Automobile safety integrity level evaluation method, device, equipment and medium

Abstract

The invention discloses an automobile safety integrity level evaluation method, device, equipment and medium, the automobile safety integrity level evaluation method comprises the following steps: obtaining driving data in a target driving scene, the driving data comprising motion state data of a front automobile and a rear automobile when a fault event occurs; determining the maximum perceptual hazard time of the driver of the rear vehicle under the condition that the front vehicle and the rear vehicle reach the target critical collision condition by using the driving data; determining a controllability level corresponding to the target driving scene by using the maximum perceptual hazard time of the driver of the rear vehicle; and evaluating an automobile safety integrity level corresponding to the target driving scene by using the controllability level, the severity level and the exposure level corresponding to the target driving scene. Through the above mode, the accuracy of evaluating the automobile safety integrity level can be improved.

Description

Technical Field

[0001] The present application relates to the field of automobile safety technology, and in particular to an evaluation method, device, equipment and medium for automobile safety integrity level. Background Art

[0002] With the rapid development of intelligent connected vehicles and autonomous vehicles, the complexity and integration of vehicle systems are becoming increasingly higher, and the safety risks and vehicle hazards caused by functional failures are also increasing. With the promulgation of ISO26262, functional safety has become an industry consensus, among which the functional safety design of the drive and braking systems is crucial to the safety of the entire vehicle. HARA (Hazard Analysis and Risk Assessment) is an important part of the development of the functional safety concept stage, and the evaluation of ASIL (Automotive Safety Integrity Level) is the key to HARA, and the automotive safety integrity level is determined by three factors: exposure (Exposure, referred to as E), severity (Severity, referred to as S) and controllability (Controllability, referred to as C).

[0003] At present, qualitative analysis is usually performed based on expert experience according to the severity and controllability level assessment rules in ISO26262 to determine the severity level and controllability level. Based on the scene exposure level provided by authoritative documents such as ISO26262 or VDA702, the exposure level of the target driving scene is determined, and then the vehicle safety integrity level is evaluated by combining the determined severity level, controllability level and exposure level. However, this qualitative analysis method is subjective to a certain extent and relies on the knowledge and experience of the assessment subject, so the assessment results are not very convincing.

[0004] Therefore, how to objectively and accurately evaluate the safety integrity level of automobiles has become a technical problem that needs to be solved urgently. Summary of the invention

[0005] The main technical problem solved by the present application is to provide a method, device, equipment and medium for evaluating the safety integrity level of an automobile, which can improve the accuracy of the evaluated safety integrity level of the automobile.

[0006] In order to solve the above technical problems, a technical solution adopted in the present application is: to provide a method for evaluating the safety integrity level of a vehicle, the method comprising: obtaining driving data under a target driving scenario, the driving data including the motion state data of the front vehicle and the rear vehicle when a fault event occurs; using the driving data under the target driving scenario, determining the maximum perceived hazard time of the driver of the rear vehicle when the front vehicle and the rear vehicle reach the target critical collision condition; using the maximum perceived hazard time of the driver of the rear vehicle, determining the controllability level corresponding to the target driving scenario; using the controllability level, severity level and exposure level corresponding to the target driving scenario, evaluating the vehicle safety integrity level corresponding to the target driving scenario.

[0007] Optionally, the driving data under the target driving scenario is used to determine the maximum perceived hazard time of the driver of the rear vehicle when the front vehicle and the rear vehicle reach a target critical collision condition, including: using the driving data under the target driving scenario to determine a first target time; wherein the first target time is the time from the occurrence of a fault event to the start of the rear vehicle responding to the braking operation of the driver of the rear vehicle when the front vehicle and the rear vehicle reach the target critical collision condition; subtracting the preset time from the first target time to obtain the maximum perceived hazard time of the driver of the rear vehicle.

[0008] Optionally, the target critical collision condition includes a first critical collision condition and a second critical collision condition; wherein the first critical collision condition is that the relative collision speed between the rear vehicle and the front vehicle is a preset value, and the second critical collision condition is that the relative distance between the rear vehicle and the front vehicle is a preset value; using the driving data under the target driving scenario, determining the first target time, including: constructing a target binary equation group using the driving data under the target driving scenario; wherein the target binary equation group includes an expression that satisfies the first critical collision condition and an expression that satisfies the second critical collision condition, the target binary equation group uses the first target time and the second target time as unknown variables, and the second target time is the time required from the occurrence of the fault event to the time when the front vehicle and the rear vehicle meet the first critical collision condition and the second critical collision condition; solving the target binary equation group to obtain a solution result for the first target time.

[0009] Optionally, a target binary equation group is constructed using driving data under a target driving scenario, including: using the driving data under the target driving scenario, determining a first estimated time for a first target vehicle to reach a preset constraint speed; wherein the first target vehicle includes at least one of a front vehicle and a rear vehicle, the preset constraint speed includes at least one of a preset minimum speed and a maximum design speed, and the first estimated time includes at least one of a first time for the first target vehicle to decelerate from an initial speed when a fault event occurs to a preset minimum speed, and a second time for the first target vehicle to accelerate from the initial speed when the fault event occurs to a maximum design speed; selecting a preset size relationship from a plurality of preset size relationships under the target driving scenario as a first size relationship; wherein the preset size relationship is a size relationship between the target time and the first estimated time, and the target The time includes at least one of a first target time and a second target time; constructing a target binary equation group corresponding to the case where the target time meets the first size relationship; solving the target binary equation group to obtain a solution result for the first target time, including: solving the target binary equation group to obtain estimated results corresponding to the first target time and the second target time respectively; judging whether the estimated result corresponding to the target time meets the first size relationship; in response to the estimated result corresponding to the target time not meeting the first size relationship, selecting a new first size relationship from a number of preset size relationships, and re-executing the construction of the target binary equation group meeting the first size relationship and its subsequent steps; in response to the estimated result corresponding to the target time meeting the first size relationship, using the estimated result corresponding to the first target time as the solution result for the first target time.

[0010] Optionally, the target driving scenario is one of the front vehicle decelerating and the rear vehicle accelerating, the front vehicle decelerating and the rear vehicle moving at a constant speed, the front vehicle decelerating and the rear vehicle decelerating, the front vehicle moving at a constant speed and the rear vehicle accelerating, and the front vehicle accelerating and the rear vehicle accelerating; when the target driving scenario is the front vehicle decelerating and the rear vehicle accelerating, the first estimated time includes the first time of the front vehicle and the second time of the rear vehicle, and the plurality of preset size relationships include the following size relationships: the first time of the front vehicle is less than the second time of the rear vehicle, and the second target time is less than the first time of the front vehicle, or the first time of the front vehicle is greater than the second time of the rear vehicle, and the second target time is less than the second time of the rear vehicle; the first time of the front vehicle is less than the second time of the rear vehicle, the first target time is less than the second time of the rear vehicle, and the second target time is greater than the first time of the front vehicle, or the first time of the front vehicle is greater than the second time of the rear vehicle, the first target time is less than the second time of the rear vehicle, and the second target time is greater than the first time of the front vehicle; the first time of the front vehicle is less than the second time of the rear vehicle , and the first target time is greater than the second time of the rear vehicle, or the first time of the front vehicle is greater than the second time of the rear vehicle, the first target time is greater than the second time of the rear vehicle, and the second target time is greater than the first time of the front vehicle; the first time of the front vehicle is greater than the second time of the rear vehicle, the first target time is greater than the second time of the rear vehicle, and the second target time is less than the first time of the front vehicle; when the target driving scenario is that the front vehicle decelerates and the rear vehicle has a constant speed, or the front vehicle decelerates and the rear vehicle decelerates, the first estimated time includes the first time of the front vehicle, and the plurality of preset size relationships include the following size relationships: the second target time is less than the first time of the front vehicle; the second target time is greater than the first time of the front vehicle; when the target driving scenario is that the front vehicle has a constant speed and the rear vehicle accelerates, or the front vehicle accelerates and the rear vehicle accelerates, the first estimated time includes the second time of the rear vehicle, and the plurality of preset size relationships include the following size relationships: the first target time is less than the second time of the rear vehicle; the first target time is greater than the second time of the rear vehicle.

[0011] Optionally, the preset time is the sum of a first preset time, a second preset time, a third preset time and a fourth preset time; wherein the first preset time is the time from when the driver of the rear vehicle perceives the hazard to when he makes a decision, the second preset time is the time from when the driver of the rear vehicle makes a decision to when he starts to perform the braking operation, the third preset time is the time from when the driver of the rear vehicle starts to perform the braking operation to when he completes the braking operation, and the fourth preset time is the time from when the driver of the rear vehicle completes the braking operation to when the rear vehicle starts to respond to the braking operation; and / or, the rear vehicle responds to the braking operation with the maximum deceleration provided by the road surface.

[0012] Optionally, the maximum perceived hazard time of the driver of the following vehicle is used to determine the controllability level corresponding to the target driving scenario, including: using the maximum perceived hazard time of the driver of the following vehicle to determine the fault controllability probability corresponding to the target driving scenario; at least using the fault controllability probability corresponding to the target driving scenario to determine the controllability level corresponding to the target driving scenario.

[0013] Optionally, the maximum perceived hazard time of the rear vehicle driver is used to determine the controllable probability of the fault corresponding to the target driving scenario, including: using the maximum perceived hazard time of the rear vehicle driver and a first mapping relationship to determine the perceived hazard probability of the rear vehicle driver corresponding to the maximum perceived hazard time of the rear vehicle driver; wherein the first mapping relationship is a mapping relationship between the time when the rear vehicle driver perceives the hazard and the probability that the rear vehicle driver perceives the hazard; and taking the product of the perceived hazard probability of the rear vehicle driver and a preset probability as the controllable probability of the fault corresponding to the target driving scenario.

[0014] Optionally, the preset probability is the product of a first preset probability, a second preset probability and a third preset probability; wherein the first preset probability is the probability that the driver of the rear vehicle makes a correct decision, the second preset probability is the probability that the driver of the rear vehicle completes the braking operation, and the third preset probability is the probability that the rear vehicle is controlled.

[0015] Optionally, at least the controllable probability of the fault corresponding to the target driving scenario is used to determine the controllability level corresponding to the target driving scenario, including: judging whether the severity level corresponding to the target driving scenario is the lowest severity level; in response to the severity level corresponding to the target driving scenario being the lowest severity level, determining the controllability level corresponding to the target driving scenario as the lowest controllability level; in response to the severity level corresponding to the target driving scenario not being the lowest severity level, determining the controllability level corresponding to the target driving scenario based on the controllable probability of the fault corresponding to the target driving scenario and a second mapping relationship; wherein the second mapping relationship is a mapping relationship between the controllable probability of the fault and the controllability level.

[0016] Optionally, the step of determining the severity level corresponding to the target driving scenario includes: using driving data under the target driving scenario to determine a second estimated time for the second target vehicle to reach a preset constraint speed; wherein the second target vehicle includes at least one of a front vehicle and a rear vehicle, the preset constraint speed includes at least one of a preset minimum speed and a maximum design speed, and the second estimated time includes at least one of a first time for the second target vehicle to decelerate to a preset minimum speed from the occurrence of a fault event and a second time for the second target vehicle to accelerate to a maximum design speed from the occurrence of the fault event; determining a second size relationship between the collision time and the second estimated time; wherein the collision time is the time required for the rear vehicle to collide with the front vehicle; determining the relative collision speed between the rear vehicle and the front vehicle when the collision time meets the second size relationship; using the relative collision speed between the rear vehicle and the front vehicle, determine the severity level corresponding to the target driving scenario.

[0017] Optionally, determining a second size relationship between the collision time and the second estimated time includes: determining a first driving distance of the front vehicle and a second driving distance of the rear vehicle at the second estimated time; determining a distance difference between the second driving distance and the first driving distance; and determining the second size relationship using the distance difference.

[0018] Optionally, the target driving scenario is one of the front vehicle decelerating and the rear vehicle accelerating, the front vehicle decelerating and the rear vehicle moving at a constant speed, the front vehicle decelerating and the rear vehicle decelerating, the front vehicle moving at a constant speed and the rear vehicle accelerating, and the front vehicle accelerating and the rear vehicle accelerating; in the case where the target driving scenario is the front vehicle decelerating and the rear vehicle accelerating, the second estimated time includes the first time of the front vehicle and the second time of the rear vehicle, and the second size relationship includes one of the following size relationships: the collision time is less than the smaller value of the first time of the front vehicle and the second time of the rear vehicle; the collision time is greater than the first time of the front vehicle and less than the second time of the rear vehicle; the collision time is greater than the second time of the rear vehicle and less than the first time of the front vehicle; the collision time is greater than the larger value of the first time of the front vehicle and the second time of the rear vehicle; in the case where the target driving scenario is the front vehicle decelerating and the rear vehicle moving at a constant speed, the second estimated time includes the first time of the front vehicle, and the second size relationship includes one of the following size relationships: the collision time is less than the first time of the front vehicle; the collision time is greater than or equal to the first time of the front vehicle ; When the target driving scenario is that the front vehicle decelerates and the rear vehicle decelerates, the second estimated time includes the first time of the front vehicle and the first time of the rear vehicle, and the second size relationship includes one of the following size relationships: the collision time is less than the smaller value of the first time of the front vehicle and the first time of the rear vehicle; the collision time is greater than the first time of the front vehicle and less than the first time of the rear vehicle; when the target driving scenario is that the front vehicle is at a constant speed and the rear vehicle is accelerating, the second estimated time includes the second time of the rear vehicle, and the second size relationship includes one of the following size relationships: the collision time is less than the second time of the rear vehicle; the collision time is greater than or equal to the second time of the rear vehicle; when the target driving scenario is that the front vehicle accelerates and the rear vehicle accelerates, the second estimated time includes the second time of the front vehicle and the second time of the rear vehicle, and the second size relationship includes one of the following size relationships: the collision time is less than the smaller value of the second time of the front vehicle and the second time of the rear vehicle; the collision time is greater than the second time of the rear vehicle and less than the second time of the front vehicle.

[0019] In order to solve the above technical problems, another technical solution adopted in the present application is: to provide an evaluation device for the safety integrity level of an automobile, the device comprising: an acquisition module, used to acquire driving data under a target driving scenario, the driving data including the motion state data of the front vehicle and the rear vehicle when a fault event occurs; a perceived hazard time determination module, used to use the driving data to determine the maximum perceived hazard time of the driver of the rear vehicle when the front vehicle and the rear vehicle reach the target critical collision condition; a controllability level determination module, used to use the maximum perceived hazard time of the driver of the rear vehicle to determine the controllability level corresponding to the target driving scenario; an evaluation module, used to use the controllability level, severity level and exposure level corresponding to the target driving scenario to evaluate the automobile safety integrity level corresponding to the target driving scenario.

[0020] In order to solve the above technical problems, another technical solution adopted in the present application is: to provide an electronic device, including a memory and a processor coupled to each other, the memory storing program instructions; the processor is used to execute the program instructions stored in the memory to implement the above-mentioned vehicle safety integrity level assessment method.

[0021] In order to solve the above technical problems, another technical solution adopted in the present application is: providing a computer-readable storage medium, which is used to store program instructions, and the program instructions can be executed by a processor to implement the above-mentioned vehicle safety integrity level assessment method.

[0022] The above scheme obtains driving data under the target driving scenario to determine the maximum perceived hazard time of the driver of the rear vehicle when the front vehicle and the rear vehicle reach the target critical collision condition, and then uses the maximum perceived hazard time of the driver of the rear vehicle to quantitatively evaluate the controllability level corresponding to the target driving scenario. Compared with the method of qualitatively evaluating the controllability level, it can improve the accuracy of the evaluated controllability level, thereby improving the accuracy of the evaluated vehicle safety integrity level. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] Figure 1 It is a flow chart of an embodiment of a method for evaluating the safety integrity level of an automobile provided by the present application;

[0024] Figure 2 It is a flowchart of an embodiment of a method for evaluating a controllability level corresponding to a target driving scenario provided by the present application;

[0025] Figure 3 It is a time sequence decomposition diagram provided by the present application from the occurrence of a fault event to the critical collision between the rear vehicle and the front vehicle;

[0026] Figure 4 It is a flowchart of an embodiment of a method for determining a first target time provided by the present application;

[0027] Figure 5 It is a schematic diagram of the principle of constructing a target binary equation system provided by the present application;

[0028] Figure 6 It is a flowchart of an embodiment of a method for evaluating the severity level corresponding to a target driving scenario provided by the present application;

[0029] Figure 7 It is a schematic diagram of a framework of an embodiment of an evaluation device for automobile safety integrity level provided by the present application;

[0030] Figure 8 It is a schematic diagram of a framework of an embodiment of an electronic device provided by the present application;

[0031] Fig. 9 It is a schematic diagram of a framework of an embodiment of a computer-readable storage medium provided by the present application. DETAILED DESCRIPTION

[0032] In order to make the purpose, technical solution and effect of the present application clearer and more specific, the present application is further described in detail below with reference to the accompanying drawings and examples.

[0033] It should be noted that the term "and / or" in this article is only a description of the association relationship of associated objects, indicating that three relationships may exist. For example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone; the term "several" means at least one; the terms "first", "second", etc. are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence.

[0034] See also Figure 1 , Figure 1 1 is a flowchart of an embodiment of a method for evaluating the safety integrity level of an automobile provided in this application. The method can be executed by a terminal device. For example, the terminal device can be a mobile phone, a desktop computer, a laptop computer, a tablet, a vehicle terminal, a wearable device, etc. This embodiment does not specifically limit this. It should be noted that if there are substantially the same results, the method of this application is not limited to Figure 1 The process sequence shown is limited.

[0035] like Figure 1 As shown, the method comprises the following steps:

[0036] S11: Acquire driving data in a target driving scenario, where the driving data in the target driving scenario includes motion state data of a front vehicle and a rear vehicle when a fault event occurs.

[0037] The fault event refers to a fault of the leading vehicle and / or a fault of the trailing vehicle. The motion state data of the leading vehicle and the trailing vehicle when the fault event occurs include: the initial speed and initial acceleration of the leading vehicle when the fault event occurs, the initial speed, initial acceleration and maximum deceleration provided by the road surface of the trailing vehicle when the fault event occurs, and the initial relative distance between the trailing vehicle and the leading vehicle when the fault event occurs.

[0038] Exemplarily, the target driving scenario is one of the following: the front vehicle decelerates and the rear vehicle accelerates, the front vehicle decelerates and the rear vehicle is at a constant speed, the front vehicle decelerates and the rear vehicle decelerates, the front vehicle is at a constant speed and the rear vehicle accelerates, and the front vehicle accelerates and the rear vehicle accelerates. The faulty vehicle that has unexpected functions (whole vehicle level failure occurs) under the target driving scenario includes at least one of the front vehicle and the rear vehicle. For example, the target driving scenario is that the front vehicle decelerates and the rear vehicle accelerates, and the rear vehicle unexpectedly accelerates (i.e., the rear vehicle fails) due to the reverse (positive torque) output of the braking torque, and the rear vehicle is very likely to collide with the front vehicle.

[0039] In one implementation, a target driving scenario to be evaluated may be determined first, and then driving data corresponding to the target driving scenario may be automatically generated.

[0040] In another embodiment, the terminal device stores historical driving data under several driving scenarios, selects one driving scenario from the several driving scenarios as a target driving scenario, and uses the driving data under the driving scenario as the driving data under the target driving scenario.

[0041] S12: Using the driving data in the target driving scenario, determine the maximum perceived hazard time of the driver of the rear vehicle when the front vehicle and the rear vehicle reach the target critical collision condition.

[0042] It is understandable that when the front vehicle and the rear vehicle reach the target critical collision condition, the rear vehicle can just avoid colliding with the front vehicle. At this time, the maximum perceived hazard time of the rear vehicle driver refers to the maximum time allowed from the occurrence of the fault event to the rear vehicle driver's perception of the hazard.

[0043] S13: Determine the controllability level corresponding to the target driving scenario by using the maximum hazard perception time of the driver of the rear vehicle.

[0044] Controllability is used to evaluate the ability of traffic participants at risk to avoid specific injuries in a timely manner. It is understandable that when the actual perceived hazard time of the rear vehicle driver in the target driving scenario is less than the maximum perceived hazard time of the rear vehicle driver, the rear vehicle can avoid colliding with the front vehicle. The longer the maximum perceived hazard time of the rear vehicle driver, the more likely the rear vehicle is to avoid colliding with the front vehicle, and the more likely it is to avoid injury, that is, the higher the controllability; the shorter the maximum perceived hazard time of the rear vehicle driver, the more difficult it is for the rear vehicle to avoid colliding with the front vehicle, and the more difficult it is to avoid injury, that is, the lower the controllability. Therefore, in this embodiment, the controllability level corresponding to the target driving scenario can be quantitatively evaluated by obtaining the maximum perceived hazard time of the rear vehicle driver in the target driving scenario.

[0045] In one embodiment, the controllability level corresponding to the target driving scenario may be determined based on the determined maximum perceived hazard time of the driver of the following vehicle and a pre-stored mapping relationship between the maximum perceived hazard time and the controllability level.

[0046] In another embodiment, the perceived hazard probability of the following vehicle driver corresponding to the maximum perceived hazard time of the following vehicle driver can be determined first, and then the controllability level corresponding to the target driving scenario can be determined based on the determined perceived hazard probability of the following vehicle driver and the pre-stored mapping relationship between the perceived hazard probability and the controllability level.

[0047] In another embodiment, the perceived hazard probability of the following vehicle driver corresponding to the maximum perceived hazard time of the following vehicle driver can be determined first, and the fault controllability probability corresponding to the target driving scenario can be further determined based on the perceived hazard probability of the following vehicle driver, and the controllability level corresponding to the target driving scenario can be further determined based on the determined fault controllability probability corresponding to the target driving scenario and the pre-stored mapping relationship between the fault controllability probability and the controllability level.

[0048] S14: Use the controllability level, severity level and exposure level corresponding to the target driving scenario to evaluate the vehicle safety integrity level corresponding to the target driving scenario.

[0049] The severity level and exposure level may be evaluated with reference to existing relevant level evaluation rules, and this embodiment does not make any specific limitation.

[0050] Further, after obtaining the controllability level, severity level and exposure level corresponding to the target driving scenario, the vehicle safety integrity level corresponding to the target driving scenario can be evaluated. The evaluation of the vehicle safety integrity level using the controllability level, severity level and exposure level can refer to the existing relevant level evaluation rules, which will not be elaborated in detail in this embodiment.

[0051] In this embodiment, the driving data under the target driving scenario is obtained to determine the maximum perceived hazard time of the driver of the rear vehicle when the front vehicle and the rear vehicle reach the target critical collision condition, and then the maximum perceived hazard time of the driver of the rear vehicle is used to quantitatively evaluate the controllability level corresponding to the target driving scenario. Compared with the method of qualitatively evaluating the controllability level, the accuracy of the evaluated controllability level can be improved, thereby improving the accuracy of the evaluated vehicle safety integrity level.

[0052] See also Figure 2 , Figure 2 is a flow chart of an embodiment of a method for evaluating the controllability level corresponding to a target driving scenario provided in the present application. It should be noted that if there are substantially the same results, the method of the present application is not used as Figure 2 The process sequence shown is limited. Figure 2 As shown, the method comprises the following steps:

[0053] S21: using the driving data in the target driving scenario, determining the maximum perceived hazard time of the driver of the rear vehicle when the front vehicle and the rear vehicle reach the target critical collision condition.

[0054] The driving data under the target driving scene includes the motion state data of the front vehicle and the rear vehicle when the fault event occurs. For the relevant contents of obtaining the driving data under the target driving scene, please refer to the aforementioned step S11, which will not be described in detail here.

[0055] After the driver of the rear vehicle perceives the hazard, the driver of the rear vehicle generally takes braking action to avoid collision with the front vehicle, but it takes a certain amount of time from when the driver of the rear vehicle perceives the hazard to when the rear vehicle begins to respond to the driver of the rear vehicle's braking action. In this embodiment, the time required from when the driver of the rear vehicle perceives the hazard to when the rear vehicle begins to respond to the driver of the rear vehicle's braking action is regarded as a fixed value, that is, the time from when the rear vehicle occurs a fault event to when the rear vehicle begins to respond to the driver of the rear vehicle's braking action is equivalent to the sum of the maximum perceived hazard time of the driver of the rear vehicle and the fixed value. In this way, the maximum perceived hazard time of the driver of the rear vehicle can be determined by determining the time from when the rear vehicle occurs a fault event to when the rear vehicle begins to respond to the driver of the rear vehicle's braking action.

[0056] Specifically, step S21 includes: using the driving data under the target driving scenario to determine the first target time; subtracting the preset time from the first target time to obtain the maximum perceived hazard time of the driver of the rear vehicle. The first target time is the time from the occurrence of the fault event to the start of the response to the braking operation of the driver of the rear vehicle when the front vehicle and the rear vehicle reach the target critical collision condition, and the preset time is the time required from the driver of the rear vehicle to perceive the hazard to the start of the response to the braking operation of the driver of the rear vehicle.

[0057] Figure 3This is a time sequence decomposition diagram provided by the present application from the occurrence of a fault event to the critical collision between the rear vehicle and the front vehicle. Figure 3 As shown, after the fault event occurs, the driver of the rear vehicle goes through four states: sensing the hazard, making a decision, executing the braking operation, and completing the braking operation; after the driver of the rear vehicle completes the braking operation for a period of time, the rear vehicle begins to respond to the braking operation; and after the rear vehicle responds to the braking operation of the driver of the rear vehicle for a period of time, a critical collision occurs with the front vehicle (i.e., the target critical collision condition is reached).

[0058] exist Figure 3 Based on , the numerical relationship between the maximum perceived hazard time and the first target time of the rear vehicle driver can be expressed by expression (1):

[0059] t s =t b -(t dc +t dd +t do +t vr )(1)

[0060] In expression (1), t s represents the maximum perceived hazard time of the rear vehicle driver, t b represents the aforementioned first target time; (t dc +t dd +t do +t vr ) represents the aforementioned preset time; wherein, t dc represents the first preset time, i.e., the time from the driver of the following vehicle sensing the hazard to making a decision; t dd represents the second preset time, i.e., the time from the driver of the rear vehicle making a decision to starting to perform the braking operation, t do represents the third preset time, i.e., the time from the driver of the rear vehicle starting to perform the braking operation to the completion of the braking operation; t vr Indicates the fourth preset time, i.e., the time from when the driver of the rear vehicle completes the braking operation to when the rear vehicle begins to respond to the braking operation. dc ,t dd ,t do and t vr All are fixed values.

[0061] Specifically, the target critical collision condition includes a first critical collision condition and a second critical collision condition. The first critical collision condition is that the relative collision speed between the rear vehicle and the front vehicle is a preset value, and the second critical collision condition is that the relative distance between the rear vehicle and the front vehicle is a preset value, and the preset value is 0. The step of determining the first target time using the driving data under the target driving scene includes: using the driving data under the target driving scene to construct a target binary equation group with the first target time and the second target time as unknown variables; solving the target binary equation group to obtain the solution result of the first target time. Among them, the second target time is the time required from the occurrence of the fault event to the time when the front vehicle and the rear vehicle meet the first critical collision condition and the second critical collision condition. The target binary equation group includes an expression that meets the first critical collision condition and an expression that meets the second critical collision condition. When the front vehicle and the rear vehicle meet the first critical collision condition and the second critical collision condition, the rear vehicle just avoids colliding with the front vehicle.

[0062] In one embodiment, after a collision event occurs, the front vehicle accelerates, decelerates or moves at a constant speed at the initial speed and initial acceleration at the time of the collision event; the rear vehicle accelerates, decelerates or moves at a constant speed at the initial speed and initial acceleration at the time of the collision event before the first target time, and brakes and decelerates at the maximum deceleration provided by the road surface after the first target time. In addition, the front vehicle and the rear vehicle meet the first critical collision condition and the second critical collision condition at the second target time. Therefore, the driving data under the target driving scenario (i.e., the motion state data of the front vehicle and the rear vehicle when the fault event occurs) can be used to construct a target binary equation group with the first target time and the second target time as unknown variables.

[0063] In one example, the target driving scenario is that the front vehicle decelerates and the rear vehicle accelerates. The target binary equation set constructed in this case can be expressed by expression (2):

[0064]

[0065] In another example, the target driving scenario is that the front vehicle decelerates and the rear vehicle has a constant speed. The target binary equation set constructed in this case can be expressed by expression (3):

[0066]

[0067] In another example, the target driving scenario is that the front vehicle slows down and the rear vehicle slows down. In this case, the target binary equation group constructed can be expressed by expression (4):

[0068]

[0069] In another example, the target driving scenario is that the front vehicle is moving at a constant speed and the rear vehicle is accelerating. In this case, the target binary equation group constructed can be expressed by expression (5):

[0070]

[0071] In another example, the target driving scenario is that the front vehicle accelerates and the rear vehicle accelerates. The target binary equation group constructed in this case can be expressed by expression (6):

[0072]

[0073] In expressions (2) to (6), v r and a r They represent the initial speed and initial acceleration of the following vehicle when the fault event occurs, respectively, f and a f They represent the initial speed and initial acceleration of the front vehicle when the fault event occurs, respectively. max Indicates the value corresponding to the maximum deceleration provided by the road surface, t b represents the first target time, t c represents the second target time. It should be noted that in the following text, r 、a r 、v f 、a f 、a max ,t b and t c The physical meanings are the same as here.

[0074] In another embodiment, after a collision event occurs, the front vehicle accelerates, decelerates or moves at a constant speed with the initial speed and initial acceleration when the collision event occurs, but the front vehicle may decelerate to a preset minimum speed or accelerate to a maximum design speed during the period; the rear vehicle accelerates, decelerates or moves at a constant speed with the initial speed and initial acceleration when the collision event occurs before the first target time, and brakes and decelerates with the maximum deceleration provided by the road surface after the first target time, but the rear vehicle may also decelerate to a preset minimum speed or accelerate to a maximum design speed during the period. If the constraints of the preset minimum speed and the maximum design speed are not considered, the target binary equation group constructed may be inaccurate, making the first target time obtained by the solution inaccurate, and further resulting in the maximum perceived hazard time of the rear vehicle driver determined to be inaccurate. Therefore, in order to improve the accuracy of the maximum perceived hazard time of the rear vehicle driver determined, so as to further improve the accuracy of the controllability level corresponding to the target driving scenario evaluated, in this embodiment, the constraints of the preset minimum speed and the maximum design speed (i.e., the actual speed limit of the vehicle) are considered to construct the target binary equation group. Exemplarily, the preset minimum vehicle speed is 0, and the maximum design vehicle speed is the maximum vehicle speed that the rear vehicle or the front vehicle can reach.

[0075] Figure 4FIG. 1 is a flow chart of an embodiment of a method for determining a first target time provided by the present application. Figure 4 As shown, the method comprises the following steps:

[0076] S401: Determine a first estimated time for a first target vehicle to reach a preset constraint speed by using driving data in a target scenario.

[0077] Among them, the first target vehicle includes at least one of the front vehicle and the rear vehicle, the preset constraint speed includes at least one of the preset minimum speed and the maximum design speed, and the first estimated time includes at least one of the first time from the initial speed of the first target vehicle when the fault event occurs to the deceleration to the preset minimum speed, and the second time from the initial speed when the fault event occurs to the acceleration to the maximum design speed.

[0078] Specifically, the first time and the second time of the front vehicle can be expressed by expression (7), and the first time and the second time of the rear vehicle can be expressed by expression (8):

[0079]

[0080] In expressions (7) and (8), v max represents the maximum design speed, t f1 and t f2 represent the first time and the second time of the preceding vehicle respectively, t r1 and t r2 represent the first time and the second time of the following vehicle respectively. max ,t f1 ,t f2 ,t r1 and t r2 The physical meanings are the same as here.

[0081] S402: Selecting a preset size relationship from a plurality of preset size relationships in a target driving scene as a first size relationship.

[0082] Different target driving scenarios include several preset size relationships, and one preset size relationship can be selected from the preset size relationships under the target driving scenario as the first size relationship. The preset size relationship is the size relationship between the target time and the first estimated time, and the target time includes at least one of the first target time and the second target time.

[0083] S403: Constructing a target binary equation group corresponding to the case where the target time meets the first size relationship.

[0084] In one example, the target driving scenario is that the front vehicle decelerates and the rear vehicle accelerates, the first estimated time includes the first time of the front vehicle and the second time of the rear vehicle, and the target driving scenario includes a total of four preset size relationships.

[0085] In the first one, the first time of the leading vehicle is less than or equal to the second time of the trailing vehicle, and the second target time is less than or equal to the first time of the leading vehicle; or, the first time of the leading vehicle is greater than the second time of the trailing vehicle, and the second target time is less than the second time of the trailing vehicle.

[0086] In the first preset magnitude relationship, the rear vehicle responds to the braking operation of the rear vehicle driver before the second time of the rear vehicle, and the front vehicle and the rear vehicle reach a critical collision state (i.e., satisfy the first critical collision condition and the second critical collision condition) before the first time of the front vehicle. That is, the rear vehicle does not accelerate to the maximum design vehicle speed before responding to the braking operation of the rear vehicle driver, and the front vehicle does not decelerate to the preset minimum vehicle speed before reaching the critical collision state.

[0087] The second type is that the first time of the leading vehicle is less than or equal to the second time of the trailing vehicle, the first target time is less than or equal to the second time of the trailing vehicle, and the second target time is greater than the first time of the leading vehicle; or, the first time of the leading vehicle is greater than the second time of the trailing vehicle, the first target time is less than or equal to the second time of the trailing vehicle, and the second target time is greater than the first time of the leading vehicle.

[0088] In the second preset magnitude relationship, the rear vehicle begins to respond to the driver's braking operation before the second time of the rear vehicle, and the front vehicle and the rear vehicle reach the first critical collision condition and the second critical collision condition after the first time of the front vehicle. That is, the rear vehicle does not accelerate to the maximum design vehicle speed before responding to the driver's braking operation of the rear vehicle, and the front vehicle has decelerated to the preset minimum vehicle speed before reaching the critical collision state.

[0089] The third type is that the first time of the leading vehicle is less than or equal to the second time of the trailing vehicle, and the first target time is greater than the second time of the trailing vehicle; or, the first time of the leading vehicle is greater than the second time of the trailing vehicle, the first target time is greater than the second time of the trailing vehicle, and the second target time is greater than the first time of the leading vehicle.

[0090] In the third preset magnitude relationship, the rear vehicle responds to the braking operation of the rear vehicle driver after the second time of the rear vehicle, and the front vehicle and the rear vehicle reach the first critical collision condition and the second critical collision condition after the first time of the front vehicle. That is, the rear vehicle has accelerated to the maximum design vehicle speed before responding to the braking operation of the rear vehicle driver, and the front vehicle has decelerated to the preset minimum vehicle speed before reaching the critical collision state.

[0091] A fourth type is that the first time of the leading vehicle is greater than the second time of the trailing vehicle, the first target time is greater than the second time of the trailing vehicle, and the second target time is less than or equal to the first time of the leading vehicle.

[0092] In the fourth preset magnitude relationship, the rear vehicle responds to the braking operation of the rear vehicle driver after the second time of the rear vehicle, and the front vehicle and the rear vehicle reach the first critical collision condition and the second critical collision condition before the first time of the front vehicle. That is, the rear vehicle has accelerated to the maximum design vehicle speed before responding to the braking operation of the rear vehicle driver, and the front vehicle has not decelerated to the preset minimum vehicle speed before reaching the critical collision state.

[0093] Specifically, in the case where the first size relationship is that the first time of the leading vehicle is less than or equal to the second time of the trailing vehicle, and the second target time is less than or equal to the first time of the leading vehicle (i.e., t f1 ≤t r2 And t c ≤t f1 ); or, in the case where the first size relationship is that the first time of the front vehicle is greater than the second time of the rear vehicle, and the second target time is less than the second time of the rear vehicle (ie, t f1 >t r2 And t c <t r2 ), the target binary equation system constructed can be expressed by expression (9):

[0094]

[0095] Specifically, in the case where the first magnitude relationship is that the first time of the leading vehicle is less than or equal to the second time of the trailing vehicle, the first target time is less than or equal to the second time of the trailing vehicle, and the second target time is greater than the first time of the leading vehicle (i.e., t f1 ≤t r2 ,t b ≤t r2 And t c >t f1 ) or, in the case where the first size relationship is that the first time of the leading vehicle is greater than the second time of the trailing vehicle, the first target time is less than or equal to the second time of the trailing vehicle, and the second target time is greater than the first time of the leading vehicle (i.e., t f1 >t r2 ,t b ≤t r2 And t c >t f1 ), the target binary equation system constructed can be expressed by expression (10):

[0096]

[0097] Specifically, in the case where the first magnitude relationship is that the first time of the leading vehicle is less than or equal to the second time of the trailing vehicle, and the first target time is greater than the second time of the trailing vehicle (i.e., t f1 ≤t r2 And tb >t r2 ); or, in the case where the first size relationship is that the first time of the leading vehicle is greater than the second time of the trailing vehicle, the first target time is greater than the second time of the trailing vehicle, and the second target time is greater than the first time of the leading vehicle (i.e., t f1 >t r2 ,t b >t r2 And t c >t f1 ), the target binary equation system constructed can be expressed by expression (11):

[0098]

[0099] Specifically, in the case where the first magnitude relationship is that the first time of the leading vehicle is greater than the second time of the trailing vehicle, the first target time is greater than the second time of the trailing vehicle, and the second target time is less than or equal to the first time of the leading vehicle (i.e., t f1 >t r2 ,t b >t r2 And t c ≤t f1 ), the target binary equation system constructed can be expressed by expression (12):

[0100]

[0101] In another example, the target driving scenario is that the front vehicle decelerates and the rear vehicle maintains a constant speed, and the first estimated time only includes the first time of the front vehicle. This target driving scenario includes two preset size relationships.

[0102] The first type is that the second target time is less than or equal to the first time of the front vehicle. That is, the rear vehicle is in a constant speed state before responding to the braking operation of the rear vehicle driver, and the front vehicle and the rear vehicle reach a critical collision state before the first time of the front vehicle, that is, the front vehicle does not decelerate to the preset minimum vehicle speed before reaching the critical collision state.

[0103] The second target time is greater than the first time of the front vehicle, that is, the rear vehicle is in a constant speed state before responding to the braking operation of the rear vehicle driver, and the front vehicle and the rear vehicle reach a critical collision state after the first time of the front vehicle, that is, the front vehicle has decelerated to the preset minimum vehicle speed before reaching the critical collision state.

[0104] Specifically, in the case where the first magnitude relationship is that the second target time is less than or equal to the first time of the preceding vehicle (ie, t c ≤t f1 ), the target binary equation system constructed can be expressed by expression (13):

[0105]

[0106] Specifically, in the case where the first magnitude relationship is that the second target time is greater than the first time of the preceding vehicle (ie, t c >t f1 ), the target binary equation system constructed can be expressed by expression (14):

[0107]

[0108] In another example, the target driving scenario is that the front vehicle decelerates and the rear vehicle decelerates, the first estimated time includes the first time of the front vehicle, and the target driving scenario includes two preset size relationships.

[0109] In the first case, the second target time is less than or equal to the first time of the front vehicle, that is, the front vehicle and the rear vehicle reach a critical collision state before the first time of the front vehicle, that is, the front vehicle does not decelerate to the preset minimum vehicle speed before reaching the critical collision state.

[0110] The second target time is greater than the first time of the front vehicle, that is, the front vehicle and the rear vehicle reach a critical collision state before the first time of the front vehicle, that is, the front vehicle has decelerated to a preset minimum vehicle speed before reaching the critical collision state.

[0111] Specifically, in the case where the first magnitude relationship is that the second target time is less than or equal to the first time of the preceding vehicle (ie, t c ≤t f1 ), the target binary equation system constructed can be expressed by expression (15):

[0112]

[0113] Specifically, in the case where the first magnitude relationship is that the second target time is greater than the first time of the preceding vehicle (ie, t c >t f1 ), the target binary equation system constructed can be expressed by expression (16):

[0114]

[0115] In another example, the target driving scenario is that the front vehicle is moving at a constant speed and the rear vehicle is accelerating, the first estimated time includes the second time of the rear vehicle, and the target driving scenario includes two preset size relationships.

[0116] The first target time is less than or equal to the second time of the following vehicle, that is, the following vehicle responds to the braking operation of the following vehicle before the second time of the following vehicle, that is, the following vehicle does not accelerate to the maximum design vehicle speed before responding to the braking operation of the driver of the following vehicle.

[0117] The second type is that the first target time is greater than the second time of the following vehicle, that is, the following vehicle responds to the braking operation of the following vehicle after the second time of the following vehicle, that is, the following vehicle has accelerated to the maximum design vehicle speed before responding to the braking operation of the driver of the following vehicle.

[0118] Specifically, in the case where the first size relationship is that the first target time is less than or equal to the second time of the following vehicle (i.e., t b ≤t r2 ), the target binary equation system constructed can be expressed by expression (17):

[0119]

[0120] Specifically, in the case where the first size relationship is that the first target time is greater than the second time of the following vehicle (i.e., t b >t r2 ), the target binary equation system constructed can be expressed by expression (18):

[0121]

[0122] In another example, the target driving scenario is that the front vehicle accelerates and the rear vehicle accelerates, the first estimated time includes the second time of the rear vehicle, and the target driving scenario includes two preset size relationships.

[0123] The first target time is less than or equal to the second time of the following vehicle, that is, the following vehicle responds to the braking operation of the following vehicle before the second time of the following vehicle, that is, the following vehicle does not accelerate to the maximum design vehicle speed before responding to the braking operation of the driver of the following vehicle.

[0124] The second type is that the first target time is greater than the second time of the following vehicle, that is, the following vehicle responds to the braking operation of the following vehicle after the second time of the following vehicle, that is, the following vehicle has accelerated to the maximum design vehicle speed before responding to the braking operation of the driver of the following vehicle.

[0125] Specifically, in the case where the first size relationship is that the first target time is less than or equal to the second time of the following vehicle (i.e., t b ≤t r2 ), the target binary equation system constructed can be expressed by expression (19):

[0126]

[0127] Specifically, in the case where the first size relationship is that the first target time is greater than the second time of the following vehicle (i.e., t b >t r2 ), the target binary equation system constructed can be expressed by expression (20):

[0128]

[0129] S404: Solve the target binary equation group to obtain the estimated results corresponding to the first target time and the second target time respectively.

[0130] S405: Determine whether the estimated result corresponding to the target time satisfies the first size relationship.

[0131] Since the target binary equation group is constructed based on the assumed first size relationship, after solving the target binary equation group to obtain the estimated results corresponding to the first target time and the second target time respectively, it is necessary to further verify the estimated results corresponding to the target time (i.e., the estimated result of the first target time and / or the estimated result of the second target time).

[0132] Further, if the estimated result corresponding to the target time does not meet the first size relationship, step S406 is executed. If the estimated result corresponding to the target time meets the first size relationship, step S407 is executed.

[0133] S406: Select a new first size relationship from a plurality of preset size relationships, and re-execute step S403.

[0134] S407: Using the estimated result corresponding to the first target time as the solution result of the first target time.

[0135] For example, the target driving scenario is that the front vehicle decelerates and the rear vehicle accelerates, and t is calculated by the driving data under the target driving scenario. f1 ≤t r2 Assume that the first size relationship is t f1 ≤t r2 And t c ≤t f1 , then we can construct the target binary equation system corresponding to expression (9), and solve the target binary equation system to obtain t b and t c The estimated result; if the verification t c The estimated result satisfies t c ≤t f1 , then t b The estimated result is taken as t b The true result; if verification t c The estimated result does not satisfy t c ≤t f1 , then t b The estimated result is not t b The real result can be further assumed that the first size relationship is t f1 ≤t r2 ,t b ≤t r2 And t c >tf1 , construct the target binary equation system corresponding to expression (10), and so on, until the solution is obtained. b until the real results.

[0136] For another example, the target driving scenario is that the front vehicle is moving at a constant speed and the rear vehicle is accelerating, and the t of the rear vehicle can be calculated through the driving data under the target driving scenario. r2 Assume that the first size relationship is t b ≤t r2 , then we can construct the target binary equation system shown in expression (17), and solve the target binary equation system to obtain t b and t c The estimated result; if the verification t b The estimated result satisfies t b ≤t r2 , then t b The estimated result is taken as t b The true result; if verification t b The estimated result does not satisfy t b ≤t r2 , then t b The estimated result is not t b The real result, further assuming that the first size relationship is t b >t r2 , construct the target binary equation system shown in expression (18), and solve the target binary equation system to obtain t b and t c The estimated results and verification of t b The estimated result satisfies t b >t r2 , and the t b The estimated result is taken as t b The real result.

[0137] Considering that only satisfying one of the first critical collision condition and the second critical collision condition can actually avoid the collision between the rear vehicle and the front vehicle, for example, only satisfying the first critical collision condition (i.e., the relative collision speed between the rear vehicle and the front vehicle is 0, but the relative distance between the rear vehicle and the front vehicle is not 0) will limit the first critical collision condition to within FTTI (Fault Tolerance Time Interval, fault tolerance time), and the maximum perceived hazard time of the driver of the rear vehicle can be reversed through FTTI, but in fact the front vehicle and the rear vehicle may reach the first critical collision condition after FTTI. Therefore, the method of limiting the fault avoidance time of the front vehicle and the rear vehicle to FTTI is more conservative, and the determined first target time is too small, resulting in a small maximum perceived hazard time of the driver of the rear vehicle, which in turn leads to an inaccurate evaluated controllability level.

[0138] Figure 5 is a schematic diagram of the principle of constructing a target binary equation system provided by this application, Figure 5 In the example, the target driving scenario is that the front vehicle decelerates and the rear vehicle accelerates. Figure 5 As shown in the figure, the front vehicle decelerates normally and the rear vehicle accelerates unexpectedly. If the rear vehicle driver does not take any safety measures, the rear vehicle and the front vehicle are expected to collide at FTTI. At this time, the distance traveled by the rear vehicle is exactly the initial relative distance ΔS between the rear vehicle and the front vehicle when the fault event occurs (i.e., the area covered by the horizontal stripes in the figure). Assuming that the rear vehicle driver senses the hazard and steps on the brake pedal, the rear vehicle begins to respond to the rear vehicle driver's braking operation at the first target time (i.e., time tb) and brakes at the maximum deceleration that the road surface can provide, and finally reaches the first critical collision condition and the second critical collision condition at the second target time (i.e., time tc). At this time, the relative collision speed between the rear vehicle and the front vehicle is 0, and the relative distance between the rear vehicle and the front vehicle is 0, that is, the distance traveled by the rear vehicle is exactly the initial relative distance ΔS between the rear vehicle and the front vehicle when the fault time occurs, which is reflected in Figure 5 In this example, S1=S2.

[0139] In step S21, a second critical collision condition is further added on the basis of the first critical collision condition, and a dual constraint is imposed on the relative collision speed and relative distance between the rear vehicle and the front vehicle, so that the fault avoidance time is limited to after the FTTI, and a target binary equation group that meets both the first critical collision condition and the second critical collision condition is constructed to solve the first target time, thereby determining the maximum perceived hazard time of the rear vehicle driver. The maximum perceived hazard time of the rear vehicle driver solved in this way is more objective and accurate, thereby further improving the accuracy of the evaluated controllability level, and further improving the accuracy of the evaluated vehicle safety integrity level.

[0140] S22: Determine the controllable probability of the fault corresponding to the target driving scenario by using the maximum hazard perception time of the driver of the following vehicle.

[0141] Specifically, step S22 includes: using the maximum perceived hazard time of the rear vehicle driver and the first mapping relationship to determine the perceived hazard probability corresponding to the maximum perceived hazard time of the rear vehicle driver; and taking the product of the perceived hazard probability of the rear vehicle driver and the preset probability as the controllable fault probability corresponding to the target driving scenario.

[0142] The first mapping relationship is a mapping relationship between the maximum perceived hazard time (ts) of the driver of the following vehicle and the perceived hazard probability P (Cs) of the driver of the following vehicle. Exemplarily, the first mapping relationship can be represented by the following table (1).

[0143] Table (1):

[0144]

[0145]

[0146] In the first mapping relationship shown in Table (1), different maximum perceived hazard time ranges correspond to different perceived hazard probability ranges or different perceived hazard probabilities. When a perceived hazard probability range for the following vehicle driver is determined based on the maximum perceived hazard time of the following vehicle driver and the first mapping relationship, a perceived hazard probability is determined from within the perceived hazard probability range by linear mapping as the perceived hazard probability for the following vehicle driver.

[0147] The preset probability is the product of the first preset probability, the second preset probability and the third preset probability. The first preset probability is the probability that the driver of the following vehicle makes a correct decision, the second preset probability is the probability that the driver of the following vehicle completes the braking operation, and the third preset probability is the probability that the following vehicle is controlled. The first preset probability, the second preset probability and the third preset probability are all preset values. For example, the first preset probability is 1, which means that the driver of the following vehicle is 100% capable of making a correct decision; the second preset probability is 1, which means that the driver of the following vehicle is 100% capable of completing the braking operation; the third preset probability is 99.9%.

[0148] Specifically, the controllable probability of the fault corresponding to the target driving scenario can be expressed by expression (21):

[0149] P(C)=P(C s )*P(C d )*P(C ap )*P(C av )(twenty one)

[0150] In expression (21), P(C) represents the controllable probability of the fault corresponding to the target driving scenario, P(C s ) represents the probability of perceived hazard by the rear vehicle driver, P(C d ) represents the first preset probability, P(C ap ) represents the second preset probability, P(C av ) represents the third preset probability.

[0151] S23: Determine a controllability level corresponding to the target driving scenario by at least using the controllable probability of the fault.

[0152] In one embodiment, step S23 includes: determining whether the severity level corresponding to the target driving scenario is the lowest severity level; if the severity level corresponding to the target driving scenario is the lowest severity level, determining the controllability level corresponding to the target driving scenario is the lowest controllability level; if the severity level corresponding to the target driving scenario is not the lowest severity level, determining the controllability level corresponding to the target driving scenario based on the fault controllable probability corresponding to the target driving scenario and the second mapping relationship.

[0153] The severity level corresponding to the target driving scenario is one of the four levels of S0, S1, S2 and S3, where S0 is the lowest severity level and S3 is the highest severity level. The lower the severity level, the lower the severity, and the less serious it is; the higher the severity level, the higher the severity, and the more serious it is.

[0154] The controllability level corresponding to the target driving scenario is one of the four levels of C0, C1, C2 and C3, among which C0 is the lowest controllability level and C3 is the highest controllability level. The lower the controllability level, the higher the controllability, the more controllable it is; the higher the controllability level, the lower the controllability, the more uncontrollable it is or the more difficult it is to control.

[0155] The second mapping relationship is the mapping relationship between the controllable probability of the fault and the controllability level. For example, in the second mapping relationship: when the controllable probability of the fault is greater than 99%, the corresponding controllability level is C1; when the controllable probability of the fault is greater than or equal to 90% and less than or equal to 99%, the corresponding controllability level is C2; when the controllable probability of the fault is less than 90%, the corresponding controllability level is C3.

[0156] In another embodiment, in step S23, the controllability level corresponding to the target driving scenario can be determined by directly using the controllability probability of the fault corresponding to the target driving scenario and the third mapping relationship, wherein the third mapping relationship is a mapping relationship between the controllability probability of the fault and the controllability level.

[0157] The following briefly describes the process of determining the controllability level by taking the target driving scenario of the front vehicle decelerating and the rear vehicle accelerating as an example: Assume that the initial speeds of the front and rear vehicles are both 60 km / h when the fault event occurs, and the initial acceleration of the front vehicle is 3 m / s 2 (i.e. the vehicle ahead is moving at 3m / s 2 The initial acceleration of the rear vehicle is 7m / s 2 (i.e. the following vehicle is moving at 7m / s 2 The fault acceleration is unexpected acceleration), the initial relative distance between the rear vehicle and the front vehicle when the fault event occurs is 33.33m, the maximum design speed is 200km / h, and the maximum deceleration provided by the road is 10m / s 2, the first preset time (t dc ) is 0.2s, the second preset time (t dd ) is 0.5s, the third preset time (t do ) is 0.1s and the fourth preset time (t vr ) is 0.2s. Based on the above parameters, the first target time (t b ) is 1.66s, the second target time (t c ) is 3.76s, and the maximum perceived hazard time (t s ) is 0.66s, and P(C) is further calculated to be 99.4%, thereby determining that the controllability level corresponding to the target driving scenario is C1.

[0158] In this embodiment, the maximum perceived hazard time of the rear vehicle driver is determined by acquiring the driving data under the target driving scenario, and then the maximum perceived hazard time of the rear vehicle driver is used to quantitatively evaluate the controllability level corresponding to the target driving scenario. Compared with the method of qualitatively evaluating the controllability level, there is no need to manually judge the controllability level, which can improve the accuracy and efficiency of the evaluated controllability level. In addition, by performing dual constraints on the relative collision speed and relative distance between the rear vehicle and the front vehicle, a target binary equation group that meets both the first critical collision condition and the second critical collision condition is constructed to solve the first target time, and then determine the maximum perceived hazard time of the rear vehicle driver, which can limit the fault avoidance time to after FTTI. The maximum perceived hazard time of the rear vehicle driver obtained by solving is more objective and accurate, thereby further improving the accuracy of the evaluated controllability level.

[0159] See also Figure 6 , Figure 6 is a flow chart of an embodiment of a method for evaluating the severity level of a target driving scenario provided in this application. It should be noted that if there are substantially the same results, the method of this application is not used as Figure 6 The process sequence shown is limited. Figure 6 As shown, the method comprises the following steps:

[0160] S61: Determine a second estimated time for a second target vehicle to reach a preset constraint speed by using driving data in a target driving scenario.

[0161] Among them, the second target vehicle includes at least one of the front vehicle and the rear vehicle, the preset constraint speed includes at least one of the preset minimum speed and the maximum design speed, and the second estimated time includes at least one of the first time from the occurrence of the fault event to the deceleration of the second target vehicle to the preset minimum speed, and the second time from the occurrence of the fault event to the acceleration to the maximum design speed.

[0162] S62: Determine a second magnitude relationship between the collision time and the second estimated time.

[0163] The collision time is the time required for the rear vehicle to collide with the front vehicle.

[0164] Specifically, step S62 includes: determining a first driving distance of the front vehicle and a second driving distance of the rear vehicle at the second estimated time; determining a distance difference between the second driving distance and the first driving distance; and using the distance difference to determine a second size relationship between the collision time and the second estimated time.

[0165] In one example, the target driving scenario is that the front vehicle decelerates and the rear vehicle accelerates, and the second estimated time includes the first time of the front vehicle and the second time of the rear vehicle.

[0166] In the case where the difference in distance between the rear vehicle and the front vehicle at the first time of the front vehicle is greater than or equal to the initial relative distance (i.e., the initial relative distance ΔS between the rear vehicle and the front vehicle when the fault event occurs), and the difference in distance between the rear vehicle and the front vehicle at the second time of the rear vehicle is greater than or equal to the initial relative distance, the collision between the rear vehicle and the front vehicle occurs before the first time of the front vehicle and the second time of the rear vehicle, that is, before the rear vehicle collides with the front vehicle, the front vehicle has not decelerated to the preset minimum speed and the rear vehicle has not accelerated to the maximum design speed. At this time, the second magnitude relationship is that the collision time is less than or equal to the smaller value of the first time of the front vehicle and the second time of the rear vehicle.

[0167] In the case where the distance difference between the rear vehicle and the front vehicle at the first time of the front vehicle is less than the initial relative distance, and the distance difference between the rear vehicle and the front vehicle at the second time of the rear vehicle is greater than or equal to the initial relative distance, the collision between the rear vehicle and the front vehicle occurs between the first time of the front vehicle and the second time of the rear vehicle, that is, before the rear vehicle collides with the front vehicle, the front vehicle has decelerated to the preset minimum speed and the rear vehicle has not accelerated to the maximum design speed. At this time, the second size relationship is that the collision time is greater than the first time of the front vehicle and less than or equal to the second time of the rear vehicle.

[0168] In the case where the difference between the distances of the rear vehicle and the front vehicle at the first time of the front vehicle is greater than or equal to the initial relative distance, and the difference between the distances of the rear vehicle and the front vehicle at the second time of the rear vehicle is less than the initial relative distance, the collision between the rear vehicle and the front vehicle occurs between the second time of the rear vehicle and the first time of the front vehicle, that is, before the rear vehicle collides with the front vehicle, the front vehicle has not decelerated to the preset minimum speed and the rear vehicle has accelerated to the maximum design speed. At this time, the second size relationship is that the collision time is greater than the second time of the rear vehicle and less than or equal to the first time of the front vehicle.

[0169] In the case where the difference between the distances of the rear vehicle and the front vehicle at the first time of the front vehicle is less than the initial relative distance, and the difference between the distances of the rear vehicle and the front vehicle at the second time of the rear vehicle is less than the initial relative distance, the collision between the rear vehicle and the front vehicle occurs after the first time of the front vehicle and the second time of the rear vehicle, that is, before the rear vehicle collides with the front vehicle, the front vehicle has decelerated to the preset minimum speed and the rear vehicle has accelerated to the maximum design speed. At this time, the second magnitude relationship is that the collision time is greater than the larger value of the first time of the front vehicle and the second time of the rear vehicle.

[0170] In another example, the target driving scenario is that the front vehicle decelerates and the rear vehicle has a constant speed, and the second estimated time includes the first time of the front vehicle.

[0171] When the distance difference between the rear vehicle and the front vehicle at the first time of the front vehicle is greater than the initial relative distance, the collision between the rear vehicle and the front vehicle occurs before the first time of the front vehicle, that is, before the rear vehicle and the front vehicle collide, the front vehicle has not decelerated to the preset minimum vehicle speed. At this time, the second magnitude relationship is that the collision time is less than the first time of the front vehicle.

[0172] In the case where the distance difference between the rear vehicle and the front vehicle at the first time of the front vehicle is less than or equal to the initial relative distance, the collision between the rear vehicle and the front vehicle occurs after the first time of the front vehicle, that is, before the rear vehicle collides with the front vehicle, the front vehicle has decelerated to the preset minimum speed. At this time, the collision time is greater than or equal to the first time of the front vehicle.

[0173] In yet another example, the target driving scenario is that the front vehicle decelerates and the rear vehicle decelerates, and the second estimated time includes the first time of the front vehicle and the first time of the rear vehicle.

[0174] In the case where the difference between the distances of the rear vehicle and the front vehicle at the first time of the front vehicle is greater than or equal to the initial relative distance, and the difference between the distances of the rear vehicle and the front vehicle at the first time of the rear vehicle is greater than or equal to the initial relative distance, the collision between the rear vehicle and the front vehicle occurs before the first time of the front vehicle and the first time of the rear vehicle, that is, before the rear vehicle collides with the front vehicle, the front vehicle has not decelerated to the preset minimum speed and the rear vehicle has not decelerated to the preset minimum speed. At this time, the second magnitude relationship is that the collision time is less than or equal to the smaller value of the first time of the front vehicle and the first time of the rear vehicle.

[0175] In the case where the difference between the distances of the rear vehicle and the front vehicle at the first time of the front vehicle is less than the initial relative distance, and the difference between the distances of the rear vehicle and the front vehicle at the first time of the rear vehicle is greater than or equal to the initial relative distance, the collision between the rear vehicle and the front vehicle occurs between the first time of the front vehicle and the first time of the rear vehicle, that is, before the rear vehicle collides with the front vehicle, the front vehicle has decelerated to the preset minimum speed and the rear vehicle has not decelerated to the preset minimum speed. At this time, the second magnitude relationship is that the collision time is greater than the first time of the front vehicle and less than or equal to the first time of the rear vehicle.

[0176] It should be noted that in this example, when the distance difference between the rear vehicle and the front vehicle at the first time of the rear vehicle is less than the initial relative distance, and the first time of the rear vehicle is less than the first time of the front vehicle, the rear vehicle and the front vehicle will not collide, and this situation does not need to be considered.

[0177] In another example, when the target driving scenario is a situation where the front vehicle is moving at a constant speed and the rear vehicle is accelerating, the second estimated time includes the second time of the rear vehicle.

[0178] When the distance difference between the rear vehicle and the front vehicle at the second time of the rear vehicle is greater than the initial relative distance, the collision between the rear vehicle and the front vehicle occurs before the second time of the rear vehicle, that is, before the rear vehicle collides with the front vehicle, the rear vehicle has not accelerated to the maximum design speed. At this time, the second magnitude relationship is that the collision time is less than the second time of the rear vehicle.

[0179] When the distance difference between the rear vehicle and the front vehicle at the second time of the rear vehicle is less than or equal to the initial relative distance, the collision between the rear vehicle and the front vehicle occurs after the second time of the rear vehicle, that is, before the rear vehicle collides with the front vehicle, the rear vehicle has accelerated to the maximum design speed. At this time, the collision time is greater than or equal to the second time of the rear vehicle.

[0180] In yet another example, the target driving scenario is that the front vehicle accelerates and the rear vehicle accelerates, and the second estimated time includes the second time of the front vehicle and the second time of the rear vehicle.

[0181] When the difference between the distances of the rear vehicle and the front vehicle at the second time of the front vehicle is greater than or equal to the initial relative distance, and the difference between the distances of the rear vehicle and the front vehicle at the second time of the rear vehicle is greater than or equal to the initial relative distance, the collision between the rear vehicle and the front vehicle occurs before the second time of the front vehicle and the second time of the rear vehicle, that is, before the rear vehicle collides with the front vehicle, the front vehicle has not accelerated to the maximum design speed and the rear vehicle has not accelerated to the maximum design speed. At this time, the second magnitude relationship is that the collision time is less than or equal to the smaller value of the second time of the front vehicle and the second time of the rear vehicle.

[0182] When the difference between the distances of the rear vehicle and the front vehicle at the second time of the front vehicle is greater than or equal to the initial relative distance, and the difference between the distances of the rear vehicle and the front vehicle at the second time of the rear vehicle is less than the initial relative distance, the collision between the rear vehicle and the front vehicle occurs between the second time of the rear vehicle and the second time of the front vehicle, that is, before the rear vehicle collides with the front vehicle, the rear vehicle has accelerated to the maximum design speed and the front vehicle has not accelerated to the maximum design speed. At this time, the second magnitude relationship is that the collision time is greater than the second time of the rear vehicle and less than or equal to the second time of the front vehicle.

[0183] It should be noted that in this example, when the distance difference between the rear vehicle and the front vehicle at the second time of the front vehicle is less than the initial relative distance, and the second time of the front vehicle is less than the second time of the rear vehicle, the rear vehicle and the front vehicle will not collide, and this situation does not need to be considered.

[0184] S63: Determine the relative collision speed between the rear vehicle and the front vehicle when the collision time meets the second magnitude relationship.

[0185] In step S63, the collision time when the second magnitude relationship is met is first determined, and then the relative collision speed between the rear vehicle and the front vehicle is determined using the determined collision time.

[0186] In one example, the target driving scenario is that the front vehicle decelerates and the rear vehicle accelerates. In this case, the collision time is determined by expression (22), and the relative collision speed between the rear vehicle and the front vehicle is determined by expression (23).

[0187]

[0188] In expression (22), ΔS represents the initial relative distance between the rear vehicle and the front vehicle when the collision occurs, S f1 Indicates the distance traveled by the vehicle in front when it decelerates to the preset minimum speed, S r2 It indicates the distance traveled by the rear vehicle when it accelerates to the maximum design speed, TTC indicates the collision time, and Δv indicates the relative collision speed between the rear vehicle and the front vehicle. f1 , S t2 The physical meanings of , TTC and Δv are the same as here.

[0189] In another example, the target driving scenario is that the front vehicle decelerates and the rear vehicle moves at a constant speed. In this case, the collision time is determined by expression (24), and the relative collision speed between the rear vehicle and the front vehicle is determined by expression (25).

[0190]

[0191] In yet another example, the target driving scenario is that the front vehicle decelerates and the rear vehicle decelerates, in which case the collision time is determined by expression (26), and the relative collision speed between the rear vehicle and the front vehicle is determined by expression (27).

[0192]

[0193] In another example, the target driving scenario is that the front vehicle is moving at a constant speed and the rear vehicle is accelerating. In this case, the collision time is determined by expression (28), and the relative collision speed between the rear vehicle and the front vehicle is determined by expression (29).

[0194]

[0195]

[0196] In another example, the target driving scenario is that the front vehicle accelerates and the rear vehicle accelerates. In this case, the collision time is determined by expression (30), and the relative collision speed between the rear vehicle and the front vehicle is determined by expression (31).

[0197]

[0198] In expressions (22) to (31), S f1 and S r2 It can be determined by expression (32).

[0199]

[0200] S64: Determine a severity level corresponding to the target driving scenario using a relative collision speed between the rear vehicle and the front vehicle.

[0201] In one embodiment, the severity level corresponding to the target driving scenario is determined based on the determined relative collision speed between the rear vehicle and the front vehicle, and a pre-stored fourth mapping relationship between the relative collision speed and the severity level. Different relative collision speed ranges in the fourth mapping relationship correspond to different severity levels. Exemplarily, in the fourth mapping relationship, when Δv < 7km / h, the corresponding severity level is S0; when 7km / h ≤ Δv < 35km / h, the corresponding severity level is S1; when 35km / h ≤ Δv < 50km / h, the corresponding severity level is S2; when Δv ≥ 50km / h, the corresponding severity level is S3.

[0202] The following briefly describes the process of determining the severity level using the target driving scenario of the front vehicle decelerating and the rear vehicle accelerating. Assume that the initial speeds of the front and rear vehicles are both 60 km / h when the fault event occurs, and the initial acceleration of the front vehicle is 3 m / s 2 (i.e. the vehicle ahead is moving at 3m / s 2 The initial acceleration of the rear vehicle is 7m / s 2 (i.e. the following vehicle is moving at 7m / s 2 The fault acceleration is unexpected acceleration), the initial relative distance between the rear vehicle and the front vehicle when the fault event occurs is 33.33m, the maximum design speed is 200km / h and the maximum deceleration provided by the road is 10m / s 2Based on the above parameters, the relative collision speed between the rear vehicle and the front vehicle calculated through steps S61 to S64 is 92.95 km / h, so it can be determined that the severity level corresponding to the target driving scene is S3.

[0203] In this embodiment, on the one hand, the severity level is evaluated by determining the relative collision speed between the rear vehicle and the front vehicle under the target driving scenario. Compared with the qualitative evaluation of the severity level, there is no need to manually judge the severity level, which can improve the accuracy and efficiency of the evaluated severity level. On the other hand, considering that after the collision event occurs, the front vehicle accelerates, decelerates or moves at a constant speed with the initial speed and initial acceleration when the collision event occurs, but the front vehicle may decelerate to the preset minimum speed or accelerate to the maximum design speed during the period; the rear vehicle accelerates, decelerates or moves at a constant speed with the initial speed and initial acceleration when the collision event occurs, but the rear vehicle may also decelerate to the preset minimum speed or accelerate to the maximum design speed during the period. In the process of determining the relative collision speed between the rear vehicle and the front vehicle, by introducing the constraints of the preset minimum speed and the maximum design speed, the accuracy of the determined relative collision speed between the rear vehicle and the front vehicle can be improved, and thus the accuracy of the evaluated controllability level can be further improved.

[0204] Furthermore, in adopting Figure 2 The method shown in the figure determines the controllability level corresponding to the target driving scene, and adopts Figure 6 After the method shown determines the severity level corresponding to the target driving scenario, the controllability level, severity level and exposure level corresponding to the target driving scenario are further used to evaluate the vehicle safety integrity level corresponding to the target driving scenario. Among them, the evaluation of the exposure level and the evaluation of the vehicle safety integrity level using the controllability level, severity level and exposure level can refer to the existing relevant level evaluation rules, which will not be elaborated in detail in this embodiment.

[0205] See also Figure 7 , Figure 7 1 is a schematic diagram of a framework of an embodiment of an automobile safety integrity level assessment device provided by the present application. In this embodiment, the automobile safety integrity level assessment device 70 includes: an acquisition module 71, a hazard perception time determination module 72, a controllability level determination module 73 and an assessment module 74.

[0206] Among them, the acquisition module 71 is used to obtain driving data under the target driving scenario, and the driving data includes the motion state data of the front vehicle and the rear vehicle when the fault event occurs. The perceived hazard time determination module 72 is used to use the driving data to determine the maximum perceived hazard time of the driver of the rear vehicle when the front vehicle and the rear vehicle reach the target critical collision condition. The controllability level determination module 73 is used to use the maximum perceived hazard time of the driver of the rear vehicle to determine the controllability level corresponding to the target driving scenario. The evaluation module 74 is used to evaluate the vehicle safety integrity level corresponding to the target driving scenario using the controllability level, severity level and exposure level corresponding to the target driving scenario.

[0207] Optionally, the perceived hazard time determination module 72 is used to determine a first target time using driving data under a target driving scenario; wherein the first target time is the time from the occurrence of a fault event to the start of responding to the braking operation of the driver of the rear vehicle when the front vehicle and the rear vehicle reach a target critical collision condition; the first target time is subtracted from the preset time to obtain the maximum perceived hazard time of the driver of the rear vehicle.

[0208] Optionally, the target critical collision condition includes a first critical collision condition and a second critical collision condition; wherein the first critical collision condition is that the relative collision speed between the rear vehicle and the front vehicle is a preset value, and the second critical collision condition is that the relative distance between the rear vehicle and the front vehicle is a preset value. The perceived hazard time determination module 72 is used to construct a target binary equation group using driving data under the target driving scenario; wherein the target binary equation group includes an expression that meets the first critical collision condition and an expression that meets the second critical collision condition, and the target binary equation group uses the first target time and the second target time as unknown variables, and the second target time is the time required from the occurrence of the fault event to the time when the front vehicle and the rear vehicle meet the first critical collision condition and the second critical collision condition; solve the target binary equation group to obtain the solution result of the first target time.

[0209] Optionally, the perceived hazard time determination module 72 is used to determine a first estimated time for the first target vehicle to reach a preset constraint speed using driving data under a target driving scenario; wherein the first target vehicle includes at least one of a front vehicle and a rear vehicle, the preset constraint speed includes at least one of a preset minimum speed and a maximum design speed, and the first estimated time includes at least one of a first time for the first target vehicle to decelerate from an initial speed when a fault event occurs to a preset minimum speed, and a second time for the first target vehicle to accelerate from the initial speed when the fault event occurs to a maximum design speed; a preset size relationship is selected from a plurality of preset size relationships under the target driving scenario as the first size relationship; wherein the preset size relationship is the relationship between the target time and the first estimated time. size relationship, the target time includes at least one of a first target time and a second target time; constructing a target binary equation group corresponding to the case where the target time conforms to the first size relationship; solving the target binary equation group to obtain estimated results corresponding to the first target time and the second target time respectively; judging whether the estimated result corresponding to the target time conforms to the first size relationship; in response to the estimated result corresponding to the target time not conforming to the first size relationship, selecting a new first size relationship from a number of preset size relationships, and re-executing the construction of the target binary equation group conforming to the first size relationship and its subsequent steps; in response to the estimated result corresponding to the target time conforming to the first size relationship, taking the estimated result corresponding to the first target time as the solution result of the first target time.

[0210] Optionally, the target driving scenario is one of the following: the front vehicle decelerates and the rear vehicle accelerates, the front vehicle decelerates and the rear vehicle moves at a constant speed, the front vehicle decelerates and the rear vehicle decelerates, the front vehicle moves at a constant speed and the rear vehicle accelerates, and the front vehicle accelerates and the rear vehicle accelerates. In the case where the target driving scenario is that the front vehicle decelerates and the rear vehicle accelerates, the first estimated time includes the first time of the front vehicle and the second time of the rear vehicle, and the plurality of preset size relationships include the following size relationships: the first time of the front vehicle is less than the second time of the rear vehicle, and the second target time is less than the first time of the front vehicle, or the first time of the front vehicle is greater than the second time of the rear vehicle, and the second target time is less than the second time of the rear vehicle; the first time of the front vehicle is less than the second time of the rear vehicle, the first target time is less than the second time of the rear vehicle, and the second target time is greater than the first time of the front vehicle, or the first time of the front vehicle is greater than the second time of the rear vehicle, the first target time is less than the second time of the rear vehicle, and the second target time is greater than the first time of the front vehicle; the first time of the front vehicle is less than the second time of the rear vehicle, and the first target time is greater than the second time of the rear vehicle, or the first time of the front vehicle is greater than the second time of the rear vehicle, the first target time is greater than the second time of the rear vehicle, and the second target time is greater than the first time of the front vehicle; the first time of the front vehicle is greater than the second time of the rear vehicle, the first target time is greater than the second time of the rear vehicle, and the second target time is less than the first time of the front vehicle. In the case where the target driving scenario is that the front vehicle decelerates and the rear vehicle accelerates at a constant speed, or the front vehicle decelerates and the rear vehicle decelerates, the first estimated time includes the first time of the front vehicle, and the plurality of preset size relationships include the following size relationships: the second target time is less than the first time of the front vehicle; the second target time is greater than the first time of the front vehicle. In the case where the target driving scenario is that the front vehicle accelerates at a constant speed and the rear vehicle accelerates, or the front vehicle accelerates and the rear vehicle accelerates, the first estimated time includes the second time of the rear vehicle, and the plurality of preset size relationships include the following size relationships: the first target time is less than the second time of the rear vehicle; the first target time is greater than the second time of the rear vehicle.

[0211] Optionally, the preset time is the sum of a first preset time, a second preset time, a third preset time and a fourth preset time; wherein the first preset time is the time from when the driver of the rear vehicle perceives the hazard to when he makes a decision, the second preset time is the time from when the driver of the rear vehicle makes a decision to when he starts to perform the braking operation, the third preset time is the time from when the driver of the rear vehicle starts to perform the braking operation to when he completes the braking operation, and the fourth preset time is the time from when the driver of the rear vehicle completes the braking operation to when the rear vehicle starts to respond to the braking operation; and / or, the rear vehicle responds to the braking operation with the maximum deceleration provided by the road surface.

[0212] Optionally, the controllability level determination module 73 is used to use the maximum perceived hazard time of the driver of the following vehicle to determine the fault controllability probability corresponding to the target driving scenario; at least use the fault controllability probability corresponding to the target driving scenario to determine the controllability level corresponding to the target driving scenario.

[0213] Optionally, the controllability level determination module 73 is used to determine the perceived hazard probability of the rear vehicle driver corresponding to the maximum perceived hazard time of the rear vehicle driver by using the maximum perceived hazard time of the rear vehicle driver and the first mapping relationship; wherein the first mapping relationship is a mapping relationship between the time when the rear vehicle driver perceives the hazard and the probability of the rear vehicle driver perceiving the hazard; and the product of the perceived hazard probability of the rear vehicle driver and the preset probability is used as the controllable probability of the fault corresponding to the target driving scenario.

[0214] Optionally, the preset probability is the product of a first preset probability, a second preset probability and a third preset probability; wherein the first preset probability is the probability that the driver of the rear vehicle makes a correct decision, the second preset probability is the probability that the driver of the rear vehicle completes the braking operation, and the third preset probability is the probability that the rear vehicle is controlled.

[0215] Optionally, the controllability level determination module 73 is used to determine whether the severity level corresponding to the target driving scenario is the lowest severity level; in response to the severity level corresponding to the target driving scenario being the lowest severity level, the controllability level corresponding to the target driving scenario is determined to be the lowest controllability level; in response to the severity level corresponding to the target driving scenario not being the lowest severity level, based on the fault controllable probability corresponding to the target driving scenario and the second mapping relationship, the controllability level corresponding to the target driving scenario is determined; wherein the second mapping relationship is a mapping relationship between the fault controllable probability and the controllability level.

[0216] Optionally, the vehicle safety integrity level assessment device 70 further includes a severity level determination module 75. The severity level determination module 75 is used to determine the second estimated time for the second target vehicle to reach the preset constraint speed by using the driving data under the target driving scenario; wherein the second target vehicle includes at least one of the front vehicle and the rear vehicle, the preset constraint speed includes at least one of the preset minimum speed and the maximum design speed, and the second estimated time includes at least one of the first time from the occurrence of the fault event to the deceleration of the second target vehicle to the preset minimum speed and the second time from the occurrence of the fault event to the acceleration to the maximum design speed; determine the second magnitude relationship between the collision time and the second estimated time; wherein the collision time is the time required for the rear vehicle to collide with the front vehicle; determine the relative collision speed between the rear vehicle and the front vehicle when the collision time meets the second magnitude relationship; and determine the severity level corresponding to the target driving scenario by using the relative collision speed between the rear vehicle and the front vehicle.

[0217] Optionally, the severity level determination module 75 is used to determine a first driving distance of the leading vehicle and a second driving distance of the trailing vehicle at a second estimated time; determine a distance difference between the second driving distance and the first driving distance; and determine a second size relationship using the distance difference.

[0218] Optionally, the target driving scenario is one of the front vehicle decelerating and the rear vehicle accelerating, the front vehicle decelerating and the rear vehicle moving at a constant speed, the front vehicle decelerating and the rear vehicle decelerating, the front vehicle moving at a constant speed and the rear vehicle accelerating, and the front vehicle accelerating and the rear vehicle accelerating. In the case where the target driving scenario is the front vehicle decelerating and the rear vehicle accelerating, the second estimated time includes the first time of the front vehicle and the second time of the rear vehicle, and the second size relationship includes one of the following size relationships: the collision time is less than the smaller of the first time of the front vehicle and the second time of the rear vehicle; the collision time is greater than the first time of the front vehicle and less than the second time of the rear vehicle; the collision time is greater than the second time of the rear vehicle and less than the first time of the front vehicle; the collision time is greater than the larger of the first time of the front vehicle and the second time of the rear vehicle. In the case where the target driving scenario is the front vehicle decelerating and the rear vehicle moving at a constant speed, the second estimated time includes the first time of the front vehicle, and the second size relationship includes one of the following size relationships: the collision time is less than the first time of the front vehicle; the collision time is greater than or equal to the first time of the front vehicle. In the case where the target driving scenario is that the front vehicle decelerates and the rear vehicle decelerates, the second estimated time includes the first time of the front vehicle and the first time of the rear vehicle, and the second size relationship includes one of the following size relationships: the collision time is less than the smaller value of the first time of the front vehicle and the first time of the rear vehicle; the collision time is greater than the first time of the front vehicle and less than the first time of the rear vehicle. In the case where the target driving scenario is that the front vehicle is at a constant speed and the rear vehicle is accelerating, the second estimated time includes the second time of the rear vehicle, and the second size relationship includes one of the following size relationships: the collision time is less than the second time of the rear vehicle; the collision time is greater than or equal to the second time of the rear vehicle. In the case where the target driving scenario is that the front vehicle is accelerating and the rear vehicle is accelerating, the second estimated time includes the second time of the front vehicle and the second time of the rear vehicle, and the second size relationship includes one of the following size relationships: the collision time is less than the smaller value of the second time of the front vehicle and the second time of the rear vehicle; the collision time is greater than the second time of the rear vehicle and less than the second time of the front vehicle.

[0219] It should be noted that the device of this embodiment can execute the steps in the above method. For detailed description of the relevant content, please refer to the above method part, which will not be repeated here.

[0220] See also Figure 8 , Figure 8 8 is a schematic diagram of a framework of an electronic device according to an embodiment of the present application. In this embodiment, the electronic device 80 includes a memory 81 and a processor 82 .

[0221] The processor 82 may also be referred to as a CPU (Central Processing Unit). The processor 82 may be an integrated circuit chip having signal processing capabilities. The processor 82 may also be a general-purpose processor, a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field programmable gate array (FPGA) or other programmable logic device, a discrete gate or transistor logic device, a discrete hardware component. A general-purpose processor may be a microprocessor or the processor 82 may also be any conventional processor 82, etc.

[0222] The memory 81 in the electronic device 80 is used to store program instructions required for the processor 82 to run.

[0223] The processor 82 is used to execute program instructions to implement the vehicle safety integrity level assessment method in this application.

[0224] See also Fig. 9 , Fig. 9 It is a schematic diagram of the framework of an embodiment of a computer-readable storage medium provided by the present application. The computer-readable storage medium 90 of the embodiment of the present application stores program instructions 91, and when the program instructions 91 are executed, the method for evaluating the vehicle safety integrity level provided by the present application is implemented. Among them, the program instructions 91 can form a program file and be stored in the above-mentioned computer-readable storage medium 90 in the form of a software product, so that a computer device (which can be a personal computer, a server, or a network device, etc.) executes all or part of the steps of the methods of each implementation method of the present application. The aforementioned computer-readable storage medium 90 includes: various media that can store program codes, such as a USB flash drive, a mobile hard disk, a read-only memory (ROM, Read-Only Memory), a random access memory (RAM, Random Access Memory), a disk or an optical disk, or a terminal device such as a computer, a server, a mobile phone, and a tablet.

[0225] The above scheme obtains driving data under the target driving scenario to determine the maximum perceived hazard time of the driver of the rear vehicle when the front vehicle and the rear vehicle reach the target critical collision condition, and then uses the maximum perceived hazard time of the driver of the rear vehicle to quantitatively evaluate the controllability level corresponding to the target driving scenario. Compared with the method of qualitatively evaluating the controllability level, it can improve the accuracy of the evaluated controllability level, thereby improving the accuracy of the evaluated vehicle safety integrity level.

[0226] In some embodiments, the functions or modules included in the device provided by the embodiments of the present disclosure can be used to execute the method described in the above method embodiments. The specific implementation can refer to the description of the above method embodiments, and for the sake of brevity, it will not be repeated here.

[0227] The above description of various embodiments tends to emphasize the differences between the various embodiments. The same or similar aspects can be referenced to each other, and for the sake of brevity, they will not be repeated herein.

[0228] In the several embodiments provided in the present application, it should be understood that the disclosed methods, devices and systems can be implemented in other ways. For example, the device implementation described above is only schematic. For example, the division of modules or units is only a logical function division. There may be other division methods in actual implementation, such as multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, and the indirect coupling or communication connection of devices or units can be electrical, mechanical or other forms.

[0229] The units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed on multiple network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the present embodiment.

[0230] In addition, each functional unit in each embodiment of the present application may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit. The above-mentioned integrated unit may be implemented in the form of hardware or in the form of software functional units.

[0231] If the integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present application is essentially or the part that contributes to the prior art or all or part of the technical solution can be embodied in the form of a software product, and the computer software product is stored in a storage medium, including a number of instructions to enable a computer device (which can be a personal computer, server, or network device, etc.) or a processor (processor) to perform all or part of the steps of each implementation method of the present application. The aforementioned storage medium includes: U disk, mobile hard disk, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), disk or optical disk and other media that can store program code.

[0232] The above description is only an implementation method of the present application, and does not limit the patent scope of the present application. Any equivalent structure or equivalent process transformation made using the contents of the present application specification and drawings, or directly or indirectly used in other related technical fields, are also included in the patent protection scope of the present application.

Claims

1. A method for evaluating the safety integrity level of an automobile, characterized in that: The method comprises: Acquire driving data in a target driving scenario, wherein the driving data includes motion state data of a leading vehicle and a trailing vehicle when a fault event occurs; Determine, using the driving data, a maximum perceived hazard time of a driver of the rear vehicle when the front vehicle and the rear vehicle reach a target critical collision condition; Determining a controllability level corresponding to the target driving scenario by using the maximum perceived hazard time; The vehicle safety integrity level corresponding to the target driving scenario is evaluated by utilizing the controllability level, the severity level and the exposure level corresponding to the target driving scenario.

2. The method according to claim 1, characterized in that The determining, using the driving data, the maximum perceived hazard time of the driver of the rear vehicle when the front vehicle and the rear vehicle reach a target critical collision condition comprises: Determine a first target time using the driving data; wherein the first target time is the time from the occurrence of a fault event to the start of the response to the braking operation of the driver of the rear vehicle when the front vehicle and the rear vehicle reach the target critical collision condition; The maximum perceived hazard time is obtained by subtracting the preset time from the first target time.

3. The method according to claim 2, characterized in that The target critical collision condition includes a first critical collision condition and a second critical collision condition; wherein the first critical collision condition is that the relative collision speed between the rear vehicle and the front vehicle is a preset value, and the second critical collision condition is that the relative distance between the rear vehicle and the front vehicle is the preset value; The step of using the driving data to determine the first target time includes: Constructing a target binary equation group using the driving data; wherein the target binary equation group includes an expression that meets the first critical collision condition and an expression that meets the second critical collision condition, and the target binary equation group uses the first target time and the second target time as unknown variables, and the second target time is the time required from the occurrence of a fault event to the time when the leading vehicle and the trailing vehicle meet the first critical collision condition and the second critical collision condition; Solve the target binary equation group to obtain a solution result for the first target time.

4. The method according to claim 3, characterized in that The method of constructing a target binary equation group using the driving data includes: Determine a first estimated time for a first target vehicle to reach a preset constrained speed by using the driving data; wherein the first target vehicle includes at least one of the leading vehicle and the trailing vehicle, the preset constrained speed includes at least one of a preset minimum speed and a maximum design speed, and the first estimated time includes at least one of a first time for the first target vehicle to decelerate from an initial speed when a fault event occurs to the preset minimum speed, and a second time for the first target vehicle to accelerate from the initial speed when a fault event occurs to the maximum design speed; Selecting a preset size relationship from a plurality of preset size relationships under the target driving scenario as a first size relationship; wherein the preset size relationship is a size relationship between a target time and the first estimated time, and the target time includes at least one of the first target time and the second target time; Constructing the target binary equation group corresponding to the case where the target time meets the first size relationship; The step of solving the target binary equation group to obtain a solution result for the first target time includes: Solving the target binary equation group to obtain estimation results corresponding to the first target time and the second target time respectively; Determining whether the estimated result corresponding to the target time meets the first size relationship; In response to the estimated result corresponding to the target time not meeting the first size relationship, selecting a new first size relationship from the plurality of preset size relationships, and re-performing the steps of constructing the target binary equation group meeting the first size relationship and subsequent steps; In response to the estimated result corresponding to the target time being consistent with the first size relationship, the estimated result corresponding to the first target time is used as a solution result of the first target time.

5. The method according to claim 4, characterized in that The target driving scenario is one of a front vehicle decelerating and a rear vehicle accelerating, a front vehicle decelerating and a rear vehicle moving at a constant speed, a front vehicle decelerating and a rear vehicle decelerating, a front vehicle moving at a constant speed and a rear vehicle accelerating, and a front vehicle accelerating and a rear vehicle accelerating; When the target driving scenario is that the front vehicle decelerates and the rear vehicle accelerates, the first estimated time includes the first time of the front vehicle and the second time of the rear vehicle, and the plurality of preset size relationships include the following size relationships: The first time of the leading vehicle is less than the second time of the trailing vehicle, and the second target time is less than the first time of the leading vehicle, or the first time of the leading vehicle is greater than the second time of the trailing vehicle, and the second target time is less than the second time of the trailing vehicle; The first time of the leading vehicle is less than the second time of the trailing vehicle, the first target time is less than the second time of the trailing vehicle, and the second target time is greater than the first time of the leading vehicle, or the first time of the leading vehicle is greater than the second time of the trailing vehicle, the first target time is less than the second time of the trailing vehicle, and the second target time is greater than the first time of the leading vehicle; The first time of the leading vehicle is less than the second time of the trailing vehicle, and the first target time is greater than the second time of the trailing vehicle, or the first time of the leading vehicle is greater than the second time of the trailing vehicle, the first target time is greater than the second time of the trailing vehicle, and the second target time is greater than the first time of the leading vehicle; The first time of the leading vehicle is greater than the second time of the trailing vehicle, the first target time is greater than the second time of the trailing vehicle, and the second target time is less than the first time of the leading vehicle; When the target driving scenario is that the front vehicle decelerates and the rear vehicle has a constant speed, or that the front vehicle decelerates and the rear vehicle decelerates, the first estimated time includes the first time of the front vehicle, and the plurality of preset size relationships include the following size relationships: the second target time is less than the first time of the front vehicle; the second target time is greater than the first time of the front vehicle; When the target driving scenario is that the front vehicle is at a constant speed and the rear vehicle is accelerating, or that the front vehicle is accelerating and the rear vehicle is accelerating, the first estimated time includes the second time of the rear vehicle, and the several preset size relationships include the following size relationships: the first target time is less than the second time of the rear vehicle; the first target time is greater than the second time of the rear vehicle.

6. The method according to claim 2, characterized in that The preset time is the sum of the first preset time, the second preset time, the third preset time and the fourth preset time; The first preset time is the time from when the driver of the rear vehicle perceives the hazard to when he makes a decision, the second preset time is the time from when the driver of the rear vehicle makes a decision to when he starts to perform the braking operation, the third preset time is the time from when the driver of the rear vehicle starts to perform the braking operation to when he completes the braking operation, and the fourth preset time is the time from when the driver of the rear vehicle completes the braking operation to when the rear vehicle starts to respond to the braking operation; And / or, the following vehicle responds to the braking operation with a maximum deceleration provided by the road surface.

7. The method according to claim 1, characterized in that The determining the controllability level corresponding to the target driving scenario by using the maximum perceived hazard time includes: Determine the controllable probability of the fault corresponding to the target driving scenario by using the maximum perceived hazard time; The controllability level is determined by at least using the fault controllability probability.

8. The method according to claim 7, characterized in that The determining, by using the maximum perceived hazard time, a controllable probability of a fault corresponding to the target driving scenario includes: Determine the perceived hazard probability corresponding to the maximum perceived hazard time by using the maximum perceived hazard time and the first mapping relationship; wherein the first mapping relationship is a mapping relationship between the time when the driver of the following vehicle perceives the hazard and the probability that the driver of the following vehicle perceives the hazard; The product of the perceived hazard probability and the preset probability is taken as the controllable probability of the fault.

9. The method according to claim 8, characterized in that The preset probability is the product of the first preset probability, the second preset probability and the third preset probability; Among them, the first preset probability is the probability that the driver of the rear vehicle makes a correct decision, the second preset probability is the probability that the driver of the rear vehicle completes the braking operation, and the third preset probability is the probability that the rear vehicle is controlled.

10. The method according to claim 7, characterized in that The determining the controllability level by at least using the controllable probability of the fault includes: Determining whether the severity level is the lowest severity level; In response to the severity level being the lowest severity level, determining the controllability level to be a lowest controllability level; In response to the severity level not being the lowest severity level, the controllability level is determined based on the fault controllability probability and a second mapping relationship; wherein the second mapping relationship is a mapping relationship between the fault controllability probability and the controllability level.

11. The method according to claim 1, characterized in that: The steps of determining the severity level include: Determine a second estimated time for a second target vehicle to reach a preset constrained speed by using the driving data; wherein the second target vehicle includes at least one of the leading vehicle and the trailing vehicle, the preset constrained speed includes at least one of a preset minimum speed and a maximum design speed, and the second estimated time includes at least one of a first time for the second target vehicle to decelerate to the preset minimum speed from the occurrence of a fault event and a second time for the second target vehicle to accelerate to the maximum design speed from the occurrence of a fault event; Determining a second magnitude relationship between the collision time and the second estimated time; wherein the collision time is the time required for the rear vehicle to collide with the front vehicle; determining a relative collision speed between the rear vehicle and the front vehicle when the collision time meets the second magnitude relationship; Using the relative impact velocity, the severity level is determined.

12. The method according to claim 11, characterized in that The determining a second magnitude relationship between the collision time and the second estimated time includes: determining a first travel distance of the leading vehicle and a second travel distance of the trailing vehicle at the second estimated time; determining a distance difference between the second travel distance and the first travel distance; The second size relationship is determined using the distance difference.

13. The method according to claim 11, characterized in that The target driving scenario is one of a front vehicle decelerating and a rear vehicle accelerating, a front vehicle decelerating and a rear vehicle moving at a constant speed, a front vehicle decelerating and a rear vehicle decelerating, a front vehicle moving at a constant speed and a rear vehicle accelerating, and a front vehicle accelerating and a rear vehicle accelerating; In the case where the target driving scenario is that the front vehicle decelerates and the rear vehicle accelerates, the second estimated time includes the first time of the front vehicle and the second time of the rear vehicle, and the second magnitude relationship includes one of the following magnitude relationships: the collision time is less than the smaller value of the first time of the front vehicle and the second time of the rear vehicle; the collision time is greater than the first time of the front vehicle and less than the second time of the rear vehicle; the collision time is greater than the second time of the rear vehicle and less than the first time of the front vehicle; the collision time is greater than the larger value of the first time of the front vehicle and the second time of the rear vehicle; When the target driving scenario is that the front vehicle decelerates and the rear vehicle has a constant speed, the second estimated time includes the first time of the front vehicle, and the second magnitude relationship includes one of the following magnitude relationships: the collision time is less than the first time of the front vehicle; the collision time is greater than or equal to the first time of the front vehicle; When the target driving scenario is that the front vehicle and the rear vehicle decelerate, the second estimated time includes the first time of the front vehicle and the first time of the rear vehicle, and the second magnitude relationship includes one of the following magnitude relationships: the collision time is less than the smaller value of the first time of the front vehicle and the first time of the rear vehicle; the collision time is greater than the first time of the front vehicle and less than the first time of the rear vehicle; In the case where the target driving scenario is that the front vehicle is moving at a constant speed and the rear vehicle is accelerating, the second estimated time includes the second time of the rear vehicle, and the second magnitude relationship includes one of the following magnitude relationships: the collision time is less than the second time of the rear vehicle; the collision time is greater than or equal to the second time of the rear vehicle; When the target driving scenario is that the front vehicle accelerates and the rear vehicle accelerates, the second estimated time includes the second time of the front vehicle and the second time of the rear vehicle, and the second size relationship includes one of the following size relationships: the collision time is less than the smaller value of the second time of the front vehicle and the second time of the rear vehicle; the collision time is greater than the second time of the rear vehicle and less than the second time of the front vehicle.

14. An evaluation device for automobile safety integrity level, characterized in that: The device comprises: An acquisition module, used to acquire driving data in a target driving scenario, wherein the driving data includes motion state data of a leading vehicle and a trailing vehicle when a fault event occurs; a hazard perception time determination module, configured to determine, using the driving data, a maximum hazard perception time of a driver of a rear vehicle when the front vehicle and the rear vehicle reach a target critical collision condition; A controllability level determination module, used to determine the controllability level corresponding to the target driving scenario by using the maximum perceived hazard time; An evaluation module is used to evaluate the vehicle safety integrity level corresponding to the target driving scenario by using the controllability level, the severity level and the exposure level corresponding to the target driving scenario.

15. An electronic device, characterized in that: comprising a memory and a processor coupled to each other, The memory stores program instructions; The processor is used to execute the program instructions stored in the memory to implement the method according to any one of claims 1 to 13.

16. A computer-readable storage medium, characterized in that: The computer-readable storage medium is used to store program instructions, and the program instructions can be executed by a processor to implement the method according to any one of claims 1 to 13.

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