Method, device and equipment for preventing mistaken selection of preceding vehicle based on risk coefficient and storage medium

Abstract

The invention discloses a front vehicle false selection prevention method, device and equipment based on a risk coefficient and a storage medium, and relates to the technical field of intelligent driving, and the method comprises the steps: obtaining the speed of a front vehicle, the speed of an own vehicle, the longitudinal distance between the front vehicle and the own vehicle, and the expected deceleration; obtaining a first coefficient, a second coefficient and a third coefficient according to the self-vehicle speed; according to the first coefficient, the second coefficient, the third coefficient, the front vehicle speed, the self vehicle speed, the longitudinal distance between the front vehicle and the self vehicle and the expected deceleration, a risk coefficient is obtained; and determining a corresponding risk control strategy according to the risk coefficient. On the basis of the determined risk coefficient, a corresponding risk control strategy can be adopted for the situation that the risk coefficient is small to reduce the influence caused by mistaken deceleration due to mistaken selection, normal selection and braking can be conducted for the situation that the risk coefficient is high, and the comfort of intelligent driving is improved.

Description

Technical Field

[0001] The present application relates to the field of intelligent driving technology, and in particular to a method, device, equipment and storage medium for preventing misselection of a preceding vehicle based on a risk factor. Background Art

[0002] In the process of intelligent driving, the visual sensor's recognition of lane lines is greatly affected by distance. When the distance is far, it cannot accurately recognize the lane lines in the distance. Therefore, when driving on the highway, for the front vehicle target in the adjacent lane in the distant curve, the self-vehicle cannot determine which lane the front vehicle target is located in, and thus mistakenly selects the front vehicle target in the adjacent lane, causing the self-vehicle to decelerate by mistake, affecting driving comfort. Summary of the invention

[0003] The main purpose of the present application is to provide a method, device, equipment and storage medium for preventing misselection of a leading vehicle based on a risk factor, aiming to solve the technical problem of a poor driving experience caused by misselection of a leading vehicle target in an adjacent lane, resulting in erroneous deceleration of the vehicle.

[0004] To achieve the above purpose, the present application proposes a method for preventing misselection of a preceding vehicle based on a risk coefficient, and the method for preventing misselection of a preceding vehicle based on a risk coefficient includes:

[0005] Obtain the speed of the preceding vehicle, the speed of the own vehicle, the longitudinal distance between the preceding vehicle and the own vehicle, and the expected deceleration;

[0006] Obtaining a first coefficient, a second coefficient and a third coefficient according to the vehicle speed;

[0007] Obtaining a risk coefficient according to the first coefficient, the second coefficient, the third coefficient, the speed of the preceding vehicle, the speed of the own vehicle, the longitudinal distance between the preceding vehicle and the own vehicle, and the expected deceleration;

[0008] A corresponding risk control strategy is determined according to the risk coefficient.

[0009] In one embodiment, after the step of obtaining the risk coefficient according to the first coefficient, the second coefficient, the third coefficient, the speed of the preceding vehicle, the speed of the own vehicle, the longitudinal distance between the preceding vehicle and the own vehicle, and the expected deceleration, the step further includes:

[0010] If the risk coefficient is less than a first preset risk coefficient, obtaining a first increment, a second increment, a third increment, a fourth increment and a road curvature;

[0011] updating the risk coefficient according to the risk coefficient, the first increment, the second increment, and the longitudinal distance between the preceding vehicle and the own vehicle to obtain a first updated risk coefficient;

[0012] and updating the first updated risk coefficient according to the first updated risk coefficient, the third increment, the fourth increment, and the road curvature to obtain a second updated risk coefficient;

[0013] The risk coefficient is determined to be the risk coefficient after the second update.

[0014] In one embodiment, the step of obtaining the risk coefficient according to the first coefficient, the second coefficient, the third coefficient, the speed of the preceding vehicle, the speed of the own vehicle, the longitudinal distance between the preceding vehicle and the own vehicle, and the expected deceleration comprises:

[0015] Obtaining an estimated collision time according to the speed of the preceding vehicle, the speed of the own vehicle, and the longitudinal distance between the preceding vehicle and the own vehicle;

[0016] and obtaining an actual deceleration according to the speed of the preceding vehicle, the speed of the own vehicle, and the longitudinal distance between the preceding vehicle and the own vehicle;

[0017] The risk coefficient is obtained according to the first coefficient, the second coefficient, the third coefficient, the estimated collision time, the expected deceleration, and the actual deceleration.

[0018] In one embodiment, the step of obtaining the first coefficient, the second coefficient and the third coefficient according to the vehicle speed includes:

[0019] If the vehicle speed is less than or equal to the first vehicle speed threshold, the first preset value is used as the first coefficient, the second preset value is used as the second coefficient, and the second preset value is used as the third coefficient;

[0020] If the vehicle speed is greater than the first vehicle speed threshold and less than the second vehicle speed threshold, the third preset value is used as the first coefficient, the fourth preset value is used as the second coefficient, and the fourth preset value is used as the third coefficient;

[0021] If the vehicle speed is greater than or equal to the second vehicle speed threshold, the first preset value is used as the first coefficient, the fourth preset value is used as the second coefficient, and the fourth preset value is used as the third coefficient.

[0022] In one embodiment, the step of updating the risk coefficient according to the risk coefficient, the first increment, the second increment, and the longitudinal distance between the preceding vehicle and the own vehicle to obtain the risk coefficient after the first update comprises:

[0023] If the longitudinal distance between the preceding vehicle and the own vehicle is less than a first preset distance, updating the risk coefficient according to the risk coefficient and the first increment to obtain a first updated risk coefficient;

[0024] If the longitudinal distance between the preceding vehicle and the own vehicle is less than a second preset distance, the risk coefficient is updated according to the risk coefficient and the second increment to obtain a first updated risk coefficient, wherein the first preset distance is greater than the second preset distance.

[0025] In one embodiment, the step of updating the first updated risk coefficient according to the first updated risk coefficient, the third increment, the fourth increment and the road curvature to obtain the second updated risk coefficient comprises:

[0026] If the road curvature is greater than the first preset curvature, updating the first updated risk coefficient according to the first updated risk coefficient and the third increment to obtain a second updated risk coefficient;

[0027] If the road curvature is greater than a second preset curvature, the first updated risk coefficient is updated according to the first updated risk coefficient and the fourth increment to obtain a second updated risk coefficient, wherein the first preset curvature is smaller than the second preset curvature.

[0028] In one embodiment, the step of determining the corresponding risk control strategy according to the risk coefficient includes:

[0029] If the risk factor is greater than or equal to the second preset risk factor, the lateral screening range, the front vehicle confirmation time, the front deceleration slope, and the cut-in intention determination threshold are kept unchanged, and the preset point of the front vehicle is used to determine the lateral distance;

[0030] If the risk factor is less than the second preset risk factor, the lateral screening range is reduced, the leading vehicle confirmation time is increased, the front deceleration slope is reduced, the cut-in intention determination threshold is increased, and the center of mass of the leading vehicle is used to determine the lateral distance.

[0031] In addition, to achieve the above purpose, the present application also proposes a device for preventing misselection of a preceding vehicle based on a risk coefficient, and the device for preventing misselection of a preceding vehicle based on a risk coefficient comprises:

[0032] An acquisition module is used to acquire the speed of the preceding vehicle, the speed of the own vehicle, the longitudinal distance between the preceding vehicle and the own vehicle, and the expected deceleration;

[0033] A calculation module, used for obtaining a first coefficient, a second coefficient and a third coefficient according to the vehicle speed;

[0034] The calculation module is further configured to obtain a risk coefficient according to the first coefficient, the second coefficient, the third coefficient, the speed of the preceding vehicle, the speed of the own vehicle, the longitudinal distance between the preceding vehicle and the own vehicle, and the expected deceleration;

[0035] A determination module is used to determine a corresponding risk control strategy according to the risk coefficient.

[0036] In addition, to achieve the above-mentioned purpose, the present application also proposes a device for preventing misselection of a preceding vehicle based on a risk coefficient, the device comprising: a memory, a processor, and a computer program stored on the memory and executable on the processor, the computer program being configured to implement the steps of the method for preventing misselection of a preceding vehicle based on a risk coefficient as described above.

[0037] In addition, to achieve the above-mentioned purpose, the present application also proposes a storage medium, which is a computer-readable storage medium, and a computer program is stored on the storage medium. When the computer program is executed by a processor, the steps of the method for preventing misselection of a preceding vehicle based on a risk coefficient as described above are implemented.

[0038] In addition, to achieve the above-mentioned purpose, the present application also provides a computer program product, which includes a computer program, and when the computer program is executed by a processor, the steps of the method for preventing misselection of a preceding vehicle based on a risk coefficient as described above are implemented.

[0039] One or more technical solutions proposed in this application obtain the speed of the preceding vehicle, the speed of the vehicle itself, the longitudinal distance between the preceding vehicle and the vehicle itself, and the expected deceleration; obtain the first coefficient, the second coefficient, and the third coefficient according to the speed of the vehicle itself; obtain the risk coefficient according to the first coefficient, the second coefficient, the third coefficient, the preceding vehicle speed, the vehicle itself speed, the longitudinal distance between the preceding vehicle and the vehicle itself, and the expected deceleration; determine the corresponding risk control strategy according to the risk coefficient. Based on the determined risk coefficient, the corresponding risk control strategy can be adopted for situations with a smaller risk coefficient to reduce the impact of erroneous deceleration due to erroneous selection, and normal selection and braking can be performed for situations with a higher risk coefficient, thereby improving the comfort of intelligent driving. BRIEF DESCRIPTION OF THE DRAWINGS

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

[0041] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, for ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative labor.

[0042] Figure 1 A flow chart of a first embodiment of the method for preventing misselection of a preceding vehicle based on a risk factor of the present application;

[0043] Figure 2 This is a schematic diagram of a scenario in Embodiment 1 of the method for preventing misselection of a preceding vehicle based on a risk factor of the present application;

[0044] Figure 3 A flow chart of a second embodiment of the method for preventing misselection of a preceding vehicle based on a risk factor of the present application;

[0045] Figure 4 This is a schematic diagram of the module structure of a device for preventing misselection of a preceding vehicle based on a risk factor according to an embodiment of the present application;

[0046] Figure 5 Schematic diagram of the device structure of the hardware operating environment involved in the method for preventing misselection of a preceding vehicle based on risk factors in an embodiment of the present application.

[0047] The purpose, features and advantages of this application will be further described in conjunction with the embodiments and with reference to the accompanying drawings. DETAILED DESCRIPTION

[0048] It should be understood that the specific embodiments described herein are only used to explain the technical solutions of the present application and are not used to limit the present application.

[0049] In order to better understand the technical solution of the present application, a detailed description will be given below in conjunction with the accompanying drawings and specific implementation methods.

[0050] The main solutions of the embodiments of this application are:

[0051] In the process of intelligent driving, the existing technology, the recognition of lane lines by visual sensors is greatly affected by the distance, and it is impossible to accurately recognize the lane lines in the distance when the distance is far. Therefore, when driving on the highway, for the front vehicle target in the adjacent lane in the distant curve, the self-vehicle cannot determine which lane the front vehicle target is located in, and thus the front vehicle target in the adjacent lane is mistakenly selected, causing the self-vehicle to decelerate by mistake, affecting driving comfort.

[0052] The present application provides a solution, which, based on a determined risk coefficient, can not only adopt corresponding risk control strategies for situations with lower risk coefficients to reduce the impact of incorrect deceleration due to misselection, but can also perform normal selection and braking for situations with higher risk coefficients, thereby improving the comfort of intelligent driving.

[0053] It should be noted that the execution subject of this embodiment can be a computing service device with data processing, network communication and program running functions, such as a tablet computer, a personal computer, a mobile phone, etc., or an electronic device capable of realizing the above functions, a device for preventing misselection of a preceding vehicle based on a risk factor, etc. The following takes a vehicle as an example to illustrate this embodiment and the following embodiments.

[0054] Based on this, the embodiment of the present application provides a method for preventing misselection of a preceding vehicle based on a risk factor, referring to Figure 1 , Figure 1 This is a flow chart of the first embodiment of the method for preventing misselection of a preceding vehicle based on risk coefficients of the present application.

[0055] In this embodiment, the method for preventing misselection of a preceding vehicle based on a risk coefficient includes steps S10 to S40:

[0056] Step S10: Obtain the speed of the preceding vehicle, the speed of the own vehicle, the longitudinal distance between the preceding vehicle and the own vehicle, and the expected deceleration.

[0057] It should be noted that the ego vehicle can identify the vehicle ahead on the road through sensors, and then obtain the speed of the vehicle ahead through a series of calculations. However, the recognition of lane lines by the vehicle's sensors is greatly affected by distance. When the distance is far, the lane lines in the distance cannot be accurately recognized. Therefore, especially when driving on a highway, for vehicles in the adjacent lanes in the distant curve, the ego vehicle cannot determine which lane the vehicle ahead is in. Figure 2 As shown in the schematic diagram of the scenario, the ego vehicle may mistakenly select the front vehicle in the adjacent lane (that is, the ego vehicle believes that the front vehicle in the adjacent lane is the front vehicle in the lane where the ego vehicle is located), so in this embodiment, the front vehicle is not necessarily the front vehicle in the lane where the ego vehicle is located.

[0058] The vehicle speed refers to the speed of the vehicle itself, which is a physical quantity that measures the speed of the vehicle on the road. It is usually measured in kilometers per hour (kph) or miles per hour (mph). For example, when we say that the vehicle speed is 60km / h, it means that the vehicle can travel 60 kilometers per hour. In addition, the front vehicle speed and the vehicle speed can be obtained through sensors or radars.

[0059] The longitudinal distance between the vehicle in front and the own vehicle refers to the straight-line distance between the front of the own vehicle and the rear of the vehicle in front in the direction of vehicle travel. It can be understood that regardless of whether the own vehicle and the vehicle in front are in the same lane, the longitudinal distance between the vehicle in front and the own vehicle can be obtained through sensors or radars.

[0060] The expected deceleration refers to the deceleration that the vehicle is expected to achieve in advance during the driving process of the vehicle, based on factors such as specific driving scenarios, safety requirements or vehicle system settings. It is a planning value used to control the vehicle deceleration process to achieve purposes such as safe parking, maintaining a following distance or avoiding collisions. In this embodiment, the expected deceleration is calculated by the cruise control system of the ego vehicle. It can be understood that the ego vehicle is an intelligent driving vehicle and has a cruise control system.

[0061] In addition, the cruise control system is an intelligent driving assistance system that can automatically control the speed of the vehicle, so that the vehicle maintains a certain safe distance from the vehicle in front and follows the vehicle in front. This system uses a variety of sensor technologies and control algorithms to provide drivers with a more relaxed and safe driving experience.

[0062] Step S20: Obtaining a first coefficient, a second coefficient and a third coefficient according to the vehicle speed.

[0063] It should be noted that the first coefficient, the second coefficient and the third coefficient are all variables, and different preset values ​​are taken for the first coefficient, the second coefficient and the third coefficient according to different vehicle speeds.

[0064] Specifically, if the vehicle speed is less than or equal to the first vehicle speed threshold, the first preset value is used as the first coefficient, the second preset value is used as the second coefficient, and the second preset value is used as the third coefficient; if the vehicle speed is greater than the first vehicle speed threshold and less than the second vehicle speed threshold, the third preset value is used as the first coefficient, the fourth preset value is used as the second coefficient, and the fourth preset value is used as the third coefficient; if the vehicle speed is greater than or equal to the second vehicle speed threshold, the first preset value is used as the first coefficient, the fourth preset value is used as the second coefficient, and the fourth preset value is used as the third coefficient.

[0065] In a specific implementation, when the vehicle speed is less than or equal to the first speed threshold of 80 kph, the first coefficient a is taken as the first preset value of 0.05, the second coefficient b is taken as the second preset value of 0.2, and the third coefficient c is taken as the second preset value of 0.2; when the vehicle speed is greater than the first speed threshold of 80 kph and less than the second speed threshold of 120 kph, the first coefficient a is taken as the third preset value of 0.065, the second coefficient b is taken as the fourth preset value of 0.5, and the third coefficient c is taken as the fourth preset value of 0.5; when greater than or equal to the second speed threshold of 120 kph, the first coefficient a is taken as the first preset value of 0.05, the second coefficient b is taken as the fourth preset value of 0.5, and the third coefficient c is taken as the fourth preset value of 0.5.

[0066] Step S30: Obtain a risk coefficient according to the first coefficient, the second coefficient, the third coefficient, the speed of the preceding vehicle, the speed of the own vehicle, the longitudinal distance between the preceding vehicle and the own vehicle, and the expected deceleration.

[0067] It should be noted that the risk coefficient is usually a quantitative indicator used to measure the size of the risk. It takes into account various risk factors and uses a specific calculation method or evaluation model to obtain a value that represents the relative degree of risk of a certain event. The higher the risk coefficient, the greater the risk; the lower the risk coefficient, the smaller the risk.

[0068] Specifically, according to the front vehicle speed V 前车 , the vehicle speed V 自车 and the longitudinal distance X between the front vehicle and the vehicle, and obtain the estimated collision time TTC; and according to the front vehicle speed V 前车 , the vehicle speed V 自车 And the longitudinal distance X between the front vehicle and the vehicle, the actual deceleration A is obtained x2 According to the first coefficient a, the second coefficient b, the third coefficient c, the estimated collision time TTC, the expected deceleration A x1 And the actual deceleration A x2 , and obtain the risk coefficient d.

[0069] Specifically, according to the front vehicle speed V 前车 , the vehicle speed V 自车 And the longitudinal distance X between the preceding vehicle and the vehicle, the estimated collision time TTC is obtained, as shown in the following formula 1:

[0070] TTC=X / (V 前车 -V 自车 )(Formula 1)

[0071] According to the front vehicle speed V 前车 , the vehicle speed V 自车 And the longitudinal distance X between the front vehicle and the vehicle, the actual deceleration A is obtained x2 , as shown in Equation 2 below:

[0072] A x2 =(V 前 ^2-V 自车 ^2) / 2X(Formula 2)

[0073] According to the first coefficient a, the second coefficient b, the third coefficient c, the estimated collision time TTC, the expected deceleration A x1 And the actual deceleration A x2 , the risk coefficient d is obtained, as shown in the following formula 3:

[0074] d=-a*TTC-b*A x1 -c*A x2 (Formula 3)

[0075] Step S40: determining a corresponding risk control strategy according to the risk coefficient.

[0076] It should be noted that the risk control strategy includes the lateral screening range, the front vehicle confirmation time, the front deceleration slope, the cut-in intention judgment threshold, and the strategy of using the preset point of the front vehicle to determine the lateral distance (or using the center of mass of the front vehicle to determine the lateral distance).

[0077] Specifically, if the risk coefficient is greater than or equal to the second preset risk coefficient, the lateral screening range, the front vehicle confirmation time, the front deceleration slope, and the cut-in intention judgment threshold are kept unchanged, and the preset point of the front vehicle is used to determine the lateral distance; if the risk coefficient is less than the second preset risk coefficient, the lateral screening range is reduced, the front vehicle confirmation time is increased, the front deceleration slope is reduced, the cut-in intention judgment threshold is increased, and the center of mass of the front vehicle is used to determine the lateral distance.

[0078] Among them, the lateral screening range refers to the spatial range in which the vehicle screens the surrounding environment information in the horizontal direction (the left and right direction perpendicular to the vehicle's driving direction). This range limits the effective areas on the left and right sides of the intelligent vehicle system for perception, analysis and decision-making related operations.

[0079] The front vehicle confirmation time refers to the time from when the vehicle's sensor first detects an object that may be the front vehicle to when the vehicle system can accurately determine that the object is the front vehicle and obtain its key information (such as distance, speed, acceleration, etc.). This time is crucial for the safe driving and intelligent decision-making system of intelligent vehicles because it directly affects the vehicle's ability to respond to traffic conditions ahead in a timely manner.

[0080] The front-end deceleration slope refers to the ratio of the vehicle's deceleration to time at the beginning of braking. It reflects the trend of how fast the vehicle's speed decreases when braking begins, and is an important parameter for measuring the vehicle's braking performance. From a mathematical point of view, the deceleration slope is equal to the ratio of the change in deceleration to the corresponding change in time. The front-end deceleration slope affects the comfort of passengers in the car.

[0081] The cut-in intention determination threshold is a key parameter. It is a critical standard used to measure the intention of other vehicles (such as vehicles in adjacent lanes) to cut into the lane where the ego vehicle is located. The system collects various data through sensors (such as the speed, acceleration, distance and angle of adjacent vehicles to the ego vehicle, etc.), and then uses algorithms to analyze these data. When the combined data reaches or exceeds this threshold, the system determines that the vehicle has the intention to cut into the lane where the ego vehicle is located.

[0082] Using the preset point of the preceding vehicle to determine the lateral distance means measuring the lateral distance between the two vehicles by determining the point on the preceding vehicle's outline that is closest to the vehicle. This closest point can be on any side of the vehicle, such as the edge of the front, the side of the body, or the corner of the rear.

[0083] Using the center of mass of the preceding vehicle to determine the lateral distance means measuring the distance between the center of mass of the vehicle and the preceding vehicle. The center of mass position can generally be roughly determined based on the model and design of the vehicle through theoretical calculation or empirical data (usually located near the center between the front and rear axles of the vehicle).

[0084] In addition, a fixed value preset manually is used as the second preset risk coefficient. For example, the second preset risk coefficient is defined as a fixed value of 1. If the risk coefficient is greater than or equal to 1, it is considered that the risk of collision with the vehicle in front is relatively high, so the lateral screening range, the front vehicle confirmation time, the front deceleration slope, and the cut-in intention judgment threshold are kept unchanged, and the preset point of the front vehicle is used to determine the lateral distance. It can be understood that this risk control strategy ensures driving safety.

[0085] If the risk coefficient is less than 1, it is considered that the risk of collision with the vehicle in front is small, so different risk control strategies are needed to reduce the impact of the misselection of the vehicle in front, such as the low comfort of the passengers in the car due to the high slope of the front deceleration. Therefore, the original lateral screening range is multiplied by, for example, 0.8 to reduce the lateral screening range, and more confirmation time (such as 0-1s) is added to the original confirmation time judgment of the vehicle in front. The original front deceleration slope is multiplied by, for example, 0.7 to reduce the front deceleration slope, the cut-in intention judgment threshold is increased, and the center of mass of the vehicle in front is used to determine the lateral distance, so that the vehicle in front is more difficult and later to be selected, and the braking after selection is also lighter, thereby improving the comfort of the passengers in the car.

[0086] This embodiment provides a method for preventing misselection of a preceding vehicle based on a risk coefficient, obtaining the preceding vehicle speed, the vehicle speed, the longitudinal distance between the preceding vehicle and the vehicle, and the expected deceleration; obtaining the first coefficient, the second coefficient, and the third coefficient according to the vehicle speed; obtaining the risk coefficient according to the first coefficient, the second coefficient, the third coefficient, the preceding vehicle speed, the vehicle speed, the longitudinal distance between the preceding vehicle and the vehicle, and the expected deceleration; and determining the corresponding risk control strategy according to the risk coefficient. Based on the determined risk coefficient, the corresponding risk control strategy can be adopted for situations with a smaller risk coefficient to reduce the impact of misselection and misdeceleration, and normal selection and braking can be performed for situations with a higher risk coefficient, thereby improving the comfort of intelligent driving.

[0087] Based on the first embodiment of the present application, in the second embodiment of the present application, the same or similar contents as those in the above-mentioned embodiment 1 can be referred to the above introduction, and will not be repeated in the following. Figure 3 After step S30, steps S301 to S304 may also be included:

[0088] Step S301: If the risk coefficient is less than a first preset risk coefficient, a first increment, a second increment, a third increment, a fourth increment and a road curvature are obtained.

[0089] It should be noted that the first preset risk coefficient is a manually preset variable value. For example, the first preset risk coefficient is set to 1 or 0.7. If it is determined that the risk coefficient is less than the first preset risk coefficient 1, the front vehicle is determined to be a target with lower risk, and the subsequent steps such as the first increment, the second increment, the third increment, the fourth increment and the road curvature are directly obtained; if it is determined that the risk coefficient is greater than or equal to the first preset risk coefficient 1, the front vehicle is determined to be a target with higher risk, and for such a target with higher risk, only when its risk coefficient is less than the first preset risk coefficient 0.7 in a certain determination process, will the front vehicle be determined to be a target with lower risk, and the subsequent steps such as obtaining the first increment, the second increment, the third increment, the fourth increment and the road curvature can be performed.

[0090] Among them, the first increment, the second increment, the third increment and the fourth increment are all artificially defined fixed values. In this embodiment, the first increment is defined as 1.1, the second increment is defined as 1.2, the third increment is defined as 0.1, and the fourth increment is defined as 0.3.

[0091] In addition, road curvature is a physical quantity used to describe the degree of curvature of a road. From a mathematical point of view, it refers to the degree of curvature of the center line of the road at a certain point, and the specific value is equal to the inverse of the radius of curvature of the center line of the road at that point. In simple terms, if the road is regarded as a curve, the curvature is a measure of how the curve is locally curved.

[0092] In addition, the vehicle usually obtains the road curvature through sensors, and obtains the values ​​of the first increment, the second increment, the third increment, and the fourth increment that are manually defined and stored.

[0093] Step S302: updating the risk coefficient according to the risk coefficient, the first increment, the second increment, and the longitudinal distance between the preceding vehicle and the own vehicle to obtain a first updated risk coefficient.

[0094] Specifically, if the longitudinal distance between the preceding vehicle and the own vehicle is less than a first preset distance, the risk coefficient is updated according to the risk coefficient and the first increment to obtain the risk coefficient after the first update; if the longitudinal distance between the preceding vehicle and the own vehicle is less than a second preset distance, the risk coefficient is updated according to the risk coefficient and the second increment to obtain the risk coefficient after the first update, wherein the first preset distance is greater than the second preset distance.

[0095] In this embodiment, the first preset distance is set to 80 meters, and the second preset distance is set to 60 meters. If the longitudinal distance X between the preceding vehicle and the vehicle is less than 80 meters, the risk coefficient is updated according to the risk coefficient d and the first increment 1.1 to obtain the first updated risk coefficient d1, as shown in the following formula 4:

[0096] d1=d*1.1(Formula 4)

[0097] If the longitudinal distance X between the preceding vehicle and the vehicle is less than 60 meters, the risk coefficient is updated according to the risk coefficient d and the second increment 1.2 to obtain the first updated risk coefficient d1, as shown in the following formula 5:

[0098] d1=d*1.2(Formula 5)

[0099] If the longitudinal distance between the preceding vehicle and the own vehicle is greater than or equal to the first preset distance, the risk coefficient is kept unchanged, that is, d1=d.

[0100] It can be understood that after multiplying the original risk factor by an increment, the risk factor determination can be more sensitive and accurate at close range.

[0101] Step S303: updating the risk coefficient after the first update according to the risk coefficient after the first update, the third increment, the fourth increment and the road curvature to obtain the risk coefficient after the second update.

[0102] Specifically, if the road curvature is greater than a first preset curvature, the risk coefficient after the first update is updated according to the risk coefficient after the first update and the third increment to obtain a second updated risk coefficient; if the road curvature is greater than a second preset curvature, the risk coefficient after the first update is updated according to the risk coefficient after the first update and the fourth increment to obtain a second updated risk coefficient, wherein the first preset curvature is smaller than the second preset curvature.

[0103] In this embodiment, the first preset curvature is set to 800, and the second preset curvature is set to 1200. If the road curvature is greater than 800, the first updated risk coefficient is updated according to the first updated risk coefficient d1 and the third increment 0.1 to obtain the second updated risk coefficient d2, as shown in the following formula 6:

[0104] d2=d1+0.1(Formula 6)

[0105] If the road curvature is greater than 1200, the risk coefficient after the first update is updated according to the risk coefficient d1 after the first update and the fourth increment 0.3 to obtain the risk coefficient after the second update d2, as shown in the following formula 7:

[0106] d2=d1+0.3(Formula 7)

[0107] If the road curvature is less than or equal to 800, the risk coefficient after the first update is kept unchanged, that is, d2=d1.

[0108] It is understandable that after adding a certain increment to the original risk factor after the first update, the risk factor determination can also be more sensitive and accurate.

[0109] Step S304: determining that the risk coefficient is the risk coefficient after the second update.

[0110] It should be noted that the risk coefficient after two updates will be more reasonable and accurate, so the risk coefficient is determined to be the risk coefficient after the second update, so that the corresponding risk control strategy can be determined more accurately according to the risk coefficient.

[0111] In this embodiment, if the risk coefficient is less than the first preset risk coefficient, the first increment, the second increment, the third increment, the fourth increment and the road curvature are obtained; the risk coefficient is updated according to the risk coefficient, the first increment, the second increment and the longitudinal distance between the preceding vehicle and the vehicle to obtain the risk coefficient after the first update; and the risk coefficient after the first update is updated according to the risk coefficient after the first update, the third increment, the fourth increment and the road curvature to obtain the risk coefficient after the second update; and the risk coefficient is determined to be the risk coefficient after the second update. By updating the risk coefficient according to the longitudinal distance between the preceding vehicle and the vehicle and the road curvature for the preceding vehicle with a smaller risk coefficient, the risk coefficient calculation and determination can be made more sensitive and accurate, so that the corresponding risk control strategy can be used more accurately.

[0112] It should be noted that the above examples are only used to understand the present application and do not constitute a limitation on the preceding vehicle anti-misselection method based on risk factors of the present application. More simple transformations based on this technical concept are all within the protection scope of the present application.

[0113] This application also provides a device for preventing misselection of a preceding vehicle based on a risk factor, please refer to Figure 4 The preceding vehicle misselection prevention device based on the risk coefficient includes:

[0114] The acquisition module 10 is used to acquire the speed of the preceding vehicle, the speed of the own vehicle, the longitudinal distance between the preceding vehicle and the own vehicle, and the expected deceleration.

[0115] The calculation module 20 is used to obtain a first coefficient, a second coefficient and a third coefficient according to the vehicle speed.

[0116] The calculation module 20 is further used to obtain a risk coefficient according to the first coefficient, the second coefficient, the third coefficient, the speed of the preceding vehicle, the speed of the own vehicle, the longitudinal distance between the preceding vehicle and the own vehicle, and the expected deceleration.

[0117] The determination module 30 is used to determine the corresponding risk control strategy according to the risk coefficient.

[0118] The risk-coefficient-based anti-misselection device for the preceding vehicle provided in the present application adopts the risk-coefficient-based anti-misselection method for the preceding vehicle in the above-mentioned embodiment, and can solve the technical problem of a poor driving experience caused by mistakenly selecting a preceding vehicle target in an adjacent lane, which causes the vehicle to decelerate by mistake. Compared with the prior art, the beneficial effects of the risk-coefficient-based anti-misselection device for the preceding vehicle provided in the present application are the same as the beneficial effects of the risk-coefficient-based anti-misselection method for the preceding vehicle provided in the above-mentioned embodiment, and the other technical features of the risk-coefficient-based anti-misselection device for the preceding vehicle are the same as the features disclosed in the above-mentioned embodiment method, and are not described in detail here.

[0119] In one embodiment, the calculation module 20 is also used to obtain a first increment, a second increment, a third increment, a fourth increment and a road curvature if the risk coefficient is less than a first preset risk coefficient; update the risk coefficient according to the risk coefficient, the first increment, the second increment and the longitudinal distance between the preceding vehicle and the own vehicle to obtain a first updated risk coefficient; and update the first updated risk coefficient according to the first updated risk coefficient, the third increment, the fourth increment and the road curvature to obtain a second updated risk coefficient; and determine that the risk coefficient is the second updated risk coefficient.

[0120] In one embodiment, the calculation module 20 is further used to obtain an estimated collision time based on the front vehicle speed, the own vehicle speed and the longitudinal distance between the front vehicle and the own vehicle; and to obtain an actual deceleration based on the front vehicle speed, the own vehicle speed and the longitudinal distance between the front vehicle and the own vehicle; and to obtain the risk coefficient based on the first coefficient, the second coefficient, the third coefficient, the estimated collision time, the expected deceleration and the actual deceleration.

[0121] In one embodiment, the calculation module 20 is also used to use the first preset value as the first coefficient, the second preset value as the second coefficient, and the second preset value as the third coefficient if the vehicle speed is less than or equal to the first vehicle speed threshold; if the vehicle speed is greater than the first vehicle speed threshold and less than the second vehicle speed threshold, the third preset value as the first coefficient, the fourth preset value as the second coefficient, and the fourth preset value as the third coefficient; if the vehicle speed is greater than or equal to the second vehicle speed threshold, the first preset value as the first coefficient, the fourth preset value as the second coefficient, and the fourth preset value as the third coefficient.

[0122] In one embodiment, the calculation module 20 is also used to update the risk coefficient according to the risk coefficient and the first increment to obtain the risk coefficient after the first update if the longitudinal distance between the leading vehicle and the own vehicle is less than a first preset distance; if the longitudinal distance between the leading vehicle and the own vehicle is less than a second preset distance, update the risk coefficient according to the risk coefficient and the second increment to obtain the risk coefficient after the first update, wherein the first preset distance is greater than the second preset distance.

[0123] In one embodiment, the calculation module 20 is also used to update the first updated risk coefficient according to the first updated risk coefficient and the third increment to obtain a second updated risk coefficient if the road curvature is greater than a first preset curvature; if the road curvature is greater than a second preset curvature, update the first updated risk coefficient according to the first updated risk coefficient and the fourth increment to obtain a second updated risk coefficient, wherein the first preset curvature is smaller than the second preset curvature.

[0124] In one embodiment, the determination module 30 is also used to keep the lateral screening range, the preceding vehicle confirmation time, the front deceleration slope, and the cut-in intention determination threshold unchanged if the risk coefficient is greater than or equal to a second preset risk coefficient, and use the preset point of the preceding vehicle to determine the lateral distance; if the risk coefficient is less than the second preset risk coefficient, reduce the lateral screening range, increase the preceding vehicle confirmation time, reduce the front deceleration slope, increase the cut-in intention determination threshold, and use the center of mass of the preceding vehicle to determine the lateral distance.

[0125] The present application provides a device for preventing misselection of a preceding vehicle based on a risk coefficient, and the device for preventing misselection of a preceding vehicle based on a risk coefficient comprises: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor, and the instructions are executed by the at least one processor so that the at least one processor can execute the method for preventing misselection of a preceding vehicle based on a risk coefficient in the above-mentioned embodiment one.

[0126] Reference below Figure 5 , which shows a schematic diagram of the structure of the device for preventing the preceding vehicle from being misselected based on the risk factor suitable for implementing the embodiment of the present application. The device for preventing the preceding vehicle from being misselected based on the risk factor in the embodiment of the present application may include but is not limited to mobile terminals such as mobile phones, laptop computers, digital broadcast receivers, PDAs (Personal Digital Assistants), PADs (Portable Application Descriptions), PMPs (Portable Media Players), vehicle-mounted terminals (such as vehicle-mounted navigation terminals), etc., and fixed terminals such as digital TVs, desktop computers, etc. Figure 5 The risk factor-based preceding vehicle misselection prevention device shown is merely an example and should not bring any limitation to the functions and scope of use of the embodiments of the present application.

[0127] like Figure 5As shown, the risk-coefficient-based front vehicle misselection prevention device may include a processing device 1001 (e.g., a central processing unit, a graphics processing unit, etc.), which can perform various appropriate actions and processes according to a program stored in a read-only memory (ROM: Read Only Memory) 1002 or a program loaded from a storage device 1003 to a random access memory (RAM: Random Access Memory) 1004. Various programs and data required for the operation of the risk-coefficient-based front vehicle misselection prevention device are also stored in RAM1004. The processing device 1001, ROM1002, and RAM1004 are connected to each other via a bus 1005. An input / output (I / O) interface 1006 is also connected to the bus. Typically, the following systems can be connected to the I / O interface 1006: input devices 1007 including, for example, a touch screen, a touchpad, a keyboard, a mouse, an image sensor, a microphone, an accelerometer, a gyroscope, etc.; output devices 1008 including, for example, a liquid crystal display (LCD), a speaker, a vibrator, etc.; storage devices 1003 including, for example, a magnetic tape, a hard disk, etc.; and communication devices 1009. The communication device 1009 can allow the risk-based front vehicle misselection prevention device to communicate wirelessly or wired with other devices to exchange data. Although the risk-based front vehicle misselection prevention device with various systems is shown in the figure, it should be understood that it is not required to implement or have all the systems shown. More or fewer systems may be implemented or have alternatively.

[0128] In particular, according to the embodiments disclosed in the present application, the process described above with reference to the flowchart can be implemented as a computer software program. For example, the embodiments disclosed in the present application include a computer program product, which includes a computer program carried on a computer-readable medium, and the computer program includes a program code for executing the method shown in the flowchart. In such an embodiment, the computer program can be downloaded and installed from a network through a communication device, or installed from a storage device 1003, or installed from a ROM 1002. When the computer program is executed by the processing device 1001, the above-mentioned functions defined in the method of the embodiment disclosed in the present application are executed.

[0129] The risk-coefficient-based anti-misselection device for the preceding vehicle provided in the present application adopts the risk-coefficient-based anti-misselection method for the preceding vehicle in the above-mentioned embodiment, which can solve the technical problem of the poor driving experience caused by the erroneous selection of the preceding vehicle target in the adjacent lane, which causes the vehicle to decelerate by mistake. Compared with the prior art, the beneficial effects of the risk-coefficient-based anti-misselection device for the preceding vehicle provided in the present application are the same as the beneficial effects of the risk-coefficient-based anti-misselection method for the preceding vehicle provided in the above-mentioned embodiment, and the other technical features of the risk-coefficient-based anti-misselection device for the preceding vehicle are the same as the features disclosed in the method of the previous embodiment, which will not be described in detail here.

[0130] It should be understood that the various parts disclosed in this application can be implemented by hardware, software, firmware or a combination thereof. In the description of the above embodiments, specific features, structures, materials or characteristics can be combined in any one or more embodiments or examples in a suitable manner.

[0131] The above is only a specific implementation of the present application, but the protection scope of the present application is not limited thereto. Any person skilled in the art who is familiar with the present technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

[0132] The present application provides a computer-readable storage medium having computer-readable program instructions (ie, computer programs) stored thereon, and the computer-readable program instructions are used to execute the preceding vehicle misselection prevention method based on risk coefficient in the above-mentioned embodiment.

[0133] The computer-readable storage medium provided in the present application may be, for example, a USB flash drive, but is not limited to electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems, systems or devices, or any combination of the above. More specific examples of computer-readable storage media may include, but are not limited to: an electrical connection with one or more wires, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the above. In this embodiment, the computer-readable storage medium may be any tangible medium containing or storing a program that can be used by or in combination with an instruction execution system, system or device. The program code contained on the computer-readable storage medium may be transmitted using any appropriate medium, including but not limited to: wires, optical cables, RF (Radio Frequency), etc., or any suitable combination of the above.

[0134] The computer-readable storage medium may be included in the device for preventing misselection of the preceding vehicle based on the risk factor, or may exist independently without being assembled into the device for preventing misselection of the preceding vehicle based on the risk factor.

[0135] The above-mentioned computer-readable storage medium carries one or more programs. When the above-mentioned one or more programs are executed by the leading vehicle anti-misselection device based on the risk coefficient, the leading vehicle anti-misselection device based on the risk coefficient: obtains the leading vehicle speed, the own vehicle speed, the longitudinal distance between the leading vehicle and the own vehicle, and the expected deceleration; obtains the first coefficient, the second coefficient and the third coefficient according to the own vehicle speed; obtains the risk coefficient according to the first coefficient, the second coefficient, the third coefficient, the leading vehicle speed, the own vehicle speed, the longitudinal distance between the leading vehicle and the own vehicle, and the expected deceleration; determines the corresponding risk control strategy according to the risk coefficient.

[0136] Computer program code for performing the operations of the present application may be written in one or more programming languages ​​or a combination thereof, including object-oriented programming languages ​​such as Java, Smalltalk, C++, and conventional procedural programming languages ​​such as "C" or similar programming languages. The program code may be executed entirely on the user's computer, partially on the user's computer, as a separate software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In the case of a remote computer, the remote computer may be connected to the user's computer through any type of network, including a local area network (LAN) or a wide area network (WAN), or may be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0137] The flow chart and block diagram in the accompanying drawings illustrate the possible architecture, function and operation of the system, method and computer program product according to various embodiments of the present application. In this regard, each square box in the flow chart or block diagram can represent a module, a program segment or a part of a code, and the module, the program segment or a part of the code contains one or more executable instructions for realizing the specified logical function. It should also be noted that in some implementations as replacements, the functions marked in the square box can also occur in a sequence different from that marked in the accompanying drawings. For example, two square boxes represented in succession can actually be executed substantially in parallel, and they can sometimes be executed in the opposite order, depending on the functions involved. It should also be noted that each square box in the block diagram and / or flow chart and the combination of the square boxes in the block diagram and / or flow chart can be implemented with a dedicated hardware-based system that performs a specified function or operation, or can be implemented with a combination of dedicated hardware and computer instructions.

[0138] The modules involved in the embodiments described in this application may be implemented by software or hardware, wherein the name of the module does not constitute a limitation on the unit itself in some cases.

[0139] The readable storage medium provided by the present application is a computer-readable storage medium, which stores computer-readable program instructions (i.e., computer programs) for executing the above-mentioned method for preventing misselection of a preceding vehicle based on a risk coefficient, and can solve the technical problem of a poor driving experience caused by misselection of a preceding vehicle target in an adjacent lane, which causes the vehicle to decelerate by mistake. Compared with the prior art, the beneficial effects of the computer-readable storage medium provided by the present application are the same as the beneficial effects of the method for preventing misselection of a preceding vehicle based on a risk coefficient provided by the above-mentioned embodiment, and will not be elaborated here.

[0140] The present application also provides a computer program product, including a computer program, which, when executed by a processor, implements the steps of the method for preventing misselection of a preceding vehicle based on a risk coefficient as described above.

[0141] The computer program product provided by the present application can solve the technical problem that the vehicle decelerates incorrectly due to the misselection of the preceding vehicle target in the adjacent lane, resulting in a poor driving experience. Compared with the prior art, the beneficial effects of the computer program product provided by the present application are the same as the beneficial effects of the preceding vehicle misselection prevention method based on the risk coefficient provided in the above embodiment, and will not be elaborated here.

[0142] The above descriptions are only some embodiments of the present application, and are not intended to limit the patent scope of the present application. All equivalent structural changes made using the contents of the present application specification and drawings under the technical concept of the present application, or direct / indirect applications in other related technical fields are included in the patent protection scope of the present application.

Claims

1. A method for preventing misselection of a preceding vehicle based on a risk factor, characterized in that: The method comprises: Obtain the speed of the preceding vehicle, the speed of the own vehicle, the longitudinal distance between the preceding vehicle and the own vehicle, and the expected deceleration; Obtaining a first coefficient, a second coefficient and a third coefficient according to the vehicle speed; Obtaining a risk coefficient according to the first coefficient, the second coefficient, the third coefficient, the speed of the preceding vehicle, the speed of the own vehicle, the longitudinal distance between the preceding vehicle and the own vehicle, and the expected deceleration; A corresponding risk control strategy is determined according to the risk coefficient.

2. The method according to claim 1, characterized in that After the step of obtaining the risk coefficient according to the first coefficient, the second coefficient, the third coefficient, the speed of the preceding vehicle, the speed of the own vehicle, the longitudinal distance between the preceding vehicle and the own vehicle, and the expected deceleration, the method further includes: If the risk coefficient is less than a first preset risk coefficient, obtaining a first increment, a second increment, a third increment, a fourth increment and a road curvature; updating the risk coefficient according to the risk coefficient, the first increment, the second increment, and the longitudinal distance between the preceding vehicle and the own vehicle to obtain a first updated risk coefficient; and updating the first updated risk coefficient according to the first updated risk coefficient, the third increment, the fourth increment, and the road curvature to obtain a second updated risk coefficient; The risk coefficient is determined to be the risk coefficient after the second update.

3. The method according to claim 1, characterized in that The step of obtaining the risk coefficient according to the first coefficient, the second coefficient, the third coefficient, the speed of the preceding vehicle, the speed of the own vehicle, the longitudinal distance between the preceding vehicle and the own vehicle, and the expected deceleration comprises: Obtaining an estimated collision time according to the speed of the preceding vehicle, the speed of the own vehicle, and the longitudinal distance between the preceding vehicle and the own vehicle; and obtaining an actual deceleration according to the speed of the preceding vehicle, the speed of the own vehicle, and the longitudinal distance between the preceding vehicle and the own vehicle; The risk coefficient is obtained according to the first coefficient, the second coefficient, the third coefficient, the estimated collision time, the expected deceleration, and the actual deceleration.

4. The method according to claim 1, characterized in that The step of obtaining the first coefficient, the second coefficient and the third coefficient according to the vehicle speed comprises: If the vehicle speed is less than or equal to the first vehicle speed threshold, the first preset value is used as the first coefficient, the second preset value is used as the second coefficient, and the second preset value is used as the third coefficient; If the vehicle speed is greater than the first vehicle speed threshold and less than the second vehicle speed threshold, the third preset value is used as the first coefficient, the fourth preset value is used as the second coefficient, and the fourth preset value is used as the third coefficient; If the vehicle speed is greater than or equal to the second vehicle speed threshold, the first preset value is used as the first coefficient, the fourth preset value is used as the second coefficient, and the fourth preset value is used as the third coefficient.

5. The method according to claim 2, characterized in that The step of updating the risk coefficient according to the risk coefficient, the first increment, the second increment, and the longitudinal distance between the preceding vehicle and the own vehicle to obtain the risk coefficient after the first update comprises: If the longitudinal distance between the preceding vehicle and the own vehicle is less than a first preset distance, updating the risk coefficient according to the risk coefficient and the first increment to obtain a first updated risk coefficient; If the longitudinal distance between the preceding vehicle and the own vehicle is less than a second preset distance, the risk coefficient is updated according to the risk coefficient and the second increment to obtain a first updated risk coefficient, wherein the first preset distance is greater than the second preset distance.

6. The method according to claim 2, characterized in that The step of updating the first updated risk coefficient according to the first updated risk coefficient, the third increment, the fourth increment and the road curvature to obtain the second updated risk coefficient comprises: If the road curvature is greater than the first preset curvature, updating the first updated risk coefficient according to the first updated risk coefficient and the third increment to obtain a second updated risk coefficient; If the road curvature is greater than a second preset curvature, the first updated risk coefficient is updated according to the first updated risk coefficient and the fourth increment to obtain a second updated risk coefficient, wherein the first preset curvature is smaller than the second preset curvature.

7. The method according to claim 1, characterized in that The step of determining the corresponding risk control strategy according to the risk coefficient comprises: If the risk factor is greater than or equal to the second preset risk factor, the lateral screening range, the front vehicle confirmation time, the front deceleration slope, and the cut-in intention determination threshold are kept unchanged, and the preset point of the front vehicle is used to determine the lateral distance; If the risk factor is less than the second preset risk factor, the lateral screening range is reduced, the leading vehicle confirmation time is increased, the front deceleration slope is reduced, the cut-in intention determination threshold is increased, and the center of mass of the leading vehicle is used to determine the lateral distance.

8. A device for preventing misselection of a preceding vehicle based on a risk factor, characterized in that: The device for preventing misselection of a preceding vehicle based on a risk factor comprises: An acquisition module is used to acquire the speed of the preceding vehicle, the speed of the own vehicle, the longitudinal distance between the preceding vehicle and the own vehicle, and the expected deceleration; A calculation module, used for obtaining a first coefficient, a second coefficient and a third coefficient according to the vehicle speed; The calculation module is further configured to obtain a risk coefficient according to the first coefficient, the second coefficient, the third coefficient, the speed of the preceding vehicle, the speed of the own vehicle, the longitudinal distance between the preceding vehicle and the own vehicle, and the expected deceleration; A determination module is used to determine a corresponding risk control strategy according to the risk coefficient.

9. A device for preventing misselection of a preceding vehicle based on a risk factor, characterized in that: The device comprises: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the computer program is configured to implement the steps of the method for preventing misselection of a preceding vehicle based on a risk factor as claimed in any one of claims 1 to 7.

10. A storage medium, characterized in that: The storage medium is a computer-readable storage medium, and a computer program is stored on the storage medium. When the computer program is executed by a processor, the steps of the method for preventing misselection of a preceding vehicle based on a risk coefficient as described in any one of claims 1 to 7 are implemented.

Images