corresponding to morning, noon, evening and night, comparing the current time with a plurality of time periods, and determining time information corresponding to the current time, for example: early-6: 00-12:00, medium-12: 00-18:00, late-18: 00-24:00, night-00: 00-6: 00. The weather information is any one of sunny days, rainy and snowy days and foggy days.
It should be noted that, coefficients corresponding to various driver information, various driving time information, various road condition information, various time information, and various weather information are set in advance, and the corresponding coefficients are determined by searching according to the information types corresponding to the currently acquired driver information, driving time information, road condition information, time information, and weather information.
Optionally, the first emotion coefficient is determined by: searching according to the currently acquired gender information, determining a corresponding gender coefficient, searching according to the currently acquired age information, determining a corresponding age coefficient, searching according to the currently acquired emotion information, determining a corresponding emotion coefficient, and averaging the gender coefficient, the age coefficient and the emotion coefficient to obtain a first emotion coefficient. For example, the gender coefficients of each category are set to be 1: 1.2; the set age coefficients are 1.3:1.2:1.1:1 for young people, middle-aged people and old people; the set emotional coefficient is that happy emotion, melancholia and manic riot emotion are normal, 1:1.1:1.2:1.3, if the driver is a middle-aged male, the emotional pleasure is satisfied, the first emotional coefficient k is determined1＝(1+1.2+1.1)/3＝1.1。
Optionally, the first driving coefficient is determined by: determining a plurality of driving time ranges according to the currently acquired ACC mode starting time and a preset range threshold, wherein different driving time ranges correspond to different driving coefficients, and judging the driving time range to which the currently acquired driving total duration belongs, so as to determine a corresponding first driving coefficient. For example, different driving ranges are set to be within 1+ x hours, between 1+ x hours and 4 hours, and 4 hours and more, where x represents an ACC mode on time, and if there is no ACC function, x is determined to be 0, where when the total driving time is within 1+ x hours, it is determined that the current driving state is not fatigue driving, and it is determined that the current driving state is fatigue drivingFirst driving coefficient k21 is ═ 1; when the total driving time is between 1+ x hour and 4 hours, the fatigue driving feeling is gradually enhanced, the fatigue feeling is increased in a nonlinear way along with the increase of the time, and the first driving coefficient k2The total driving time length is linearly increased between 1 and 2; when the total driving time is 4 hours or more, representing that the current driving state belongs to fatigue driving, and determining a first driving coefficient k2＝2。
It should be noted that, the first road condition coefficient is determined, for example: the set various road condition coefficients are normal working conditions, namely long downhill road sections, an intersection and an accident multi-occurrence road section are 1:1.1:1.2:1.3, and if the current road condition is the intersection, a first road condition coefficient k is determined31.2. The first time coefficient is determined, for example: setting various time coefficients as early, middle and late, night, 1:1.1:1.2:1.5, and determining a first time coefficient k if the current time is between 6:00 and 12:0041. The first weather coefficient is determined, for example: setting various weather coefficients as 1:1.5:1.8:1.6 in sunny days, rainy and snowy days and foggy days, and determining a first time coefficient k if the current environment is sunny days5＝1。
Step S202: and determining a reaction time correction coefficient according to the first emotion coefficient, the first driving coefficient, the first road condition coefficient, the first time coefficient and the first weather coefficient.
It should be noted that, optionally, the first emotion coefficient, the first driving coefficient, the first road condition coefficient, the first time coefficient, and the first weather coefficient are averaged to obtain the reaction time correction coefficient. Preferably, because the emotion, the driving time, the road condition, the current time and the weather have different influences on the reaction time and the braking time, weights corresponding to the emotion coefficient, the driving coefficient, the road condition coefficient, the time coefficient and the weather coefficient are set in advance, and the reaction time correction coefficient is obtained by multiplying each coefficient by the corresponding weight and adding the multiplied coefficients.
Preferably, the step S202 includes: obtaining weights corresponding to the first emotion coefficient, the first driving coefficient, the first road condition coefficient, the first time coefficient and the first antenna coefficient respectively; and determining a reaction time correction coefficient according to the first emotion coefficient, the first driving coefficient, the first road condition coefficient, the first time coefficient, the first weather coefficient and the corresponding weight.
It should be understood that, weights corresponding to different coefficients are determined in advance according to experiments and stored in a preset storage area, when an emotion coefficient, a driving coefficient, a road condition coefficient, a time coefficient and a weather coefficient corresponding to a current driving condition are obtained, the corresponding weights are obtained from the preset storage area, and the coefficients are multiplied by the corresponding weights and added to obtain a reaction time correction coefficient. For example: coefficient of emotion k1Driving coefficient k2The corresponding weights of the road condition coefficient k3, the time coefficient k4 and the weather coefficient k5 are respectively as follows: k 1: k 2: k 3: k 4: k 5: 0.2: 0.3: 0.1: 0.2. The reaction time correction factor is calculated in the following manner:
K＝0.2k1+0.3k2+0.1k3+0.2k4+0.2k5；
wherein K is a reaction time correction coefficient, K1Is the first mood coefficient, k2Is the first driving coefficient, k3Is the first road condition coefficient, k4K5 is the first time coefficient and the first weather coefficient.
Step S203: and correcting the initial reaction time according to the reaction time correction coefficient to obtain the target reaction time.
It should be noted that the target reaction time is determined by the following formula:
T＝t*K；
wherein K is a reaction time correction coefficient, T is an initial reaction time, and T is a target reaction time.
Accordingly, the step S30 includes: searching correction coefficients corresponding to braking time according to the driver information, the driving time information, the road condition information, the time information and the weather information respectively to obtain a second emotion coefficient, a second driving coefficient, a second road condition coefficient, a second time coefficient and a second weather coefficient; acquiring weights corresponding to the second emotion coefficient, the second driving coefficient, the second road condition coefficient, the second time coefficient and the second weather coefficient respectively; determining a braking time correction coefficient according to the second emotion coefficient, the second driving coefficient, the second road condition coefficient, the second time coefficient, the second weather coefficient and the corresponding weight; and correcting the initial braking time according to the braking time correction coefficient to obtain the target braking time.
It should be understood that the logic for determining the target brake time in this embodiment is consistent with the logic for determining the target reaction time. Optionally, in consideration of the influence of emotion, driving time, road condition, current time, and weather on the reaction time and the influence of corresponding braking time are similar, setting a braking time correction coefficient to be the same as the reaction time correction coefficient, that is, a second emotion coefficient is equal to a first emotion coefficient, a second driving coefficient is equal to a first driving coefficient, a second road condition coefficient is equal to a first road condition coefficient, a second time coefficient is equal to a first time coefficient, a second weather coefficient is equal to a first antenna coefficient, and a weight corresponding to each coefficient is also the same as a weight of each coefficient in the correction process of the target reaction time.
Preferably, the various coefficients corresponding to the response time correction and the weights corresponding to the coefficients are determined in advance according to the experimental result, and the various coefficients corresponding to the braking time correction and the weights corresponding to the coefficients are determined, at this time, the coefficients corresponding to the braking time which are respectively set may be different from the coefficients corresponding to the response time, and the weights corresponding to the coefficients are also different.
It should be noted that the initial response time is a test response time obtained through multiple test procedures, and the initial braking time is an average value of the test braking times obtained through the multiple test procedures. Because when gathering the test, emotion, driving time, road conditions, current time and weather will also cause the influence to the test result, preferably, in the testing process, also gather five dimensional data: analyzing data of five dimensions to determine a reaction time correction coefficient and a braking time correction coefficient, correcting test reaction time or test braking time by the following formula, and determining the reaction time and the braking time under the most common driving scene:
Figure BDA0003547903820000131
wherein, T1For corrected reaction or braking time, T2For testing reaction times or braking times, KTIs a reaction time correction factor or a braking time correction factor.
The method has the advantages that the corrected reaction time and braking time obtained by multiple tests are averaged, so that the accuracy of the initial reaction time and the initial braking time is further improved, and the influence of non-random test conditions on the acquisition of the initial reaction time and the initial braking time is avoided.
The driving information in the embodiment includes driver information, driving time information and road condition information, and the environment information includes time information and weather information; searching correction coefficients corresponding to the reaction time according to the driver information, the driving time information, the road condition information, the time information and the weather information respectively to obtain a first emotion coefficient, a first driving coefficient, a first road condition coefficient, a first time coefficient and a first day coefficient; determining a reaction time correction coefficient according to the first emotion coefficient, the first driving coefficient, the first road condition coefficient, the first time coefficient and the first weather coefficient; and correcting the initial reaction time according to the reaction time correction coefficient to obtain the target reaction time. Through the mode, the early warning parameters are corrected from five dimensions of a driver, driving time, road conditions, time and weather, the early warning opportunity matched with the current driving condition is determined according to the corrected early warning parameters, the safety early warning guarantee matched with the actual driving condition is provided, and the driving safety and the driving experience of the driver are improved.
Referring to fig. 4, fig. 4 is a schematic flow chart of a collision risk early warning method according to a third embodiment of the present invention.
Based on the first embodiment, after step S30 in the collision risk early warning method of this embodiment, the method further includes:
step S301: and acquiring a background correction coefficient of the reaction time and a background correction coefficient of the braking time.
It can be understood that the reaction time background correction coefficient is a correction coefficient determined according to the multiple estimated reaction times and the corresponding actual reaction times, and the braking time background correction coefficient is a correction coefficient determined according to the multiple estimated braking times and the corresponding actual braking times, and is stored in the background coefficient and used for performing secondary correction on the reaction time and the braking time.
Further, before the step S301, the method further includes: recording target driving information, target environment information and target video data under N emergency braking conditions, wherein N is more than or equal to 1; analyzing the target video data, and determining the actual reaction time and the actual braking time under each emergency braking condition; correcting the initial reaction time according to the target driving information and the target environment information to obtain estimated reaction time; correcting the initial braking time according to the target driving information and the target environment information to obtain estimated braking time; determining a reaction time background correction coefficient according to the actual reaction time and the estimated reaction time under the N emergency braking working conditions; and determining a background correction coefficient of the braking time according to the actual braking time and the estimated braking time under the N emergency braking conditions.
When detecting that the driver brakes suddenly, the driver calls a video 10s before braking of the automobile data recorder to obtain target video data, and simultaneously records data of five dimensions during sudden braking: the driver information, the driving time information, the road condition information, the time information and the weather information form a five-dimensional database after long-term recording. Analyzing the target video data, calculating the time difference between the starting time and the ending time as the actual reaction time from the time when the obstacle appears right ahead to the time when the driver steps on the brake, and recording the corresponding actual brake time from the time when the driver steps on the brake to the time when the vehicle speed is reduced to 0 or the brake is stepped on the bottom. Determining the estimated reaction time and the estimated braking time during each emergency braking according to the acquired five-dimensional data, wherein the determination process of the estimated reaction time and the estimated braking time is as follows: searching corresponding five dimensional coefficients according to the five dimensional data respectively; acquiring weights corresponding to the five dimensional coefficients respectively; determining a corresponding reaction time correction coefficient and/or a braking time correction coefficient according to the five dimensional coefficients and the corresponding weights; and correcting the initial reaction time and the initial braking time according to the reaction time correction coefficient and/or the braking time correction coefficient to obtain the estimated reaction time and the estimated braking time.
In a specific implementation, a reaction time background correction coefficient or a braking time background correction coefficient after a single emergency braking condition is determined by the following formula:
Figure BDA0003547903820000141
wherein k is6nA response time background correction coefficient or braking time background correction coefficient corresponding to the nth emergency braking condition, a is actual response time or actual braking time, TaTo estimate the reaction time or estimate the braking time.
Carrying out proportion balance on the background correction coefficient of the reaction time and the background correction coefficient of the braking time which are recorded for many times, and particularly carrying out balance through the following formula:
Figure BDA0003547903820000151
wherein k is6For reaction time background correction factor or braking time background correction factor, k6nFor the nth emergency braking situationAnd n is the background data acquisition times of the emergency braking working condition.
Step S302: and correcting the target reaction time based on the reaction time background correction coefficient to obtain the adjusted target reaction time.
It should be understood that the adjusted target reaction time is obtained from multiplying the reaction time background correction factor by the target reaction time.
Step S303: and correcting the target braking time based on the braking time background correction coefficient to obtain the adjusted target braking time.
It should be noted that the adjusted target braking time is obtained according to the brake time background correction coefficient multiplied by the target braking time.
Step S304: and determining a target safe driving distance according to the adjusted target reaction time, the adjusted target braking time and the driving speed corresponding to the current vehicle.
It should be understood that the adjusted target reaction time is taken as t regardless of the moving speed of the obstacle in front1Target brake time as t2Substituting the following formula to determine the target safe driving distance S:
Figure BDA0003547903820000152
wherein S represents a target safe driving distance, V represents a driving speed, t1Denotes the adjusted target reaction time, t2Indicating the adjusted target braking time.
Alternatively, the adjusted target reaction time is taken as t in consideration of the moving speed of the target obstacle1Target brake time as t2Substituting the following formula to determine the target safe driving distance S:
Figure BDA0003547903820000153
wherein S represents a safe driving distance, V1Indicating the speed of travel, V2Indicates the moving speed of the target obstacle, t1Denotes the adjusted target reaction time, t2Indicating the adjusted target braking time.
Step S305: and when the distance between the target obstacle and the current vehicle is detected to be less than or equal to the target safe driving distance, sending out an early warning prompt.
It should be noted that, in this embodiment, the background correction coefficient is determined by the difference between the multiple estimated times and the actual times acquired by the background, and the reaction time and the braking time are secondarily corrected by using the background correction coefficient, so that the accuracy of the early warning opportunity is further improved.
The distance between the current vehicle and the surrounding obstacles is detected through radar and/or camera equipment arranged on the periphery of the vehicle, and when the distance between the target obstacle and the current vehicle is detected to be smaller than or equal to the target safe driving distance, the driver is prompted to decelerate and drive to pay attention to avoidance.
The embodiment obtains driving information corresponding to a current vehicle and environment information corresponding to the current moment; correcting the initial reaction time according to the driving information and the environmental information to obtain target reaction time; correcting the initial braking time according to the driving information and the environmental information to obtain target braking time; obtaining a reaction time background correction coefficient and a braking time background correction coefficient; correcting the target reaction time based on the reaction time background correction coefficient to obtain the adjusted target reaction time; correcting the target braking time based on the braking time background correction coefficient to obtain the adjusted target braking time; determining a target safe driving distance according to the adjusted target reaction time, the adjusted target braking time and the driving speed corresponding to the current vehicle; and when the distance between the target obstacle and the current vehicle is detected to be less than or equal to the target safe driving distance, sending out an early warning prompt. The early warning parameters are corrected according to different driving information and different environment information, secondary correction is carried out according to the background correction coefficient, and the early warning opportunity matched with the current driving condition is determined according to the early warning parameters after the secondary correction, so that the accuracy of the early warning opportunity is further improved, a suitable safety early warning guarantee is provided, and the driving safety and the driving experience of a driver are improved.
In addition, an embodiment of the present invention further provides a storage medium, where a collision risk early warning program is stored on the storage medium, and the collision risk early warning program is executed by a processor to implement the collision risk early warning method described above.
Since the storage medium adopts all technical solutions of all the embodiments, at least all the beneficial effects brought by the technical solutions of the embodiments are achieved, and no further description is given here.
Further, it is to be noted that, in this document, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or system that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or system. Without further limitation, an element defined by the phrase "comprising an … …" does not exclude the presence of other like elements in a process, method, article, or system that comprises the element.
The above-mentioned serial numbers of the embodiments of the present invention are merely for description and do not represent the merits of the embodiments.
Through the above description of the embodiments, those skilled in the art will clearly understand that the method of the above embodiments can be implemented by software plus a necessary general hardware platform, and certainly can also be implemented by hardware, but in many cases, the former is a better implementation manner. Based on such understanding, the technical solution of the present invention or portions thereof that contribute to the prior art may be embodied in the form of a software product, where the computer software product is stored in a storage medium (e.g. Read Only Memory (ROM)/RAM, magnetic disk, optical disk), and includes several instructions for enabling a terminal device (e.g. a mobile phone, a computer, a server, or a network device) to execute the method according to the embodiments of the present invention.
The above description is only a preferred embodiment of the present invention, and not intended to limit the scope of the present invention, and all modifications of equivalent structures and equivalent processes, which are made by using the contents of the present specification and the accompanying drawings, or directly or indirectly applied to other related technical fields, are included in the scope of the present invention.

Claims (10)

1. A collision risk early warning method is characterized by comprising the following steps:
acquiring driving information corresponding to a current vehicle and environment information corresponding to the current moment;
correcting the initial reaction time according to the driving information and the environmental information to obtain target reaction time;
correcting the initial braking time according to the driving information and the environment information to obtain target braking time;
determining a safe driving distance according to the target reaction time, the target braking time and the driving speed corresponding to the current vehicle;
and when the distance between the target obstacle and the current vehicle is detected to be less than or equal to the safe driving distance, sending out an early warning prompt.
2. The collision risk early warning method according to claim 1, wherein the driving information includes driver information, driving time information, and road condition information, and the environmental information includes time information and weather information;
the correcting the initial reaction time according to the driving information and the environment information to obtain the target reaction time comprises the following steps:
searching correction coefficients corresponding to the reaction time according to the driver information, the driving time information, the road condition information, the time information and the weather information respectively to obtain a first emotion coefficient, a first driving coefficient, a first road condition coefficient, a first time coefficient and a first weather coefficient;
determining a reaction time correction coefficient according to the first emotion coefficient, the first driving coefficient, the first road condition coefficient, the first time coefficient and the first antenna coefficient;
and correcting the initial reaction time according to the reaction time correction coefficient to obtain the target reaction time.
3. The collision risk early warning method according to claim 2, wherein the determining a reaction time correction coefficient according to the first emotion coefficient, the first driving coefficient, the first road condition coefficient, the first time coefficient, and the first weather coefficient includes:
obtaining weights corresponding to the first emotion coefficient, the first driving coefficient, the first road condition coefficient, the first time coefficient and the first antenna coefficient respectively;
and determining a reaction time correction coefficient according to the first emotion coefficient, the first driving coefficient, the first road condition coefficient, the first time coefficient, the first weather coefficient and the corresponding weight.
4. The collision risk early warning method according to claim 2, wherein the step of correcting the initial braking time according to the driving information and the environmental information to obtain a target braking time comprises:
searching correction coefficients corresponding to braking time according to the driver information, the driving time information, the road condition information, the time information and the weather information respectively to obtain a second emotion coefficient, a second driving coefficient, a second road condition coefficient, a second time coefficient and a second weather coefficient;
acquiring weights corresponding to the second emotion coefficient, the second driving coefficient, the second road condition coefficient, the second time coefficient and the second weather coefficient respectively;
determining a braking time correction coefficient according to the second emotion coefficient, the second driving coefficient, the second road condition coefficient, the second time coefficient, the second weather coefficient and the corresponding weight;
and correcting the initial braking time according to the braking time correction coefficient to obtain the target braking time.
5. The collision risk early warning method according to claim 1, wherein after the initial braking time is corrected according to the driving information and the environment information to obtain a target braking time, the method further comprises:
obtaining a reaction time background correction coefficient and a braking time background correction coefficient;
correcting the target reaction time based on the reaction time background correction coefficient to obtain the adjusted target reaction time;
correcting the target braking time based on the braking time background correction coefficient to obtain the adjusted target braking time;
determining a target safe driving distance according to the adjusted target reaction time, the adjusted target braking time and the driving speed corresponding to the current vehicle;
and when the distance between the target obstacle and the current vehicle is detected to be less than or equal to the target safe driving distance, sending out an early warning prompt.
6. The collision risk early warning method according to claim 5, wherein before the obtaining the reaction time background correction factor and the braking time background correction factor, the method further comprises:
recording target driving information, target environment information and target video data under N emergency braking conditions, wherein N is more than or equal to 1;
analyzing the target video data, and determining actual reaction time and actual braking time under each emergency braking condition;
correcting the initial reaction time according to the target driving information and the target environment information to obtain estimated reaction time;
correcting the initial braking time according to the target driving information and the target environment information to obtain estimated braking time;
determining a reaction time background correction coefficient according to the actual reaction time and the estimated reaction time under the N emergency braking working conditions;
and determining a background correction coefficient of the braking time according to the actual braking time and the estimated braking time under the N emergency braking conditions.
7. The collision risk early warning method according to claims 1 to 6, wherein before the obtaining of the driving information corresponding to the current vehicle and the environmental information corresponding to the current time, the method further comprises:
recording the test reaction time and the test braking time corresponding to the current driver in the multiple test processes;
calculating an average value according to the test reaction time in the multiple test processes to obtain initial reaction time;
and calculating an average value according to the test braking time in the multiple test processes to obtain initial braking time.
8. The collision risk early warning method according to any one of claims 1 to 6, wherein before determining a safe driving distance according to the target reaction time, the target braking time, and the driving speed corresponding to the current vehicle, the method further comprises:
judging whether the target reaction time is greater than a preset reaction time threshold value or not, and judging whether the target braking time is greater than a preset braking time threshold value or not;
and when the target reaction time is less than or equal to the preset reaction time threshold and the target braking time is less than or equal to the preset braking time threshold, executing the step of determining the safe driving distance according to the target reaction time, the target braking time and the driving speed corresponding to the current vehicle.
9. A collision risk early warning apparatus, characterized in that the apparatus comprises: a memory, a processor, and a collision risk pre-warning program stored on the memory and executable on the processor, the collision risk pre-warning program configured to implement the collision risk pre-warning method according to any one of claims 1 to 8.
10. A storage medium having stored thereon a collision risk early warning program which, when executed by a processor, implements a collision risk early warning method according to any one of claims 1 to 8.
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