Vehicle side safety distance display method, device, equipment and storage medium

Abstract

The application discloses a vehicle-side safety distance display method and device, equipment and a storage medium, and relates to the technical field of vehicles. The vehicle-side safety distance display method comprises the following steps: obtaining an initial safety distance according to a current vehicle speed and a preset Volodarsky model; calculating a safety distance coefficient according to a current steering wheel angle, a current accelerator opening degree, a lane offset distance, a driver fatigue degree and road environment information to obtain a target safety distance coefficient; obtaining a target safety distance according to the initial safety distance and the target safety distance coefficient; and sending the target safety distance to a vehicle-side projection lamp so that the vehicle-side projection lamp displays the vehicle-side safety distance. The improved Volodarsky model is used to calculate a basic vehicle-side safety distance, the safety distance coefficient is combined to correct the basic vehicle-side safety distance to obtain a final vehicle-side safety distance, and the vehicle-side projection lamp is used to display the vehicle-side safety distance, so that the safety distance of the lateral side of the vehicle is displayed, and traffic accidents are avoided.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to methods, devices, equipment and storage media for displaying safe distances to the vehicle side. Background Technology

[0002] In our daily traffic scenarios, the driver's state, road and vehicle conditions, real-time driving status, and expectations all have a significant impact on traffic safety. Enabling other vehicles to better understand the driver's state, driving status, and driving intentions can better prevent traffic accidents. This includes monitoring the driver's state by combining a Driver Monitoring System (DMS) to determine attention level; monitoring the speed of the vehicle itself and surrounding vehicles using the Boryankov model and its improvements; and monitoring road conditions, recent driving habits, and real-time driving actions to assess the vehicle's driving status and expectations. Therefore, how to display a safe lateral distance for the vehicle in low-light environments to avoid traffic accidents has become a pressing issue. Summary of the Invention

[0003] The main objective of this application is to provide a method, device, equipment, and storage medium for displaying the side safety distance of a vehicle, aiming to solve the technical problem of how to display the side safety distance of the vehicle in low-light environments in order to avoid traffic accidents.

[0004] To achieve the above objectives, this application proposes a method for displaying vehicle side safety distance, the method comprising:

[0005] The initial safe distance is obtained based on the current vehicle speed and the preset Boryankov model;

[0006] The target safe distance coefficient is obtained by calculating the safe distance coefficient based on the current steering wheel angle, current throttle opening, lane departure distance, driver fatigue level, and road environment information.

[0007] The target safety distance is obtained based on the initial safety distance and the target safety distance coefficient;

[0008] The target safe distance is sent to the vehicle side projection light so that the vehicle side projection light displays the vehicle side safe distance.

[0009] In one embodiment, the step of calculating the safety distance coefficient based on the current steering wheel angle, current throttle opening, lane departure distance, driver fatigue level, and road environment information to obtain the target safety distance coefficient includes:

[0010] The driving action safety distance coefficient is determined based on the current steering wheel angle, current throttle opening, and preset driving action mapping relationship;

[0011] The offset safety distance coefficient is determined based on the mapping relationship between lane offset distance and preset offset distance;

[0012] The fatigue safety distance coefficient is determined based on the driver's fatigue level and the preset attention mapping relationship;

[0013] The road environment safety distance coefficient is determined based on road environment information and preset road environment mapping information;

[0014] The target safety distance coefficient is obtained based on the driving action safety distance coefficient, the deviation safety distance coefficient, the fatigue safety distance coefficient, and the road environment safety distance coefficient.

[0015] In one embodiment, before the step of determining the offset safety distance coefficient based on the lane offset distance and the preset offset distance mapping relationship, the method further includes:

[0016] Based on the image information outside the vehicle and the preset visual algorithm, image analysis is performed to obtain driving lighting conditions, driving road conditions and information about surrounding vehicles;

[0017] The lane departure distance is calculated based on the current curvature of the curve, the driving light conditions, the driving road surface conditions, and the surrounding vehicle information.

[0018] In one embodiment, before the step of determining the fatigue safety distance coefficient based on the driver's fatigue level and a preset attention mapping relationship, the method further includes:

[0019] The driver's condition is calculated based on in-vehicle image information and a preset deep learning algorithm.

[0020] The driver's fatigue level is determined based on the calculation results of the driver's condition.

[0021] In one embodiment, the step of obtaining the target safety distance based on the initial safety distance and the target safety distance coefficient includes:

[0022] The current danger level is obtained by comprehensively analyzing the current steering wheel angle, the current throttle opening, the lane departure distance, the driver's fatigue level, and the road environment information.

[0023] The weighted safety distance coefficient is obtained based on the current hazard level and the target safety distance coefficient;

[0024] The target safety distance is obtained based on the initial safety distance and the weighted safety distance coefficient.

[0025] In one embodiment, the step of obtaining the weighted safety distance coefficient based on the current hazard level and the target safety distance coefficient includes:

[0026] The corresponding current dynamic coefficient is obtained based on the current hazard level and the preset dynamic coefficient calculation method;

[0027] The weighted safety distance coefficient is obtained based on the target safety distance coefficient and the current dynamic coefficient.

[0028] In one embodiment, the step of obtaining the weighted safety distance coefficient based on the target safety distance coefficient and the current dynamic coefficient includes:

[0029] When the danger level corresponding to the target safety distance coefficient is the first danger level, the weighted safety distance coefficient is obtained according to the first weighted coefficient, the target safety distance coefficient, and the current dynamic coefficient.

[0030] When the danger level corresponding to the target safety distance coefficient is the second danger level, a weighted safety distance coefficient is obtained based on the second weighting coefficient, the target safety distance coefficient, and the current dynamic coefficient. The second danger level is greater than the first danger level, and the second weighting coefficient is greater than the first weighting coefficient.

[0031] Furthermore, to achieve the above objectives, this application also proposes a vehicle side safety distance display device, which includes:

[0032] The processing module is used to obtain the initial safe distance based on the current vehicle speed and the preset Boryankov model;

[0033] The processing module is also used to calculate the safety distance coefficient based on the current steering wheel angle, current throttle opening, lane departure distance, driver fatigue level and road environment information, and obtain the target safety distance coefficient.

[0034] The processing module is further configured to obtain the target safety distance based on the initial safety distance and the target safety distance coefficient;

[0035] The display module is used to send the target safe distance to the vehicle side projection light so that the vehicle side projection light can display the vehicle side safe distance.

[0036] In addition, to achieve the above objectives, this application also proposes a vehicle side safety distance display device, the device comprising: a memory, a processor, and a computer program stored in the memory and executable on the processor, the computer program being configured to implement the steps of the vehicle side safety distance display method as described above.

[0037] In addition, to achieve the above objectives, this application also proposes a storage medium, which is a computer-readable storage medium, on which a computer program is stored, and when the computer program is executed by a processor, it implements the steps of the vehicle side safety distance display method described above.

[0038] In addition, to achieve the above objectives, this application also provides a computer program product, which includes a computer program that, when executed by a processor, implements the steps of the vehicle side safety distance display method described above.

[0039] This application obtains an initial safe distance based on the current vehicle speed and a preset Boryakov model; calculates a safety distance coefficient based on the current steering wheel angle, current throttle opening, lane departure distance, driver fatigue level, and road environment information to obtain a target safety distance coefficient; obtains the target safety distance based on the initial safe distance and the target safety distance coefficient; and sends the target safety distance to the vehicle side projection lights so that the vehicle side projection lights can display the vehicle side safety distance. By calculating the basic vehicle side safety distance using an improved Boryakov model, and then correcting it with the safety distance coefficient, the final vehicle side safety distance is obtained and displayed through the vehicle side projection lights, thus achieving the goal of avoiding traffic accidents by displaying the vehicle's lateral safety distance. Attached Figure Description

[0040] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0041] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, for those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0042] Figure 1 This is a flowchart illustrating an embodiment of the vehicle side safety distance display method of this application.

[0043] Figure 2 This is a schematic diagram of the overall physical architecture of the vehicle side safety distance display method provided in Embodiment 1 of the present application;

[0044] Figure 3 This is a scatter plot of lateral safety distance provided for Embodiment 1 of the vehicle side safety distance display method of this application;

[0045] Figure 4 This is a statistical diagram illustrating the minimum safe distance distribution provided in Embodiment 1 of the vehicle side safe distance display method of this application;

[0046] Figure 5 A schematic diagram illustrating the effect of drowsiness level on reaction time in Embodiment 1 of the vehicle side safety distance display method of this application;

[0047] Figure 6 A schematic diagram illustrating the effect of fatigue level on reaction time in Embodiment 1 of the vehicle side safety distance display method of this application;

[0048] Figure 7 A schematic diagram illustrating the relationship between road conditions and traffic failure rate provided in Embodiment 1 of the vehicle-side safe distance display method of this application;

[0049] Figure 8 This is a flowchart illustrating Embodiment 2 of the vehicle side safety distance display method of this application.

[0050] Figure 9 A simplified flowchart illustrating the vehicle side safety distance display method provided in Embodiment 1 of this application;

[0051] Figure 10 This is a schematic diagram of the module structure of the vehicle side safety distance display device according to an embodiment of this application;

[0052] Figure 11 This is a schematic diagram of the device structure of the hardware operating environment involved in the vehicle side safety distance display method in the embodiments of this application.

[0053] The purpose, features, and advantages of this application will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0054] It should be understood that the specific embodiments described herein are merely illustrative of the technical solutions of this application and are not intended to limit this application.

[0055] To better understand the technical solution of this application, a detailed description will be provided below in conjunction with the accompanying drawings and specific implementation methods.

[0056] The main solution of this application embodiment is as follows: an initial safe distance is obtained based on the current vehicle speed and a preset Boryankov model; a safety distance coefficient is calculated based on the current steering wheel angle, current throttle opening, lane departure distance, driver fatigue level, and road environment information to obtain a target safe distance coefficient; a target safe distance is obtained based on the initial safe distance and the target safe distance coefficient; and the target safe distance is sent to the vehicle side projection light so that the vehicle side projection light displays the vehicle side safe distance.

[0057] In our daily traffic scenarios, the driver's state, road and vehicle conditions, real-time driving status, and expectations all have a significant impact on traffic safety. Enabling other vehicles to better understand the driver's state, driving status, and driving intentions can better prevent traffic accidents. This includes monitoring the driver's state by combining a Driver Monitoring System (DMS) to determine attention level; monitoring the speed of the vehicle itself and surrounding vehicles using the Boryankov model and its improvements; and monitoring road conditions, recent driving habits, and real-time driving actions to assess the vehicle's driving status and expectations. Therefore, how to display a safe lateral distance for the vehicle in low-light environments to avoid traffic accidents has become a pressing issue.

[0058] This application obtains an initial safe distance based on the current vehicle speed and a preset Boryakov model; calculates a safety distance coefficient based on the current steering wheel angle, current throttle opening, lane departure distance, driver fatigue level, and road environment information to obtain a target safety distance coefficient; obtains the target safety distance based on the initial safe distance and the target safety distance coefficient; and sends the target safety distance to the vehicle side projection lights so that the vehicle side projection lights can display the vehicle side safety distance. By calculating the basic vehicle side safety distance using an improved Boryakov model, and then correcting it with the safety distance coefficient, the final vehicle side safety distance is obtained and displayed through the vehicle side projection lights, thus achieving the goal of avoiding traffic accidents by displaying the vehicle's lateral safety distance.

[0059] It should be noted that the executing entity in this embodiment can be a computing service device with data processing, network communication, and program execution functions, such as a tablet computer, personal computer, or mobile phone, or a vehicle-side safety distance display device capable of performing the above functions. The following description uses a vehicle-side safety distance display device as the executing entity to illustrate this embodiment and the subsequent embodiments.

[0060] Based on this, the embodiments of this application provide a method for displaying the safe distance to the side of a vehicle, referring to... Figure 1 , Figure 1 This is a flowchart illustrating the first embodiment of the vehicle-side safe distance display method of this application.

[0061] In this embodiment, the vehicle side safety distance display method includes steps S10 to S40:

[0062] Step S10: Obtain the initial safe distance based on the current vehicle speed and the preset Boryankov model;

[0063] It should be noted that, as Figure 2As shown, the display system designed in this embodiment mainly includes a vehicle side projection light, a vehicle speed sensor, a steering wheel angle and accelerator pedal sensor, an in-vehicle camera, an external camera, and an on-board computing center. The vehicle side projection light projects a safety distance indicator light onto the side of the vehicle; the vehicle speed sensor acquires the vehicle speed, which can be used to generate a basic safety distance using a Boryankov model; the steering wheel angle and accelerator pedal sensor monitors real-time driving actions to derive driving expectations (direction, acceleration); the in-vehicle camera monitors the driver's state, adjusting the safety distance based on their mood and fatigue level; the external camera captures the road environment, monitoring lane information, road conditions, maximum offset distance relative to the lane center, and the motion information of other vehicles; the on-board computing center is responsible for weighted averaging of the various data points to calculate the final safety distance.

[0064] It is understandable that the current vehicle speed refers to the speed at which the vehicle is currently traveling, the preset Boryankov model refers to the improved Boryankov model, and the initial safe distance refers to the basic safe distance.

[0065] In practice, the vehicle speed is obtained by a vehicle speed sensor, the speed of other vehicles is obtained by an external camera, and then the basic safe distance to the side of the vehicle is calculated based on the improved Boryankov model.

[0066] It should be noted that the Boryankov model is primarily used to calculate the lateral safety distance between two vehicles or between a vehicle and a curb on a road. This model is based on the relationship between vehicle speed and various components of the road cross-section. The lateral safety distance for vehicles is:

[0067] x = 0.7 + 0.02(v1 + v2) * 3 / 4

[0068] d = 0.7 + 0.02v * 3 / 4

[0069] c = 0.4 + 0.02v * 3 / 4

[0070] Where x represents the lateral safety distance between the vehicle and oncoming vehicles, in meters (m); d represents the lateral safety distance between the vehicle and vehicles traveling in the same direction, in meters (m); c represents the lateral safety distance between the vehicle and the curb, in meters (m); v, v1, and v2 represent the vehicle speeds, in kilometers per hour (km / h). The width of the vehicle and the lateral safety distance constitute the width of a single lane. The lateral safety distance depends on the sway of the vehicle and the driver's psychological need for lateral safety distance, which is related to vehicle performance, speed, and traffic conditions.

[0071] Model Improvement: On trunk highways, 88.65% of the vehicles are small cars, while large vehicles account for a very small proportion, and the speeds of different vehicle types vary significantly. Severe mixing of vehicles with different speeds can significantly impact the overall traffic conditions of the road segment. To more accurately analyze the lateral distance distribution of vehicles on trunk highways, the Boryankov model needs to be revised. For example... Figure 3 As shown, Figure 3 This is a lateral distance distribution map of vehicles under operating conditions, used for fitting analysis to obtain the relationship between operating speed and lateral safe distance. Figure 3 The operating speed and lateral distance between vehicles are positively correlated. The lateral safety distance increases with the increase of the operating speed. When the speed approaches zero, the scatter plot curve will intersect the Y-axis at a certain point. This point is a limit value, which is the minimum lateral safety distance between vehicles when the vehicle speed infinitely approaches zero. Figure 4 As shown, Figure 4 The relevant lateral distances acquired when the vehicle is stationary are used to determine the relevant minimum lateral safety distance through cumulative frequency. Figure 4 It can be seen that 85% of the minimum lateral distances fluctuate within the range of 0.51 to 0.66 meters. The cumulative frequency curve slope for the minimum lateral distance shows a sudden change between 0.60 and 0.62 meters. Therefore, the average value of 0.61 meters is selected as the minimum lateral safety distance between vehicles traveling in the same direction. Similarly, the minimum lateral safety distance between a vehicle and the lane edge is taken as 0.32 meters. In summary, the minimum lateral safety distance between vehicles traveling in the same direction = 0.61 meters + 0.005v (where v is the vehicle speed in km / h); the minimum lateral safety distance between a vehicle and the lane edge = 0.32 meters + 0.005v (where v is the vehicle speed in km / h).

[0072] Step S20: Calculate the safety distance coefficient based on the current steering wheel angle, current throttle opening, lane departure distance, driver fatigue level, and road environment information to obtain the target safety distance coefficient;

[0073] Understandably, the current steering wheel angle refers to the current steering wheel angle, the current throttle opening refers to the current degree to which the accelerator pedal is pressed, the lane departure distance refers to the maximum distance the vehicle deviates from the center of the lane, the driver fatigue level refers to the driver's level of fatigue and drowsiness, the road environment information includes road wet environment, road rain and snow environment, and road icy environment, etc., and the target safety distance coefficient refers to the total safety distance coefficient.

[0074] In practice, multiple safety distance coefficients are calculated based on the current steering wheel angle, the degree to which the accelerator pedal is depressed, the maximum offset distance of the vehicle relative to the center of the lane, the driver's fatigue and drowsiness level, and road environment information. The total safety distance coefficient is then calculated by summing these multiple safety distance coefficients.

[0075] In one feasible implementation, step S20 may include steps A21 to A25:

[0076] Step A21: Determine the safe distance coefficient for driving actions based on the current steering wheel angle, current throttle opening, and preset driving action mapping relationship;

[0077] It should be noted that the preset driving action mapping relationship refers to the pre-set mapping relationship between throttle opening, steering wheel angle and corresponding safety distance amplification coefficient, while the driving action safety distance coefficient refers to the safety distance amplification coefficient corresponding to the driving action.

[0078] In practice, the corresponding safe distance amplification coefficient is obtained by looking up the mapping relationship between the current steering wheel angle and the current accelerator pedal being pressed, based on the current steering wheel angle and the degree to which the accelerator pedal is pressed. That is, the safe distance amplification coefficient corresponding to the driving action.

[0079] It should be noted that real-time driving action information (Category A factors): When the camera detects that the vehicle is driving in a fixed lane, the steering wheel angle and throttle opening are obtained through the steering wheel angle and accelerator pedal sensors to evaluate the driver's real-time driving actions. As shown in Table 1, the throttle opening, steering wheel angle and the corresponding safety spacing distance increase coefficient (SSIC) are shown.

[0080] Table 1:

[0081] throttle(%)\steering angle(drgree) 10-45 45-90 90+ 0-25 1.1 1.35 1.6 25-50 1.2 1.5 1.8 50+ 1.3 1.65 2

[0082] Step A22: Determine the offset safety distance coefficient based on the mapping relationship between lane offset distance and preset offset distance;

[0083] It is understandable that the preset offset distance mapping relationship refers to the pre-set mapping relationship between the maximum offset distance of the vehicle relative to the center of the lane and the corresponding safety distance expansion coefficient, and the offset safety distance coefficient refers to the safety distance expansion coefficient corresponding to the lane offset distance.

[0084] In practice, the corresponding safety distance amplification factor is obtained by looking up the maximum offset distance of the vehicle relative to the lane center through a pre-set mapping relationship between the maximum offset distance of the vehicle relative to the lane center and the corresponding safety distance amplification factor. That is, the safety distance amplification factor corresponding to the lane offset distance.

[0085] It should be noted that recent driving habits (Category B factor): The maximum deviation distance relative to the lane center is obtained through external cameras to analyze the driver's recent driving habits. When the camera detects the vehicle traveling in a fixed lane, the deviation distance is updated every 5 seconds. The SSIC corresponding to the maximum deviation distance relative to the lane center is: 25%-50%, 1.1; 50%-75%, 1.2; 75%+, 1.3.

[0086] In one feasible implementation, steps B221 to B222 may be included before step A22:

[0087] Step B221: Based on the external image information and the preset visual algorithm, perform image analysis to obtain driving lighting conditions, driving road conditions, and information about surrounding vehicles;

[0088] It is understandable that external image information refers to image information captured by external cameras, preset visual algorithms refer to pre-set visual algorithms for image processing, such as edge detection, feature matching, convolutional neural networks (CNN), driving light conditions refer to the intensity and quality of light in the environment in which the vehicle is located during driving, driving road conditions refer to the physical characteristics of the road on which the vehicle is driving, and surrounding vehicle information refers to the motion information of surrounding traffic participants.

[0089] In practice, the image information collected by the external camera is analyzed by a pre-set visual algorithm for image processing to obtain the intensity and quality of light in the environment in which the vehicle is located during driving, the physical characteristics of the road on which the vehicle is driving, and the motion information of surrounding traffic participants.

[0090] Step B222: Calculate the lane departure distance based on the current curve curvature, driving light conditions, road surface conditions, and surrounding vehicle information.

[0091] Understandably, the current curve curvature refers to the degree of curvature of the current curve.

[0092] In practice, the vehicle offset distance is calculated based on the curvature of the current curve, the intensity and quality of light in the environment in which the vehicle is located during driving, the physical characteristics of the road on which the vehicle is traveling, and the motion information of surrounding traffic participants, so as to obtain the maximum offset distance of the vehicle relative to the center of the lane.

[0093] It should be noted that the vehicle exterior camera in this embodiment can obtain driving light conditions and road conditions, acquire motion information of surrounding traffic participants, and monitor the curvature of curves in real time through visual algorithms. It can also obtain the maximum offset distance and average distance relative to the center of the lane by continuously monitoring the vehicle's position relative to the lane.

[0094] Step A23: Determine the fatigue safety distance coefficient based on the driver's fatigue level and the preset attention mapping relationship;

[0095] It is understandable that the preset attention mapping relationship refers to the mapping relationship between the driver's fatigue and drowsiness levels and the corresponding safe distance expansion coefficients, and the fatigue safe distance coefficient refers to the safe distance expansion coefficient corresponding to the driver's fatigue level.

[0096] In practice, the corresponding safe distance expansion coefficient is obtained by looking up the driver's fatigue and drowsiness level through a pre-set mapping relationship between the driver's fatigue and drowsiness level and the corresponding safe distance expansion coefficient. That is, the safe distance expansion coefficient corresponding to the driver's fatigue level.

[0097] It should be noted that driver attention status (Category C factor): Driver fatigue and drowsiness are monitored using an in-vehicle camera to analyze concentration levels. The impact of fatigued driving on reaction time is as follows: Figure 5 and Figure 6 As shown, by analyzing the table and graph, the SSIC can be obtained by dividing the reaction time under the corresponding fatigue / sleepiness level by the normal reaction time: sleepiness level 1 - 1.05; sleepiness level 2 - 1.14; fatigue level 1 - 1.11; fatigue level 2 - 1.19, where sleepiness level refers to the level of sleepiness and fatigue level refers to the level of fatigue.

[0098] In one feasible implementation, steps B231 to B232 may be included before step A23:

[0099] Step B231: Based on the in-vehicle image information and the preset deep learning algorithm, obtain the driver's condition calculation result;

[0100] It is understandable that in-vehicle image information refers to driver image information captured by in-vehicle cameras, and preset deep learning algorithm refers to a pre-set deep learning algorithm for in-vehicle image processing. The driver status calculation results include the driver's fatigue level, attention level, drowsiness, mood, health status, etc.

[0101] In practice, the driver's image information captured by the in-vehicle camera is processed by a pre-set deep learning algorithm for in-vehicle image processing to obtain the driver's fatigue level, attention level, drowsiness, mood, health status, etc.

[0102] Step B232: Determine the driver's fatigue level based on the calculation results of the driver's condition;

[0103] In practice, the driver's fatigue level and drowsiness level are determined by information such as fatigue level, attention level, drowsiness, mood, and health status.

[0104] Step A24: Determine the road environment safety distance coefficient based on road environment information and preset road environment mapping information;

[0105] It is understandable that the preset road environment mapping information refers to the mapping relationship between the pre-set road environment information and the corresponding safety distance expansion coefficient, and the road environment safety distance coefficient refers to the safety distance expansion coefficient corresponding to the road environment information.

[0106] In practice, the mapping relationship between road environment information and corresponding safety distance expansion coefficient is pre-set based on road environment information, i.e., the safety distance expansion coefficient corresponding to road environment information.

[0107] It should be noted that obtaining road environment information (Category D factor) involves monitoring road surface conditions using external vehicle cameras. The relationship between road surface conditions and traffic accident rates is as follows: Figure 7 As shown in the chart, the SSIC values ​​are determined as follows: Moisture – 1.1; Rain / Snow – 1.4; Ice – 1.7.

[0108] Step A25: Obtain the target safety distance coefficient based on the driving action safety distance coefficient, the deviation safety distance coefficient, the fatigue safety distance coefficient, and the road environment safety distance coefficient.

[0109] It is understandable that the total safe distance expansion coefficient is obtained by summing up the safe distance expansion coefficients corresponding to driving actions, lane departure distances, driver fatigue, road environment information, and road environment information.

[0110] Step S30: Obtain the target safety distance based on the initial safety distance and the target safety distance coefficient;

[0111] It is understandable that the target safe distance refers to the final safe distance to the side of the vehicle.

[0112] In practice, the basic safety distance and the total safety distance expansion factor are multiplied to calculate the final vehicle side safety distance.

[0113] Step S40: Send the target safe distance to the vehicle side projection light so that the vehicle side projection light displays the vehicle side safe distance.

[0114] Understandably, the final safe distance to the side of the vehicle is sent to the side projection lights, which then receive the corresponding data and light display signals and project the safe distance to both sides of the vehicle.

[0115] This embodiment obtains an initial safe distance based on the current vehicle speed and a preset Boryakov model; calculates a safety distance coefficient based on the current steering wheel angle, current throttle opening, lane departure distance, driver fatigue level, and road environment information to obtain a target safety distance coefficient; obtains the target safety distance based on the initial safe distance and the target safety distance coefficient; and sends the target safety distance to the vehicle side projection lights so that the vehicle side projection lights can display the vehicle side safety distance. By calculating the basic vehicle side safety distance using an improved Boryakov model, and then correcting it with the safety distance coefficient, the final vehicle side safety distance is obtained and displayed through the vehicle side projection lights. This achieves the goal of avoiding traffic accidents by displaying the vehicle's lateral safety distance.

[0116] Based on the first embodiment of this application, in the second embodiment of this application, the content that is the same as or similar to that in the first embodiment described above can be referred to the above description, and will not be repeated hereafter. Based on this, please refer to... Figure 8 The method for displaying safe distance to the vehicle side further includes steps S31 to S33 in step S30:

[0117] Step S31: Perform a comprehensive analysis of the current steering wheel angle, the current throttle opening, the lane departure distance, the driver's fatigue level, and the road environment information to obtain the current danger level;

[0118] Understandably, the current hazard levels include hazard level one and hazard level two.

[0119] In practice, the current steering wheel angle, the degree to which the accelerator pedal is pressed, the maximum offset distance of the vehicle relative to the center of the lane, the driver's fatigue and drowsiness level, and road environment information are comprehensively analyzed, and then the danger level corresponding to each safety distance expansion coefficient is determined based on the analysis results.

[0120] Step S32: Obtain the weighted safety distance coefficient based on the current hazard level and the target safety distance coefficient;

[0121] It is understandable that the weighted safety distance coefficient refers to the total safety distance expansion coefficient after weighted calculation.

[0122] In practice, different hazard levels correspond to different weighting coefficients. Then, based on the hazard level corresponding to each safety distance expansion coefficient, the corresponding weighting coefficient is determined. Finally, the total safety distance expansion coefficient is calculated by weighting the coefficients together with the total safety distance expansion coefficient.

[0123] In one feasible implementation, step S32 may include steps A321 to A322:

[0124] Step A321: Obtain the corresponding current dynamic coefficient based on the current hazard level and the preset dynamic coefficient calculation method;

[0125] It is understandable that the preset dynamic coefficient calculation method refers to the pre-set dynamic weighted average calculation method, and the current dynamic coefficient refers to the dynamic coefficient used for weighted calculation.

[0126] In practice, the dynamic coefficient is calculated as 1 + 0.1 * number of two factors for the hazard level. Then, by combining the hazard level corresponding to each safety distance expansion coefficient with the pre-set dynamic weighted average calculation method, the dynamic coefficient used for weighted calculation is obtained.

[0127] Step A322: Obtain the weighted safety distance coefficient based on the target safety distance coefficient and the current dynamic coefficient.

[0128] In practice, the total safety distance expansion factor and the dynamic coefficient used for weighted calculation are used to calculate the sum, and then the weighted safety distance expansion factor is obtained.

[0129] In one feasible implementation, step A322 may include steps B3221 to B3222:

[0130] Step B3221: When the danger level corresponding to the target safety distance coefficient is the first danger level, the weighted safety distance coefficient is obtained according to the first weighting coefficient, the target safety distance coefficient, and the current dynamic coefficient.

[0131] It is understood that the first hazard level refers to a hazard level of one, and the first weighting coefficient refers to the weighting coefficient corresponding to a hazard level of one. In this embodiment, 10% is used as an example.

[0132] In practice, when the hazard level corresponding to the target safety distance coefficient is level one, a weighted coefficient of 10% is used, and then the total safety distance expansion coefficient and the dynamic coefficient used for weighted calculation are combined to calculate the sum, thereby obtaining the weighted safety distance expansion coefficient.

[0133] Step B3222: When the danger level corresponding to the target safety distance coefficient is the second danger level, a weighted safety distance coefficient is obtained based on the second weighting coefficient, the target safety distance coefficient, and the current dynamic coefficient. The second danger level is greater than the first danger level, and the second weighting coefficient is greater than the first weighting coefficient.

[0134] It is understood that the first hazard level refers to a hazard level of two, and the second weighting coefficient refers to the weighting coefficient corresponding to a hazard level of two. In this embodiment, 25% is used as an example.

[0135] In practice, when the hazard level corresponding to the target safety distance coefficient is level two, the weighted coefficient of 25% is used as the basis for the sum calculation, which is then combined with the total safety distance expansion coefficient and the dynamic coefficient used for weighted calculation, to obtain the weighted safety distance expansion coefficient.

[0136] Step S33: Obtain the target safety distance based on the initial safety distance and the weighted safety distance coefficient.

[0137] It is understandable that the final vehicle-side safety distance is calculated by multiplying the basic safety distance and the total safety distance expansion factor.

[0138] It should be noted that, in order to obtain the final vehicle side safety distance: the on-board computing center comprehensively analyzes information from various aspects of the system, dynamically weights and averages it, calculates the total SSIC and the minimum lateral safety distance, and then calculates the final vehicle side safety distances for the left and right sides respectively, updates them in real time, and displays them through projection lights. Among them, the dynamic weighting method—dynamic weighted average based on hazard level: (1) Hazard level one (weight 10%); (2) Hazard level two (weight 25%); (3) Dynamic coefficient = 1 + 0.1 * number of factors in hazard level two; (4) When all four factors are hazard level one, the total SSIC = dynamic coefficient (=1) * 0.6 + Class A SSIC * 0.1 + Class B SSIC * 0.1 + Class C SSIC * 0.1 + Class D SSIC * 0.1; (5) When all four factors are hazard level two, the total SSIC = Class A SSIC * 0.25 + Class B SSIC * 0.25 + Class C SSIC * 0.25 + Class D SSIC * 0.25; and so on, the weight of the dynamic coefficient varies from 0 to 0.6 according to the hazard level of the four factors. (6) The final safe distance between the left and right sides of the vehicle = the minimum lateral safe distance value between the left and right sides (determined by the left and right side cameras whether it is the distance between vehicles traveling in the same direction or the distance between the vehicle and the edge of the lane) * total SSIC.

[0139] This embodiment comprehensively analyzes the current steering wheel angle, current throttle opening, lane departure distance, driver fatigue level, and road environment information to obtain the current hazard level; a weighted safety distance coefficient is obtained based on the current hazard level and the target safety distance coefficient; and the target safety distance is obtained based on the initial safety distance and the weighted safety distance coefficient. By adjusting the safety distance coefficient based on the hazard level to obtain the total safety distance coefficient, and then combining it with the initial safety distance for calculation, the final safety distance is obtained, thus improving the accuracy of safety distance calculation.

[0140] For example, to help understand the implementation process of the vehicle side safety distance display method obtained by combining this embodiment with the above embodiment one, please refer to... Figure 9 , Figure 9 A simplified flowchart of a method for displaying vehicle-side safe distance is provided. Specifically, this embodiment provides vehicle-side safe distance display in low-light environments, offering decision-making information to other road users in various traffic scenarios. It mainly includes a vehicle-side projection light, a vehicle speed sensor, a steering wheel angle and accelerator pedal sensor, an in-vehicle camera, an external camera, and an onboard computing center. The vehicle-side projection light projects a safe distance indicator; the vehicle speed sensor acquires vehicle speed, which can be used to generate a basic safe distance using a Boryankov model; the steering wheel angle and accelerator pedal sensor monitors real-time driving actions to derive driving expectations (direction, acceleration); the in-vehicle camera monitors the driver's state, adjusting the safe distance based on their mood and fatigue level; the external camera captures road environment data, monitoring lane information, road surface conditions, maximum offset distance relative to the lane center, and the motion information of other vehicles; the onboard computing center is responsible for weighted averaging of the various data points to calculate the final safe distance.

[0141] It should be noted that the above examples are only for understanding this application and do not constitute a limitation on the vehicle side safety distance display method of this application. Any simple modifications based on this technical concept are within the protection scope of this application.

[0142] This application also provides a vehicle side safety distance display device, please refer to... Figure 10 The vehicle-side safe distance display device includes:

[0143] Processing module 10 is used to obtain the initial safe distance based on the current vehicle speed and the preset Boryankov model;

[0144] The processing module 10 is also used to calculate the safety distance coefficient based on the current steering wheel angle, current throttle opening, lane departure distance, driver fatigue level and road environment information, and obtain the target safety distance coefficient;

[0145] The processing module 10 is further configured to obtain the target safety distance based on the initial safety distance and the target safety distance coefficient;

[0146] Display module 20 is used to send the target safe distance to the vehicle side projection light so that the vehicle side projection light can display the vehicle side safe distance.

[0147] Optionally, the processing module 10 is further configured to:

[0148] The driving action safety distance coefficient is determined based on the current steering wheel angle, current throttle opening, and preset driving action mapping relationship;

[0149] The offset safety distance coefficient is determined based on the mapping relationship between lane offset distance and preset offset distance;

[0150] The fatigue safety distance coefficient is determined based on the driver's fatigue level and the preset attention mapping relationship;

[0151] The road environment safety distance coefficient is determined based on road environment information and preset road environment mapping information;

[0152] The target safety distance coefficient is obtained based on the driving action safety distance coefficient, the deviation safety distance coefficient, the fatigue safety distance coefficient, and the road environment safety distance coefficient.

[0153] Optionally, the processing module 10 is further configured to:

[0154] Based on the image information outside the vehicle and the preset visual algorithm, image analysis is performed to obtain driving lighting conditions, driving road conditions and information about surrounding vehicles;

[0155] The lane departure distance is calculated based on the current curvature of the curve, the driving light conditions, the driving road surface conditions, and the surrounding vehicle information.

[0156] Optionally, the processing module 10 is further configured to:

[0157] The driver's condition is calculated based on in-vehicle image information and a preset deep learning algorithm.

[0158] The driver's fatigue level is determined based on the calculation results of the driver's condition.

[0159] Optionally, the processing module 10 is further configured to:

[0160] The current danger level is obtained by comprehensively analyzing the current steering wheel angle, the current throttle opening, the lane departure distance, the driver's fatigue level, and the road environment information.

[0161] The weighted safety distance coefficient is obtained based on the current hazard level and the target safety distance coefficient;

[0162] The target safety distance is obtained based on the initial safety distance and the weighted safety distance coefficient.

[0163] Optionally, the processing module 10 is further configured to:

[0164] The corresponding current dynamic coefficient is obtained based on the current hazard level and the preset dynamic coefficient calculation method;

[0165] The weighted safety distance coefficient is obtained based on the target safety distance coefficient and the current dynamic coefficient.

[0166] Optionally, the processing module 10 is further configured to:

[0167] When the danger level corresponding to the target safety distance coefficient is the first danger level, the weighted safety distance coefficient is obtained according to the first weighted coefficient, the target safety distance coefficient, and the current dynamic coefficient.

[0168] When the danger level corresponding to the target safety distance coefficient is the second danger level, a weighted safety distance coefficient is obtained based on the second weighting coefficient, the target safety distance coefficient, and the current dynamic coefficient. The second danger level is greater than the first danger level, and the second weighting coefficient is greater than the first weighting coefficient.

[0169] The vehicle side safety distance display device provided in this application, employing the vehicle side safety distance display method in the above embodiments, can solve the technical problem of how to display the lateral safety distance of the vehicle in low-light environments to avoid traffic accidents. Compared with the prior art, the beneficial effects of the vehicle side safety distance display device provided in this application are the same as those of the vehicle side safety distance display method provided in the above embodiments, and other technical features in the vehicle side safety distance display device are the same as those disclosed in the methods of the above embodiments, and will not be repeated here.

[0170] This application provides a vehicle side safety distance display device, which includes: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor, and the instructions are executed by the at least one processor to enable the at least one processor to perform the vehicle side safety distance display method in the first embodiment described above.

[0171] The following is for reference. Figure 11This document illustrates a structural schematic diagram of a vehicle-side safety distance display device suitable for implementing embodiments of this application. The vehicle-side safety distance display device in this application embodiment may include, but is not limited to, mobile terminals such as mobile phones, laptops, digital radio receivers, PDAs (Personal Digital Assistants), PADs (Portable Application Description), PMPs (Portable Media Players), in-vehicle terminals (e.g., in-vehicle navigation terminals), and fixed terminals such as digital TVs and desktop computers. Figure 11 The vehicle-side safety distance display device shown is merely an example and should not impose any limitations on the functionality and scope of use of the embodiments of this application.

[0172] like Figure 11 As shown, the vehicle side safety distance display device may include a processing unit 1001 (e.g., a central processing unit, a graphics processor, etc.), which can perform various appropriate actions and processes according to a program stored in a read-only memory (ROM) 1002 or a program loaded from a storage device 1003 into a random access memory (RAM) 1004. The RAM 1004 also stores various programs and data required for the operation of the vehicle side safety distance display device. The processing unit 1001, ROM 1002, and RAM 1004 are interconnected via a bus 1005. An input / output (I / O) interface 1006 is also connected to the bus. Typically, the following systems can be connected to I / O interface 1006: input devices 1007 including, for example, touchscreens, touchpads, keyboards, mice, image sensors, microphones, accelerometers, gyroscopes, etc.; output devices 1008 including, for example, liquid crystal displays (LCDs), speakers, vibrators, etc.; storage devices 1003 including, for example, magnetic tapes, hard disks, etc.; and communication devices 1009. Communication device 1009 allows the vehicle side safety distance display device to communicate wirelessly or wiredly with other devices to exchange data. Although the figure shows a vehicle side safety distance display device with various systems, it should be understood that it is not required to implement or possess all the systems shown. More or fewer systems may be implemented alternatively.

[0173] Specifically, according to the embodiments disclosed in this application, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, embodiments disclosed in this application include a computer program product comprising a computer program carried on a computer-readable medium, the computer program containing program code for performing the methods shown in the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network via a communication device, or installed from storage device 1003, or installed from ROM 1002. When the computer program is executed by processing device 1001, it performs the functions defined in the methods of the embodiments disclosed in this application.

[0174] The vehicle side safety distance display device provided in this application, employing the vehicle side safety distance display method in the above embodiments, can solve the technical problem of how to display the lateral safety distance of the vehicle in low-light environments to avoid traffic accidents. Compared with the prior art, the beneficial effects of the vehicle side safety distance display device provided in this application are the same as those of the vehicle side safety distance display method provided in the above embodiments, and other technical features in this vehicle side safety distance display device are the same as those disclosed in the previous embodiment method, and will not be repeated here.

[0175] It should be understood that the various parts disclosed in this application can be implemented using hardware, software, firmware, or a combination thereof. In the description of the above embodiments, specific features, structures, materials, or characteristics can be combined in any suitable manner in one or more embodiments or examples.

[0176] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

[0177] This application provides a computer-readable storage medium having computer-readable program instructions (i.e., a computer program) stored thereon, the computer-readable program instructions being used to execute the vehicle side safety distance display method in the above embodiments.

[0178] The computer-readable storage medium provided in this application may be, for example, a USB flash drive, but is not limited to, electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems, devices, or any combination thereof. More specific examples of computer-readable storage media may include, but are not limited to: electrical connections having one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof. In this embodiment, the computer-readable storage medium may be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, system, or device. The program code contained on the computer-readable storage medium may be transmitted using any suitable medium, including but not limited to: wires, optical cables, RF (Radio Frequency), etc., or any suitable combination thereof.

[0179] The aforementioned computer-readable storage medium may be included in the vehicle side safety distance display device; or it may exist independently and not be installed in the vehicle side safety distance display device.

[0180] The aforementioned computer-readable storage medium carries one or more programs. When the aforementioned one or more programs are executed by the vehicle-side safety distance display device, the vehicle-side safety distance display device causes the following to occur: obtain an initial safety distance based on the current vehicle speed and a preset Boryankov model; calculate a safety distance coefficient based on the current steering wheel angle, current throttle opening, lane departure distance, driver fatigue level, and road environment information, and obtain a target safety distance coefficient; obtain a target safety distance based on the initial safety distance and the target safety distance coefficient; and send the target safety distance to the vehicle-side projection light, so that the vehicle-side projection light displays the vehicle-side safety distance.

[0181] Computer program code for performing the operations of this application can be written in one or more programming languages ​​or a combination thereof, including object-oriented programming languages ​​such as Java, Smalltalk, and C++, and conventional procedural programming languages ​​such as the "C" language or similar programming languages. The program code can be executed entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving remote computers, the remote computer can be connected to the user's computer via any type of network—including a Local Area Network (LAN) or a Wide Area Network (WAN)—or can be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0182] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of this application. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code containing one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions indicated in the blocks may occur in a different order than those indicated in the drawings. For example, two consecutively indicated blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, can be implemented using a dedicated hardware-based system that performs the specified function or operation, or using a combination of dedicated hardware and computer instructions.

[0183] The modules described in the embodiments of this application can be implemented in software or hardware. The names of the modules do not necessarily limit the functionality of the unit itself.

[0184] The readable storage medium provided in this application is a computer-readable storage medium that stores computer-readable program instructions (i.e., a computer program) for executing the above-described vehicle side safety distance display method. This solves the technical problem of how to avoid traffic accidents by displaying the vehicle's lateral safety distance in low-light environments. Compared with the prior art, the beneficial effects of the computer-readable storage medium provided in this application are the same as those of the vehicle side safety distance display method provided in the above embodiments, and will not be repeated here.

[0185] This application also provides a computer program product, including a computer program that, when executed by a processor, implements the steps of the vehicle side safety distance display method described above.

[0186] The computer program product provided in this application solves the technical problem of how to avoid traffic accidents by displaying the safe lateral distance of a vehicle in low-light environments. Compared with the prior art, the beneficial effects of the computer program product provided in this application are the same as those of the vehicle side safety distance display method provided in the above embodiments, and will not be repeated here.

[0187] The above description is only a part of the embodiments of this application and does not limit the patent scope of this application. All equivalent structural transformations made under the technical concept of this application and using the contents of the specification and drawings of this application, or direct / indirect applications in other related technical fields, are included in the patent protection scope of this application.

Claims

1. A method for displaying safe distance to the side of a vehicle, characterized in that, The method for displaying the safe distance to the vehicle side includes: The initial safe distance is obtained based on the current vehicle speed and the preset Boryankov model; The target safe distance coefficient is obtained by calculating the safe distance coefficient based on the current steering wheel angle, current throttle opening, lane departure distance, driver fatigue level, and road environment information. The target safety distance is obtained based on the initial safety distance and the target safety distance coefficient; The target safe distance is sent to the vehicle side projection light so that the vehicle side projection light displays the vehicle side safe distance.

2. The method as described in claim 1, characterized in that, The step of calculating the safety distance coefficient based on the current steering wheel angle, current throttle opening, lane departure distance, driver fatigue level, and road environment information to obtain the target safety distance coefficient includes: The driving action safety distance coefficient is determined based on the current steering wheel angle, current throttle opening, and preset driving action mapping relationship; The offset safety distance coefficient is determined based on the mapping relationship between lane offset distance and preset offset distance; The fatigue safety distance coefficient is determined based on the driver's fatigue level and the preset attention mapping relationship; The road environment safety distance coefficient is determined based on road environment information and preset road environment mapping information; The target safety distance coefficient is obtained based on the driving action safety distance coefficient, the deviation safety distance coefficient, the fatigue safety distance coefficient, and the road environment safety distance coefficient.

3. The method as described in claim 2, characterized in that, Before the step of determining the offset safety distance coefficient based on the lane offset distance and the preset offset distance mapping relationship, the method further includes: Based on the image information outside the vehicle and the preset visual algorithm, image analysis is performed to obtain driving lighting conditions, driving road conditions and information about surrounding vehicles; The lane departure distance is calculated based on the current curvature of the curve, the driving light conditions, the driving road surface conditions, and the surrounding vehicle information.

4. The method as described in claim 2, characterized in that, Before the step of determining the fatigue safety distance coefficient based on the driver's fatigue level and a preset attention mapping relationship, the method further includes: The driver's condition is calculated based on in-vehicle image information and a preset deep learning algorithm. The driver's fatigue level is determined based on the calculation results of the driver's condition.

5. The method as described in claim 1, characterized in that, The step of obtaining the target safety distance based on the initial safety distance and the target safety distance coefficient includes: The current danger level is obtained by comprehensively analyzing the current steering wheel angle, the current throttle opening, the lane departure distance, the driver's fatigue level, and the road environment information. The weighted safety distance coefficient is obtained based on the current hazard level and the target safety distance coefficient; The target safety distance is obtained based on the initial safety distance and the weighted safety distance coefficient.

6. The method as described in claim 5, characterized in that, The step of obtaining the weighted safety distance coefficient based on the current hazard level and the target safety distance coefficient includes: The corresponding current dynamic coefficient is obtained based on the current hazard level and the preset dynamic coefficient calculation method; The weighted safety distance coefficient is obtained based on the target safety distance coefficient and the current dynamic coefficient.

7. The method as described in claim 6, characterized in that, The step of obtaining the weighted safety distance coefficient based on the target safety distance coefficient and the current dynamic coefficient includes: When the danger level corresponding to the target safety distance coefficient is the first danger level, the weighted safety distance coefficient is obtained according to the first weighted coefficient, the target safety distance coefficient, and the current dynamic coefficient. When the danger level corresponding to the target safety distance coefficient is the second danger level, a weighted safety distance coefficient is obtained based on the second weighting coefficient, the target safety distance coefficient, and the current dynamic coefficient. The second danger level is greater than the first danger level, and the second weighting coefficient is greater than the first weighting coefficient.

8. A vehicle side safety distance display device, characterized in that, The device includes: The processing module is used to obtain the initial safe distance based on the current vehicle speed and the preset Boryankov model; The processing module is also used to calculate the safety distance coefficient based on the current steering wheel angle, current throttle opening, lane departure distance, driver fatigue level and road environment information, and obtain the target safety distance coefficient. The processing module is further configured to obtain the target safety distance based on the initial safety distance and the target safety distance coefficient; The display module is used to send the target safe distance to the vehicle side projection light so that the vehicle side projection light can display the vehicle side safe distance.

9. A vehicle side safety distance display device, characterized in that, The device includes: a memory, a processor, and a computer program stored in the memory and executable on the processor, the computer program being configured to implement the steps of the vehicle side safety distance display method as described in any one of claims 1 to 7.

10. A storage medium, characterized in that, The storage medium is a computer-readable storage medium, and a computer program is stored on the storage medium. When the computer program is executed by a processor, it implements the steps of the vehicle side safety distance display method as described in any one of claims 1 to 7.

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