Reaction time determination method and device, equipment and storage medium

Abstract

The invention discloses a reaction time determination method and device, equipment and a storage medium. The response time determination method comprises the following steps: acquiring driving parameters of a vehicle, wherein the driving parameters comprise driving parameters, driving behavior parameters and driving environment parameters of a vehicle driver; determining time adjustment values corresponding to different time adjustment grades by using the driving parameters of the vehicle; and determining the response time of the driver of the vehicle based on the preset initial response time and the time adjustment value corresponding to each time adjustment level. According to the scheme, the reaction time determination accuracy can be improved.

Description

Technical Field

[0001] The present application relates to the field of computer technology, and in particular to a reaction time determination method, device, equipment and storage medium. Background Art

[0002] At present, many ADAS research and products belong to longitudinal assistance systems, such as front collision warning systems and automatic emergency braking systems. Such systems only consider the dangers in the longitudinal direction of the car, and the driver's braking behavior characteristics must be considered during development. Taking FCW as an example, the system must issue a warning to the driver early enough to leave the driver with sufficient reaction time to brake to avoid collision. However, if the system issues a warning too early, it will cause false alarms, interfere with the driver's normal driving, and reduce user acceptance.

[0003] How to predict the user's reaction time so as to issue a warning based on the predicted reaction time is a technical problem that needs to be solved urgently by those skilled in the art. Summary of the invention

[0004] The present application at least provides a reaction time determination method, apparatus, device and storage medium.

[0005] The present application provides a reaction time determination method, comprising: obtaining driving parameters of a vehicle, the driving parameters including driving parameters, driving behavior parameters and driving environment parameters of the vehicle driver; using the vehicle driving parameters to determine time adjustment values ​​corresponding to different time adjustment levels; and determining the reaction time of the vehicle driver based on a preset initial reaction time and the time adjustment values ​​corresponding to each time adjustment level.

[0006] In some embodiments, at least some of the driving parameters that need to be referenced in different time adjustment levels are different, and the time adjustment values ​​corresponding to the different time adjustment levels are determined using the driving parameters of the vehicle, including: performing the following steps for each time adjustment level: using several driving parameters that need to be referenced by the time adjustment level as reference driving parameters of the time adjustment level; determining candidate time adjustment values ​​corresponding to each reference driving parameter; and obtaining the time adjustment value corresponding to the time adjustment level based on each candidate time adjustment value.

[0007] In some embodiments, the time adjustment level includes a first level, and the reference driving parameters of the first level include fatigue level and workload in the driving parameters. Based on each candidate time adjustment value, a time adjustment value corresponding to the time adjustment level is obtained, including: weighted fusion of the candidate time adjustment value corresponding to the fatigue level and the candidate time adjustment value corresponding to the workload to obtain the time adjustment value corresponding to the first level.

[0008] In some embodiments, the time adjustment level includes a second level, and the reference driving parameters of the second level include personality parameters in the driving parameters and weather parameters in the driving environment parameters. Based on each candidate time adjustment value, the time adjustment value corresponding to the time adjustment level is obtained, including: weighted fusion of the candidate time adjustment values ​​corresponding to the personality parameters and the candidate time adjustment values ​​corresponding to the weather parameters to obtain the time adjustment value corresponding to the second level.

[0009] In some embodiments, the time adjustment level includes a third level, and the reference driving parameters of the third level include the longitudinal control state and the longitudinal control braking state in the driving behavior parameters. Based on each candidate time adjustment value, the time adjustment value corresponding to the time adjustment level is obtained, including: from the candidate time adjustment value corresponding to the longitudinal control state and the candidate time adjustment value corresponding to the longitudinal control braking state, select a smaller value as the time adjustment value corresponding to the third level.

[0010] In some embodiments, the time adjustment level includes a fourth level, and the reference driving parameters of the fourth level include the braking state, the change state of the accelerator pedal, the rate of change of the position of the accelerator pedal, the acceleration, the steering wheel speed, the vehicle speed in the driving behavior parameters, and the road curvature in the driving environment parameters, and at least one of the road planning categories. Based on each candidate time adjustment value, a time adjustment value corresponding to the time adjustment level is obtained, including: from the candidate time adjustment values ​​corresponding to the braking state, the change state of the accelerator pedal, the rate of change of the position of the accelerator pedal, the acceleration, the steering wheel speed, the vehicle speed, and the road curvature in the driving environment parameters, and at least one of the road planning categories, the minimum value is selected as the time adjustment value corresponding to the fourth level.

[0011] In some embodiments, the time adjustment level includes a fifth level, and the reference driving parameters of the fifth level include the deceleration characterization value in the driving behavior parameters, the overtaking characterization value in the driving environment parameters, and the braking characterization value of the target vehicle. The target vehicle is the vehicle in front of the vehicle in the driving direction. Based on each candidate time adjustment value, the time adjustment value corresponding to the time adjustment level is obtained, including: selecting the minimum value from the candidate time adjustment values ​​corresponding to the deceleration characterization value, the overtaking characterization value, and the braking characterization value as the time adjustment value corresponding to the fifth level.

[0012] In some embodiments, based on a preset initial reaction time and a time adjustment value corresponding to each time adjustment level, determining the reaction time of the driver of the vehicle includes: grouping each time adjustment level to obtain a plurality of level groups, wherein at least some of the time adjustment levels contained in different level groups are different; determining the time adjustment value corresponding to each level group; and determining the reaction time of the driver of the vehicle by selecting a minimum value based on the time adjustment value of each level group and a summation result between the preset initial reaction value.

[0013] In some embodiments, the reaction time of the driver of the vehicle is determined by selecting the summation result between the minimum value and the preset initial reaction value based on the time adjustment value of each level group, including: in response to the summation result being less than a first preset value, the first preset value is used as the reaction time of the driver of the vehicle; or, in response to the summation result being greater than a second preset value, the second preset value is used as the reaction time of the driver of the vehicle, and the second preset value is greater than the first preset value; or, in response to the summation result being between the first preset value and the second preset value, the summation result is used as the reaction time of the driver of the vehicle.

[0014] In some embodiments, the method also includes: determining a current state of the vehicle; in response to the current state of the vehicle being a following state or a close to target driving state, executing the step of using the vehicle's driving parameters to determine time adjustment values ​​corresponding to different time adjustment levels; wherein, in the close to target driving state, there is a target vehicle ahead of the vehicle in the driving direction, the speed of the vehicle is greater than the speed of the target vehicle, the speed of the vehicle is greater than the preset speed, and the time for the vehicle to catch up with the target vehicle in the longitudinal distance is less than the preset time.

[0015] The present application provides a reaction time determination device, comprising: a driving parameter acquisition module, a time adjustment value determination module and a reaction time determination module; the driving parameter acquisition module is used to acquire the driving parameters of a vehicle, the driving parameters including the driving parameters, driving behavior parameters and driving environment parameters of the vehicle driver; the time adjustment value determination module is used to determine the time adjustment values ​​corresponding to different time adjustment levels using the driving parameters of the vehicle; the reaction time determination module is used to determine the reaction time of the vehicle driver based on a preset initial reaction time and the time adjustment values ​​corresponding to each time adjustment level.

[0016] The present application provides an electronic device, including a memory and a processor, wherein the processor is used to execute program instructions stored in the memory to implement the above-mentioned reaction time determination method.

[0017] The present application provides a computer-readable storage medium on which program instructions are stored. When the program instructions are executed by a processor, the above-mentioned reaction time determination method is implemented.

[0018] The above scheme obtains multiple driving parameters and determines the time adjustment values ​​corresponding to different adjustment levels according to each driving parameter, and then adjusts the preset initial reaction time according to the time adjustment value. In this process, multiple factors that may affect the driver's reaction time are referred to, so that the determined reaction time of the vehicle driver is accurate, so that the timing of issuing a warning based on the reaction time is more appropriate.

[0019] It is to be understood that the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] The drawings herein are incorporated into the specification and constitute a part of the specification. These drawings illustrate embodiments consistent with the present application and are used together with the specification to illustrate the technical solution of the present application.

[0021] Figure 1 It is a flow chart of an embodiment of a method for determining reaction time of the present application;

[0022] Figure 2 yes Figure 1 Schematic diagram of the sub-process of step S12;

[0023] Figure 3 It is a schematic diagram of the correspondence between the longitudinal control braking state and the candidate time adjustment value provided by an embodiment of the reaction time determination method of the present application;

[0024] Figure 4 It is a schematic diagram of the corresponding relationship between the braking state and the candidate time adjustment value provided in an embodiment of the reaction time determination method of the present application;

[0025] Figure 5 It is a schematic diagram of the corresponding relationship between the speed and the candidate time adjustment value provided in an embodiment of the reaction time determination method of the present application;

[0026] Figure 6 It is a schematic diagram of the corresponding relationship between the longitudinal acceleration and the candidate time adjustment value provided in an embodiment of the reaction time determination method of the present application;

[0027] Figure 7 It is a schematic diagram of the corresponding relationship between the lateral acceleration and the candidate time adjustment value provided in the first embodiment of the reaction time determination method of the present application;

[0028] Figure 8 It is a schematic diagram of the corresponding relationship between the deceleration characterization value and the candidate time adjustment value provided in the first embodiment of the reaction time determination method of the present application;

[0029] Fig. 9 yes Figure 1 Schematic diagram of the sub-process of step S13;

[0030] Fig.10 It is another flow chart of an embodiment of the reaction time determination method of the present application;

[0031] Fig.11 It is a schematic diagram of the transition relationship between three states of a vehicle provided in an embodiment of a method for determining reaction time of the present application;

[0032] Fig.12 It is a structural schematic diagram of an embodiment of a device for determining reaction time of the present application;

[0033] Fig.13 It is a structural schematic diagram of an embodiment of the electronic device of the present application;

[0034] Fig.14 It is a structural diagram of an embodiment of a computer-readable storage medium of the present application. DETAILED DESCRIPTION

[0035] The scheme of the embodiment of the present application is described in detail below in conjunction with the drawings of the specification.

[0036] In the following description, for the purpose of explanation rather than limitation, specific details such as specific system structures, interfaces, and technologies are provided to facilitate a thorough understanding of the present application.

[0037] The term "and / or" in this article is only a description of the association relationship of associated objects, indicating that there may be three relationships. For example, A and / or B can represent: A exists alone, A and B exist at the same time, and B exists alone. In addition, the character " / " in this article generally indicates that the objects associated before and after are in an "or" relationship. In addition, "many" in this article means two or more than two. In addition, the term "at least one" in this article means any combination of at least two of any one or more of a plurality of, for example, including at least one of A, B, and C, can mean including any one or more elements selected from the set consisting of A, B, and C.

[0038] The present application provides some reaction time determination methods and reaction time determination devices. The application scenarios of the reaction time determination method include but are not limited to the driving process of the vehicle. The execution subject of the reaction time determination method can be a reaction time determination device. For example, the reaction time determination device can be set in the vehicle or other servers or other processing devices that establish a communication connection with the vehicle, wherein the other processing devices can be user equipment (User Equipment, UE), mobile devices, user terminals, terminals, cellular phones, cordless phones, personal digital assistants (Personal Digital Assistant, PDA), handheld devices, computing devices, vehicle-mounted devices, etc. In some possible implementations, the reaction time determination method can be implemented by a processor calling computer-readable instructions stored in a memory.

[0039] See also Figure 1 , Figure 1 This is a schematic diagram of the process of an embodiment of the reaction time determination method of the present application. Figure 1 Specifically, the reaction time determination method may include the following steps:

[0040] Step S11: Acquire the driving parameters of the vehicle.

[0041] The method of obtaining the driving parameters of the vehicle may be to collect the chassis information, central control information, fatigue monitoring information and other information of the vehicle. The driving parameters include the driving parameters, driving behavior parameters and driving environment parameters of the vehicle driver. The driving parameters of the vehicle driver are related to the driver, the driving behavior parameters are related to the operation of the vehicle during driving, and the driving environment parameters are related to the road curvature of the driving environment and / or the interaction between the vehicle and other vehicles.

[0042] In some application scenarios, driving parameters may include, but are not limited to, one or more of the following: fatigue level, workload, and personality parameters. Among them, the fatigue level can reflect the different fatigue conditions of the driver. The workload may include the operations performed by the driver during the driving of the vehicle. For example, the workload may include behaviors such as making phone calls, smoking, and operating the central control instrument. The personality parameters may be related to the user's gender and the total mileage of the driver. Optionally, the total mileage of the vehicle can be used as the total mileage of the driver or the user can input the total mileage of the vehicle he drives.

[0043] In some application scenarios, the driving behavior parameters may include but are not limited to one or more of the following: longitudinal control state, longitudinal control braking state, braking state, change state of the accelerator pedal, rate of change of position of the accelerator pedal, acceleration, steering wheel speed, vehicle speed, deceleration characterization value. Among them, the longitudinal control state may be a characterization that the longitudinal control is in an activated state or may also be a characterization that the longitudinal control is in an inactivated state. For example, if the longitudinal control state characterizes that ACC is in an activated state, it means that the driver is using the ACC function. If the longitudinal control state characterizes that ACC is in an inactivated state, it means that the driver is not currently using the ACC function. If the longitudinal control braking state is in an activated state, it may be characterized that the driver is using the ACC function and is braking the target ahead. The braking state may include that the driver is braking or not braking. The change state of the accelerator pedal may include that the accelerator pedal is adjusted from a stepped state to a released state, and may also include that the accelerator pedal is adjusted from a released state to a stepped state. The rate of change of the position of the accelerator pedal may include the rate of change of the position of the accelerator pedal during the stepping of the accelerator pedal, and may also include the rate of change of the position of the accelerator pedal during the release of the accelerator pedal. The acceleration may include the acceleration of the vehicle in the longitudinal direction, or may also include the acceleration of the vehicle in the lateral direction. The steering wheel speed may be understood as the speed at which the vehicle's steering wheel rotates. The vehicle speed may include the vehicle's speed in the longitudinal direction, or may also include the vehicle's speed in the lateral direction. The deceleration characterization value may include whether the vehicle is in a deceleration mode.

[0044] In some application scenarios, the driving environment parameters may include, but are not limited to, one or more of the following: road curvature, road planning category, overtaking characterization value, and braking characterization value of the target vehicle, wherein the target vehicle is a vehicle in front of the vehicle in the driving direction.

[0045] The road curvature may indicate whether the road is a curved road or the curvature of the road. The road planning categories may include but are not limited to the following categories: urban roads, highways, expressways and / or rural roads. The overtaking characterization value may indicate whether the vehicle is currently in an overtaking mode. The braking characterization value of the target vehicle may indicate whether the vehicle is in a braking state.

[0046] Step S12: using the driving parameters of the vehicle to determine the time adjustment values ​​corresponding to different time adjustment levels.

[0047] The number of time adjustment levels may be one or more. The driving parameters of the vehicle required to determine the time adjustment values ​​corresponding to different time adjustment levels may be partially the same or completely different. For example, a certain driving parameter is involved in the determination of the time adjustment value corresponding to time adjustment level A and the time adjustment value corresponding to time adjustment level B, or the time adjustment value corresponding to each time adjustment level is determined by different driving parameters. In some application scenarios, each driving parameter can be grouped to obtain several groups, each group includes at least one driving parameter, each group corresponds to a time adjustment level, and the time adjustment value of the time adjustment level is determined according to each driving parameter in the group. Among them, the time adjustment value corresponding to each time adjustment level can be determined by a preset adjustment equation, for example, the obtained vehicle driving parameters are substituted into the preset adjustment equation to obtain the corresponding time adjustment value, or each time adjustment level corresponds to a time prediction network model, and the driving parameters corresponding to each time adjustment level are input into the time prediction network model to obtain the time adjustment value corresponding to each time adjustment level.

[0048] The time adjustment level may be understood as the level of adjustment for the preset initial reaction time, and different adjustment levels may have different time adjustment values ​​for the preset initial reaction time.

[0049] Step S13: determining the reaction time of the driver of the vehicle based on the preset initial reaction time and the time adjustment values ​​corresponding to each time adjustment level.

[0050] Among them, one or more time adjustments can be selected from the time adjustment values ​​corresponding to each time adjustment level to adjust the preset initial reaction time to obtain the reaction time of the vehicle driver. Alternatively, each time adjustment value can be directly weighted and fused to obtain a final time adjustment value, and then the final time adjustment value is used to adjust the preset initial reaction time to obtain the reaction time of the vehicle driver.

[0051] The above scheme obtains multiple driving parameters and determines the time adjustment values ​​corresponding to different adjustment levels according to each driving parameter, and then adjusts the preset initial reaction time according to the time adjustment value. In this process, multiple factors that may affect the driver's reaction time are referred to, so that the determined reaction time of the vehicle driver is accurate, so that the timing of issuing a warning based on the reaction time is more appropriate.

[0052] In some embodiments, at least some of the driving parameters that need to be referred to in different time adjustment levels are different. Figure 2 , the above step S12 may include the following steps: performing the following steps for each time adjustment level:

[0053] Step S121: using a plurality of driving parameters that the time adjustment level needs to refer to as reference driving parameters of the time adjustment level.

[0054] In some application scenarios, the time adjustment level includes a first level, and the reference driving parameters of the first level include fatigue level and workload in the driving parameters. Fatigue level can be represented by fatigue level level. Optionally, the driver fatigue level level is output by a DMS (Driver Monitor System) module to reflect different levels of driver fatigue.

[0055] In some application scenarios, the time adjustment level includes a second level, and the reference driving parameters of the second level include personality parameters in the driving parameters and weather parameters in the driving environment parameters.

[0056] In some application scenarios, the time adjustment level includes a third level, and the reference driving parameters of the third level include the longitudinal control state and the longitudinal control braking state in the driving behavior parameters.

[0057] In some application scenarios, the time adjustment level includes a fourth level, and the reference driving parameters of the fourth level include the braking state, the change state of the accelerator pedal, the position change rate of the accelerator pedal, the acceleration, the steering wheel speed, the vehicle speed in the driving behavior parameters, and the road curvature and road planning category in the driving environment parameters.

[0058] In some application scenarios, the time adjustment level includes the fifth level, and the reference driving parameters of the fifth level include the deceleration characterization value in the driving behavior parameters, the overtaking characterization value in the driving environment parameters, and the braking characterization value of the target vehicle, which is the vehicle in front of the vehicle in the driving direction.

[0059] Step S122: Determine candidate time adjustment values ​​corresponding to each reference driving parameter.

[0060] The candidate time adjustment values ​​corresponding to the fatigue degree and workload in the driving parameters in the first level may be determined by setting different adjustment values ​​according to different fatigue levels. For example, different adjustment values ​​set for different fatigue levels may refer to Table 1.

[0061] Table 1: Correspondence between fatigue level and candidate time adjustment value

[0062] Fatigue level Candidate time adjustment value 0-Ukwn 0.01s 1-DrvrLvl1 0.2s 2-DrvrLvl2 0.3s 3-DrvrLvl3 0.4s 4-DrvrLvl4 0.6s 5-DrvrLvl5 0.8s

[0063] As shown in Table 1, there is a positive correlation between the fatigue level and the candidate time adjustment value. The higher the fatigue level, the larger the candidate time adjustment value. Exemplarily, the fatigue level may include 6 levels, and different levels may correspond to different candidate time adjustment values. When the fatigue level is unknown, the fatigue level is set to level 0, and the candidate time adjustment value may be set to 0.01s.

[0064] The workload in the driving parameter may be a workload level, and different workload levels may correspond to different candidate time adjustment values. Different workload levels may include different driver behaviors, for example, the driver behavior may include the driver making phone calls, smoking, and operating the central control instrument. For example, the relationship between different workload levels and candidate time adjustment values ​​may refer to Table 2.

[0065] Table 2: Correspondence between workload levels and candidate time adjustment values

[0066]

[0067]

[0068] As shown in Table 2, if the driver is making a phone call + smoking + operating the central control at the same time, it is determined that the driver's workload is high, and the corresponding candidate time adjustment value is 0.6s.

[0069] In some application scenarios, the personality parameters in the driving parameters may be personality levels, which may be determined based on the gender of the driver and the total mileage of the driving, and the candidate time adjustment value may be determined based on the personality level. Specifically, the personality level may be determined by interpolating the two parameters of the gender of the driver and the total mileage of the driving through a two-dimensional table lookup to obtain the driver's personality level. The greater the total mileage, the higher the personality level. The order of personality levels in Table 3 is 3>2>1>0. The relationship between different personality levels and candidate time adjustment values ​​can be referred to Table 3.

[0070] Table 3: Correspondence between personality level and candidate time adjustment value

[0071] Personality Level Candidate time adjustment value 0 0.001s 1 0.02s 2 0.04s 3 0.06s

[0072] As shown in Table 3, if the personality level is 3, the candidate time adjustment value is 0.06s.

[0073] In some application scenarios, if the weather parameter in the driving environment parameter is rainy or foggy, the candidate adjustment value is determined to be a preset adjustment value, for example, the preset adjustment value may be -0.7s.

[0074] In some application scenarios, the longitudinal control state indicates that the longitudinal control is in an activated state, and the candidate adjustment may be set to a corresponding preset value, for example, the candidate time adjustment value is -0.38s.

[0075] In some application scenarios, if the longitudinal control braking state is in the activated state, the corresponding relationship diagram between the candidate time adjustment value and the longitudinal control braking state can be referred to Figure 3 .like Figure 3 As shown, the vehicle reaches the maximum longitudinal deceleration = -1m / s 2 In the case of a confirmed scenario, the vehicle reaches the minimum trigger longitudinal deceleration = -2m / s 2 In the case of , it is determined that the scene disappears, and a waiting period can be set after the scene disappears. During the waiting period, the candidate time adjustment values ​​are the same, for example, both are -0.48. Figure 3 The appearance of the middle scene means that the longitudinal control braking state is in the activated state. The disappearance of the scene can be regarded as the longitudinal control braking state is adjusted from the activated state to the inactivated state. Candidate time adjustment value = -0.38s, minimum reaction time adjustment amount = -0.48s. The candidate time adjustment value can be determined according to the longitudinal deceleration (or longitudinal acceleration) during braking. The principle is that within the longitudinal acceleration range of the vehicle, the candidate time adjustment value changes with the longitudinal deceleration of the vehicle. The minimum longitudinal deceleration that can be triggered by the acceleration algt = -2m / s 2 , maximum longitudinal deceleration = -1m / s 2 , the candidate time adjustment value range is between -0.48s and -0.38s.

[0076] In some application scenarios, the braking state in the driving behavior parameters is braking, or the waiting period after braking and releasing, and a period of time after the waiting period can set the candidate time adjustment value. If the driver is not in these two states, the candidate time adjustment value corresponding to the braking state can be set to 0s. For example, the corresponding relationship between the braking state and the candidate time adjustment value can refer to Figure 4The appearance of the scene means that the driver has stepped on the brakes, and the disappearance of the scene means that the driver has released the brakes. The candidate time adjustment value is 0 before the scene appears, and can be -0.68s from the scene appearance to the scene closing. The candidate time adjustment value can show a linear change during the period between the scene closing.

[0077] In some application scenarios, the change state of the accelerator pedal may include the accelerator pedal changing from being stepped on to being released, and the accelerator pedal being completely released. The candidate time adjustment values ​​corresponding to the change state of the accelerator pedal may be looked up in a table according to the speed V. The specific correspondence between the speed V and the candidate time adjustment values ​​may be referred to in Figure 5 The scene appears when the accelerator pedal is released, and the scene disappears when the accelerator pedal is completely released. Figure 5 The scene appears when the accelerator pedal is fully released, and the time period between the scene appearance and the scene disappearance can be a preset waiting period, and the period after the scene disappears can be another waiting period. The correspondence between different waiting periods and candidate time adjustment values ​​can be different. In other application scenarios, fixed candidate time adjustment values ​​can be set for different change states. For example, one candidate time adjustment value can be set for adjusting from an un-depressed state to a depressed state, and another candidate time adjustment value can be set for adjusting from a depressed state to an un-depressed state. Figure 5 The candidate time adjustment value between the scene appearance and the scene disappearance can be queried according to the speed V. The specific speed can be between 0 and 50 m / s, and the candidate time adjustment value can be between -0.61s and -0.48s, that is, Figure 5 -0.61s to -0.48s may be two endpoint values ​​of the candidate time adjustment values.

[0078] In some application scenarios, the relationship between the rate of change of the accelerator pedal position and the candidate time adjustment value can be a reference Figure 5 The relationship between the position change rate and the candidate time adjustment value is set in a manner, and the candidate time adjustment values ​​corresponding to different position change rates are determined by looking up a table. Alternatively, a fixed candidate time adjustment value may be set when a change in the position change rate of the accelerator pedal is detected, for example, -0.76s may be fixedly set. Alternatively, when the position change rate of the accelerator pedal reaches a certain preset value, the candidate time adjustment value corresponding to the position change rate is determined to be a fixed value, for example, -0.76s.

[0079] In some application scenarios, the candidate time adjustment value corresponding to the acceleration can be determined by looking up the corresponding relationship between the longitudinal acceleration algt and the candidate time adjustment value. Figure 6 ,like Figure 6As shown, the vehicle is at the minimum trigger longitudinal acceleration = 0.5m / s 2 Confirm that the scene occurs and the maximum longitudinal acceleration reaches 1m / s 2 To determine the disappearance of the scene, the minimum candidate time adjustment value is -0.48s. Within the longitudinal acceleration range, the candidate time adjustment value changes with the longitudinal acceleration of the vehicle. There is a candidate time adjustment value for each acceleration between the scene appearance and the scene disappearance, and no candidate time adjustment value is required for other accelerations.

[0080] In some application scenarios, the candidate time adjustment value corresponding to the steering wheel speed may be determined by determining the adjustment value to be a corresponding preset value when the steering wheel speed is greater than or equal to the speed threshold, for example, the corresponding preset value may be -0.58s. That is, when the steering wheel speed is high, the candidate time adjustment value is determined to be -0.58s.

[0081] In some application scenarios, when the vehicle speed is less than or equal to a preset vehicle speed, the candidate time adjustment value corresponding to the vehicle speed can be determined by looking up a table.

[0082] In some application scenarios, the degree of road curvature in the driving environment parameters, during the curve driving process, the corresponding candidate time adjustment value can be determined according to the relationship between the lateral acceleration algt and the candidate time adjustment value according to the detected lateral acceleration. The specific relationship between the lateral acceleration algt and the candidate time adjustment value can be referred to Figure 7 , if the vehicle triggers the minimum lateral acceleration (for example, 0.7m / s 2 ), the maximum lateral acceleration is 1m / s 2 , that is, the minimum lateral acceleration (e.g. 0.7 m / s 2 ) Confirm that the scene has occurred and the maximum lateral acceleration has reached 1m / s 2 The scene disappears. The smallest candidate time adjustment value may be -0.38s. Within the longitudinal acceleration range, the adjustment amount varies with the lateral acceleration of the vehicle, and the candidate time adjustment value may be the corresponding preset value.

[0083] In some application scenarios, the method of determining the road planning category and the corresponding candidate time adjustment value can be that if it is detected that the vehicle is on an urban road, the candidate time adjustment value is determined to be -0.7s.

[0084] In some application scenarios, the method of determining the candidate time adjustment value corresponding to the deceleration characterization value in the driving behavior parameter may be determined based on whether a deceleration operation exists. For example, the deceleration characterization value may be a deceleration operation. In the case of deceleration, the candidate time adjustment value corresponding to the deceleration characterization value may be a preset value, such as -0.78s. After the scene disappears, it will remain activated for a certain time of 2s ( Figure 8 Waiting period in), the time taken to jump from the adjustment value to 0 is 2s ( Figure 8 The appearance of the scene can be considered as the occurrence of deceleration, and the disappearance of the scene can be considered as the cessation of deceleration. The relationship between the specific deceleration representation value and the candidate time adjustment value can be referred to Figure 8 .

[0085] In some application scenarios, in determining the candidate time adjustment value corresponding to the overtaking characterization value in the driving environment parameter, the overtaking characterization value is to determine that the vehicle is overtaking and the target vehicle is not braking suddenly. The candidate time adjustment value corresponding to the overtaking characterization value can be a preset value, such as -0.68s. No sudden braking can be the longitudinal acceleration of the target vehicle is not less than -3.5m / s 2 The target vehicle may be a vehicle ahead of the host vehicle in the direction of travel.

[0086] In some application scenarios, in determining the candidate time adjustment value corresponding to the braking characteristic value of the target vehicle, the target vehicle is the vehicle in front of the vehicle in the direction of travel. The driver activates the target braking scenario, and the target vehicle is on the moving trajectory (this condition has a waiting period, the waiting period time = 1s), and the target vehicle does not brake sharply (the target longitudinal acceleration is not less than -3.5m / s 2 ), and determine the candidate time adjustment value to be -0.98s.

[0087] Step S123: based on each candidate time adjustment value, obtain the time adjustment value corresponding to the time adjustment level.

[0088] In some embodiments, the time adjustment level includes a first level, and the reference driving parameters of the first level include fatigue level and workload in the driving parameters. The above step S123 may include the following steps: weighted fusion of the candidate time adjustment value corresponding to the fatigue level and the candidate time adjustment value corresponding to the workload to obtain the time adjustment value corresponding to the first level.

[0089] Specifically, the time adjustment value corresponding to the first level can refer to the following formula:

[0090] level1=weight_a*A+weight_c*C;

[0091] Among them, level1 represents the time adjustment value corresponding to the first level, weight_a represents the weight and its value is between 0-1, A represents the candidate time adjustment value corresponding to the fatigue level, weight_c represents another weight and its value is between 0-1, and C represents the candidate time adjustment value corresponding to the workload.

[0092] In some embodiments, the time adjustment level includes a second level, and the reference driving parameters of the second level include personality parameters in the driving parameters and weather parameters in the driving environment parameters. The above step S123 may include the following steps: weighted fusion of candidate time adjustment values ​​corresponding to the personality parameters and candidate time adjustment values ​​corresponding to the weather parameters to obtain the time adjustment value corresponding to the second level.

[0093] Specifically, the time adjustment value corresponding to the second level can refer to the following formula:

[0094] level2=weight_b*B+weight_d*D12;

[0095] Among them, level2 represents the time adjustment value corresponding to the second level, weight_b and weight_d represent the corresponding weights respectively, and the values ​​are between 0 and 1, B represents the candidate time adjustment value corresponding to the personality parameter, and D12 represents the candidate time adjustment value corresponding to the weather parameter.

[0096] In some embodiments, the time adjustment level includes a third level, and the reference driving parameters of the third level include the longitudinal control state and the longitudinal control braking state in the driving behavior parameters. The above step S123 may include the following steps: from the candidate time adjustment values ​​corresponding to the longitudinal control state and the candidate time adjustment values ​​corresponding to the longitudinal control braking state, select a smaller value as the time adjustment value corresponding to the third level.

[0097] The time adjustment value corresponding to the third level can refer to the following formula:

[0098] level3 = min(D7,D8);

[0099] Among them, level3 represents the time adjustment value corresponding to the third level, D7 represents the candidate time adjustment value corresponding to the longitudinal control state, and D8 represents the candidate time adjustment value corresponding to the longitudinal control braking state.

[0100] In some embodiments, the time adjustment level includes a fourth level, and the reference driving parameters of the fourth level include the braking state, the change state of the accelerator pedal, the rate of change of the position of the accelerator pedal, the acceleration, the steering wheel speed, the vehicle speed in the driving behavior parameters, and the road curvature in the driving environment parameters, and at least one of the road planning categories. The above-mentioned step S123 may include the following steps: from the candidate time adjustment values ​​corresponding to the braking state, the change state of the accelerator pedal, the rate of change of the position of the accelerator pedal, the acceleration, the steering wheel speed, the vehicle speed, and the road curvature in the driving environment parameters, and the road planning category, select the minimum value as the time adjustment value corresponding to the fourth level.

[0101] The time adjustment value corresponding to the fourth level may be determined by referring to the following formula:

[0102] level4=min(D1,D3,D4,D5,D6,D9,D10,D11);

[0103] Among them, level4 represents the time adjustment value corresponding to the fourth level, D1 represents the candidate time adjustment value corresponding to the braking state, D3 represents the candidate time adjustment value corresponding to the change state of the accelerator pedal, D4 represents the candidate time adjustment value corresponding to the position change rate of the accelerator pedal, D5 represents the candidate time adjustment value corresponding to the acceleration, D6 represents the candidate time adjustment value corresponding to the steering wheel speed, D9 represents the candidate time adjustment value corresponding to the vehicle speed, D10 represents the candidate time adjustment value corresponding to the road curvature in the driving environment parameters, and D11 represents the candidate time adjustment value corresponding to the road planning category.

[0104] In some embodiments, the time adjustment level includes a fifth level, and the reference driving parameters of the fifth level include the deceleration characterization value in the driving behavior parameters, the overtaking characterization value in the driving environment parameters, and the braking characterization value of the target vehicle. The target vehicle is the vehicle in front of the vehicle's driving direction. The above-mentioned step S123 may include the following steps: selecting the minimum value from the candidate time adjustment values ​​corresponding to the deceleration characterization value, the overtaking characterization value, and the braking characterization value as the time adjustment value corresponding to the fifth level.

[0105] The time adjustment value corresponding to the fifth level can be determined by referring to the following formula:

[0106] level5 = min(D2,D13,D14);

[0107] Among them, level5 represents the time adjustment value corresponding to the fifth level, D2 represents the candidate time adjustment value corresponding to the deceleration characterization value, D13 represents the time adjustment value corresponding to the overtaking characterization value, and D14 represents the candidate time adjustment value corresponding to the braking characterization value.

[0108] See also Fig. 9 In some embodiments, the above step S13 may include the following steps:

[0109] Step S131: grouping the time adjustment levels to obtain a plurality of level groups.

[0110] Different level groups contain different adjustment levels at least part of the time.

[0111] Optionally, the grouping method may be to divide the third level, the fourth level and the fifth level into three groups respectively, and then selectively add the first level and the second level to at least one of the three groups to obtain several level groups. Exemplarily, the fifth level is taken as a group alone, the first level, the second level and the third level are taken as a group, and the first level, the second level and the fourth level are taken as a group, so as to obtain three level groups in total. Among them, this grouping method is only an example, and in other embodiments, each level can be randomly divided or divided as needed.

[0112] Step S132: Determine the time adjustment value corresponding to each level group.

[0113] Following the above example, the fifth level is taken as the first group alone, the first level, the second level and the third level are taken as the second group, and the first level, the second level and the fourth level are taken as the third group, so that three level groups are obtained in total. The method of determining the time adjustment value corresponding to each level group may include but is not limited to weighted fusion of the time adjustment values ​​corresponding to each time adjustment level in each level group, or selecting one of them as the time adjustment value of the level group.

[0114] In some application scenarios, for the first group, the time adjustment value corresponding to the fifth level can be directly used as the time adjustment value of the first group. For the second group, the larger value can be selected from the time adjustment values ​​corresponding to the first level and the second level and added to the time adjustment value corresponding to the fourth level group to obtain the time adjustment value of the second group. For the third group, the larger value can also be selected from the time adjustment values ​​corresponding to the first level and the second level and added to the time adjustment value corresponding to the third level group to obtain the time adjustment value of the third group. That is, the time adjustment value of the first group can be equal to the above-mentioned level5, the time adjustment value of the second group can be equal to level4+max(level1,level2), and the time adjustment value of the third group can be equal to level3+max(level1,level2).

[0115] Step S133: Determine the reaction time of the driver of the vehicle based on the sum of the minimum value of the time adjustment value of each level group and the preset initial reaction value.

[0116] The specific method for calculating the summation result can refer to the following formula:

[0117] ReactionTime=initialvalue+min(level5,level4+max(level1,level2),level3+max(level1,level2));

[0118] Among them, ReactionTime represents the summation result, inialvalue represents the preset initial reaction value, and min(level5,level4+max(level1,level2),level3+max(level1,level2)) represents selecting the minimum value from the time adjustment values ​​of each level group.

[0119] In some embodiments, the above step S133 may include the following steps:

[0120] In response to the summation result being less than a first preset value, the first preset value is used as the reaction time of the driver of the vehicle; or, in response to the summation result being greater than a second preset value, the second preset value is used as the reaction time of the driver of the vehicle, and the second preset value is greater than the first preset value; or, in response to the summation result being between the first preset value and the second preset value, the summation result is used as the reaction time of the driver of the vehicle.

[0121] Specifically, the method for determining the reaction time ReactionTime of the driver of the vehicle may refer to the following formula:

[0122] ReactionTime=min(4,max(ReactionTime,0.18));

[0123] Wherein, ReactionTime represents the reaction time of the driver of the vehicle, and ReactionTime represents the summation result. 4 represents the second preset value, and 0.18 represents the first preset value, that is, it is necessary to ensure that the reaction time determined cannot exceed the upper limit of 4s, nor be less than 0.18s.

[0124] In some embodiments, the preset initial reaction value can be determined based on the sensitivity. That is, the driver's reaction time will have an initial value, which is related to the sensitivity selected by the driver in the instrument. For example, for the front collision warning function, in addition to the function switch, there are also sensitivity settings, such as low sensitivity / medium sensitivity / high sensitivity. Low sensitivity means that the alarm timing is late, medium sensitivity alarm timing is moderate, and high sensitivity alarm timing is early. Different sensitivity settings correspond to different initial reaction time values ​​(low sensitivity = 1s; medium sensitivity = 1.18s; high sensitivity = 1.4s). The driver's reaction time after online estimation is limited by the threshold value, with a maximum value of 4s and a minimum value of 0.18s.

[0125] In some embodiments, the parameters including weights required to be used in the calculation process of the time adjustment values ​​of the first and second levels mentioned above can be adjusted in the following manner to obtain the final parameter values: based on the EDR data sent back by the customer's vehicle stored in the cloud platform, the data contains the trigger data packets of the forward collision warning and automatic emergency braking functions, and the data packets are manually analyzed and selected to be defined as positive trigger data and false trigger data, and the data packets are respectively fed back into the corresponding formulas mentioned above to perform parameter adaptation to ensure positive triggering of the function and optimize false triggering of the function. The above formula can be a driver reaction time estimation model.

[0126] See also Fig.10 In some embodiments, the reaction time determination method may further include the following steps:

[0127] Step S21: Determine the current state of the vehicle.

[0128] The current state of the vehicle can be a free driving state, a following vehicle state, and an approaching target driving state. These three states have different sub-states. The free driving state is defined as there is no following target in front of the vehicle, the following vehicle driving state is defined as there is a target in front of the vehicle, and the approaching target driving state is defined as the vehicle is constantly approaching the target vehicle in front. The three driving states can be converted to each other. For example, the transition relationship between the three states can be referred to Fig.11 , the free driving state can be converted to the following state when the X1 condition is met, and can be converted to the approaching target driving state when the X2 condition is met. The following state can be converted to the approaching target driving state when F1 is met, and can be converted to the free driving state when F2 is met. The approaching target driving state can be converted to the following state when E1 is met, and can be converted to the free driving state when E2 is met. Among them, the priority of state conversion can be: X1>X2, E1>E2, F1>F2.

[0129] Among them, the above X1, X2, E1, E2, F1, and F2 are respectively:

[0130] X1: meets the Follow condition;

[0131] X2: meets the ClosingIn condition;

[0132] E1: meets the Follow condition;

[0133] E2: ClosingIn condition is not met;

[0134] F1: Does not meet the Follow condition, but meets the ClosingIn condition;

[0135] F2: The Follow condition and the ClosingIn condition are not met.

[0136] Follow conditions (the following conditions must be met):

[0137] ① There is a following target in front of the vehicle;

[0138] ② The time required for the vehicle to reach the target in front in the longitudinal direction is less than 3.8s;

[0139] ③ The vehicle speed is greater than 2.5m / s;

[0140] ④ The relative speed (target longitudinal speed - vehicle longitudinal speed) is less than 2m / s;

[0141] ⑤ The longitudinal acceleration of the vehicle is less than 0.7m / s 2 ;

[0142] ⑥ The longitudinal acceleration of the vehicle (obtained from the chassis) is greater than -0.7m / s 2 ;

[0143] ClosingIn conditions (all of the following conditions must be met):

[0144] ① There is a following target in front of the vehicle;

[0145] ② The time it takes for the vehicle to reach the target ahead in longitudinal distance is less than 2.5s;

[0146] ③ The vehicle speed is greater than 12m / s;

[0147] ④ Target vehicle speed: The vehicle speed is less than -1m / s.

[0148] For example, in conditions X1 and X2, both start from the free driving state. From no target ahead, it must first go through the following state, and then jump to the approaching target driving state. For example, the vehicle is 100 kph, the target ahead is 20 kph, and the longitudinal distance is 200m. As it keeps approaching the target ahead, the state changes from free driving state -> following state -> approaching target driving state.

[0149] Among them, the sub-states of the following state and the approaching target driving state include overtaking, braking the target vehicle, acceleration and no change. Among them, when it is determined that the target vehicle has overtaking behavior, the state of the vehicle is determined to be overtaking. If the state of the vehicle is not in the overtaking state and satisfies the braking state, the state of the vehicle is determined to be the braking state. When the vehicle is not in the overtaking and braking state, if the vehicle satisfies the acceleration state, it is determined that the vehicle is in the acceleration state, otherwise it is determined that the vehicle is in the no change state. These sub-states can be used to determine whether the above-mentioned overtaking characterization value and braking characterization value are in the scene. If the overtaking characterization value satisfies the scene occurrence condition, the braking characterization value does not meet the scene occurrence condition. If the braking characterization value does not meet the scene occurrence condition, the candidate time adjustment value corresponding to the braking characterization value can be set to 0.

[0150] Step S22: In response to the current state of the vehicle being a following state or a close-to-target driving state, a step of using the driving parameters of the vehicle to determine time adjustment values ​​corresponding to different time adjustment levels is executed.

[0151] Among them, in the approaching target driving state, there is a target vehicle in front of the vehicle in the driving direction, the speed of the vehicle is greater than the speed of the target vehicle, the speed of the vehicle is greater than the preset speed, and the time for the vehicle to catch up with the target vehicle in the longitudinal distance is less than the preset time.

[0152] That is, when the vehicle is in a free driving state, the preset initial reaction time is directly used as the driver's reaction time, and there is no need to adjust the preset initial reaction time. Only when the vehicle is in a following state or a target driving state, the preset initial reaction time is adjusted to obtain the driver's reaction time. Of course, in other embodiments, even if the vehicle is in a free driving state, the preset initial reaction time can be adjusted to obtain the driver's reaction time.

[0153] In some scenarios, the driving parameters in step S11 above can be activated through a driving activation detection module, a fatigue level estimation module, and a workload estimation module to activate a scenario flag (reference driving parameters). Among them, the fatigue level estimation module can be used to determine the driver's fatigue level, the workload estimation module can be used to detect the driver's workload, or a personality parameter determination module can be set to determine the driver's personality parameters.

[0154] Among them, the driving activation detection module is mainly composed of four modules: driver driving behavior activation, assisted driving behavior activation, environment interaction activation, and target interaction activation. Each module contains different application activation scenarios.

[0155] 1. The activation of the driver's driving behavior is mainly to identify the driver's existing driving behavior based on the chassis signal, which mainly includes braking behavior, deceleration behavior, accelerator pedal release behavior, accelerator pedal rapid change behavior, acceleration behavior, and high-speed steering wheel rotation behavior. If these behaviors are detected, the corresponding scene is determined to appear. If these behaviors are detected to disappear, it can be considered that the scene disappears. These driving behaviors reflect the driver's ability to take over at the current moment and in a certain period of time in the future to varying degrees. Specifically, the braking state, the change state of the accelerator pedal, the rate of change of the accelerator pedal position, acceleration, steering wheel speed, vehicle speed, and deceleration characterization value can be detected.

[0156] 2. The activation of assisted driving behavior mainly detects the use of other assisted driving functions. If a state is detected, the corresponding scene is determined to appear. If it is detected that these states disappear, it can be considered that the scene disappears. It is mainly the longitudinal control activation state and the longitudinal braking state. For example, the longitudinal control activation state, such as the activation state of ACC, indicates that the driver is using the ACC function, and the longitudinal braking state, such as the driver is using the ACC function and is braking the target in front. Specifically, the longitudinal control state and the longitudinal control braking state can be detected.

[0157] 3. Environmental interaction activation includes when the vehicle is on a large curvature curve, driving at a low speed, in an urban road environment, and in conditions of low visibility. The degree of road curvature and road planning category can be specifically detected.

[0158] 4. Target interaction activation includes the vehicle's overtaking behavior and the braking behavior of the target ahead. These two behaviors have obvious takeover intentions. Specifically, the overtaking characterization value and the braking characterization value of the target vehicle can be detected.

[0159] The above scheme sets the default value of the driver's reaction time based on the driver's sensitivity setting, takes into account the driver's personality, workload, and fatigue level as the basic adjustment value, and considers the activation adjustment mechanism of driver behavior and environmental interaction, which ensures the real-time, comprehensive and accurate online estimation. In addition, the parameters can be adjusted according to the customer data feedback method, which has a high degree of fit with the actual vehicle effect.

[0160] See also Fig.12The reaction time determination device 70 includes a driving parameter acquisition module 71, a time adjustment value determination module 72 and a reaction time determination module 73; the driving parameter acquisition module 71 is used to acquire the driving parameters of the vehicle, and the driving parameters include the driving parameters, driving behavior parameters and driving environment parameters of the vehicle driver; the time adjustment value determination module 72 is used to use the driving parameters of the vehicle to determine the time adjustment values ​​corresponding to different time adjustment levels; the reaction time determination module 73 is used to determine the reaction time of the vehicle driver based on the preset initial reaction time and the time adjustment values ​​corresponding to each time adjustment level.

[0161] The above scheme obtains multiple driving parameters and determines the time adjustment values ​​corresponding to different adjustment levels according to each driving parameter, and then adjusts the preset initial reaction time according to the time adjustment value. In this process, multiple factors that may affect the driver's reaction time are referred to, so that the determined reaction time of the vehicle driver is accurate, so that the timing of issuing a warning based on the reaction time is more appropriate.

[0162] For the functions performed by each module, please refer to the above-mentioned embodiment of the reaction time determination method, which will not be repeated here.

[0163] See also Fig.13 The electronic device 80 includes a memory 81 and a processor 82, and the processor 82 is used to execute the program instructions stored in the memory 81 to implement the steps in the above-mentioned reaction time determination method embodiment. In a specific implementation scenario, the electronic device 80 may include but is not limited to: a vehicle, a microcomputer, and a server. In addition, the electronic device 80 may also include a mobile device such as a laptop computer and a tablet computer, which is not limited here.

[0164] Specifically, the processor 82 is used to control itself and the memory 81 to implement the steps in the above-mentioned reaction time determination method embodiment. The processor 82 can also be called a CPU (Central Processing Unit). The processor 82 may be an integrated circuit chip with signal processing capabilities. The processor 82 can also be a general-purpose processor, a digital signal processor (Digital Signal Processor, DSP), an application-specific integrated circuit (Application Specific Integrated Circuit, ASIC), a field programmable gate array (Field-Programmable Gate Array, FPGA) or other programmable logic devices, discrete gates or transistor logic devices, discrete hardware components. The general-purpose processor can be a microprocessor or the processor can also be any conventional processor, etc. In addition, the processor 82 can be implemented by an integrated circuit chip.

[0165] The above scheme obtains multiple driving parameters and determines the time adjustment values ​​corresponding to different adjustment levels according to each driving parameter, and then adjusts the preset initial reaction time according to the time adjustment value. In this process, multiple factors that may affect the driver's reaction time are referred to, so that the determined reaction time of the vehicle driver is accurate, so that the timing of issuing a warning based on the reaction time is more appropriate.

[0166] See also Fig.14 , a computer-readable storage medium 90 stores program instructions 901 thereon, and when the program instructions 901 are executed by a processor, the steps in any of the above-mentioned reaction time determination method embodiments are implemented.

[0167] The above scheme obtains multiple driving parameters and determines the time adjustment values ​​corresponding to different adjustment levels according to each driving parameter, and then adjusts the preset initial reaction time according to the time adjustment value. In this process, multiple factors that may affect the driver's reaction time are referred to, so that the determined reaction time of the vehicle driver is accurate, so that the timing of issuing a warning based on the reaction time is more appropriate.

[0168] In some embodiments, the functions or modules included in the system 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.

[0169] 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.

[0170] In the several embodiments provided in the present application, it should be understood that the disclosed methods and devices 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 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.

[0171] 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.

[0172] 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.

Claims

1. A method for determining reaction time, characterized in that: The method comprises: Acquiring driving parameters of the vehicle, wherein the driving parameters include driving parameters, driving behavior parameters, and driving environment parameters of the vehicle driver; Determining time adjustment values ​​corresponding to different time adjustment levels using the driving parameters of the vehicle; The reaction time of the driver of the vehicle is determined based on the preset initial reaction time and the time adjustment value corresponding to each of the time adjustment levels.

2. The method according to claim 1, characterized in that At least some of the driving parameters that need to be referred to in different time adjustment levels are different, and determining the time adjustment values ​​corresponding to the different time adjustment levels by using the driving parameters of the vehicle includes: For each of said time adjustment levels the following steps are performed: Using several driving parameters that the time adjustment level needs to refer to as reference driving parameters of the time adjustment level; Determining candidate time adjustment values ​​corresponding to each of the reference driving parameters; Based on each of the candidate time adjustment values, a time adjustment value corresponding to the time adjustment level is obtained.

3. The method according to claim 2, characterized in that The time adjustment level includes a first level, the reference driving parameters of the first level include fatigue level and workload in the driving parameters, and obtaining the time adjustment value corresponding to the time adjustment level based on each of the candidate time adjustment values ​​includes: The candidate time adjustment value corresponding to the fatigue level and the candidate time adjustment value corresponding to the workload are weightedly fused to obtain the time adjustment value corresponding to the first level.

4. The method according to claim 2, characterized in that: The time adjustment level includes a second level, the reference driving parameters of the second level include personality parameters in the driving parameters and weather parameters in the driving environment parameters, and obtaining the time adjustment value corresponding to the time adjustment level based on each of the candidate time adjustment values ​​includes: The candidate time adjustment values ​​corresponding to the personality parameters and the candidate time adjustment values ​​corresponding to the weather parameters are weightedly fused to obtain the time adjustment value corresponding to the second level.

5. The method according to claim 2, characterized in that: The time adjustment level includes a third level, the reference driving parameters of the third level include a longitudinal control state and a longitudinal control braking state in the driving behavior parameters, and obtaining a time adjustment value corresponding to the time adjustment level based on each of the candidate time adjustment values ​​includes: A smaller value is selected from the candidate time adjustment value corresponding to the longitudinal control state and the candidate time adjustment value corresponding to the longitudinal control braking state as the time adjustment value corresponding to the third level.

6. The method according to claim 2, characterized in that The time adjustment level includes a fourth level, and the reference driving parameters of the fourth level include a braking state, a change state of an accelerator pedal, a position change rate of an accelerator pedal, an acceleration, a steering wheel speed, a vehicle speed in the driving behavior parameters, and at least one of a road curvature and a road planning category in the driving environment parameters. The time adjustment value corresponding to the time adjustment level is obtained based on each of the candidate time adjustment values, including: From the candidate time adjustment values ​​corresponding to the braking state, the change state of the accelerator pedal, the rate of change of the accelerator pedal position, the acceleration, the steering wheel speed, the vehicle speed, the road curvature in the driving environment parameters, and at least one of the road planning categories, select the minimum value as the time adjustment value corresponding to the fourth level.

7. The method according to claim 2, characterized in that The time adjustment level includes a fifth level, and the reference driving parameters of the fifth level include a deceleration characterization value in the driving behavior parameters, an overtaking characterization value in the driving environment parameters, and a braking characterization value of a target vehicle, wherein the target vehicle is a vehicle in front of the vehicle in the driving direction, and the time adjustment value corresponding to the time adjustment level is obtained based on each of the candidate time adjustment values, including: A minimum value is selected from the candidate time adjustment values ​​corresponding to the deceleration characterization value, the overtaking characterization value, and the braking characterization value as the time adjustment value corresponding to the fifth level.

8. The method according to any one of claims 1 to 7, characterized in that The determining the reaction time of the driver of the vehicle based on the preset initial reaction time and the time adjustment value corresponding to each of the time adjustment levels includes: Grouping the time adjustment levels to obtain a plurality of level groups, wherein at least some of the time adjustment levels included in different level groups are different; Determine a time adjustment value corresponding to each of the level groups; The reaction time of the driver of the vehicle is determined based on the sum of the minimum value of the time adjustment value of each level group and the preset initial reaction value.

9. The method according to claim 8, characterized in that The step of determining the reaction time of the driver of the vehicle by selecting a sum of a minimum value and the preset initial reaction value based on the time adjustment values ​​of each level group comprises: In response to the sum being less than a first preset value, taking the first preset value as the reaction time of the driver of the vehicle; or, in response to the sum being greater than a second preset value, using the second preset value as the reaction time of the driver of the vehicle, the second preset value being greater than the first preset value; Or, in response to the summation result being between the first preset value and the second preset value, the summation result is used as the reaction time of the driver of the vehicle.

10. The method according to any one of claims 1 to 7, characterized in that The method further comprises: determining a current state of the vehicle; In response to the current state of the vehicle being a following state or a near-target driving state, executing the step of using the driving parameters of the vehicle to determine the time adjustment values ​​corresponding to different time adjustment levels; Among them, in the approaching target driving state, there is a target vehicle ahead of the vehicle in the driving direction, the speed of the vehicle is greater than the speed of the target vehicle, the speed of the vehicle is greater than the preset speed, and the time for the vehicle to catch up with the target vehicle in the longitudinal distance is less than the preset time.

11. A reaction time determination device, characterized in that: include: A driving parameter acquisition module, used to acquire driving parameters of the vehicle, wherein the driving parameters include driving parameters, driving behavior parameters and driving environment parameters of the vehicle driver; A time adjustment value determination module, used to determine the time adjustment values ​​corresponding to different time adjustment levels by using the driving parameters of the vehicle; The reaction time determination module is used to determine the reaction time of the driver of the vehicle based on a preset initial reaction time and the time adjustment value corresponding to each of the time adjustment levels.

12. An electronic device, characterized in that: include: A memory and a processor, wherein the memory stores program instructions, and 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 10.

13. A computer-readable storage medium having program instructions stored thereon, characterized in that: When the program instructions are executed by a processor, they are used to implement the method according to any one of claims 1 to 10.

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