Safe and civilized driving evaluation method

Abstract

The invention provides a safe and civilized driving evaluation method, which can effectively improve the objectivity of an evaluation result for safe and civilized driving and reduce the probability of dispute occurrence. A safe and civilized driving test evaluation system is constructed in three dimensions of safe driving, compliance driving and civilized driving, an evaluation item is set for each dimension, a calculation model and a scoring model are constructed for each evaluation item, basic data for evaluation are used for calculation, and safe and civilized driving evaluation is completed.

Description

Technical Field

[0001] The present invention relates to the technical field of traffic safety management, and specifically provides a method for evaluating safe and civilized driving. Background Art

[0002] The examination for motor vehicle drivers is a necessary link for applying for a driver's license and also one of the measurement criteria for standardizing and evaluating driving behaviors. The driver examination includes a driving theory examination (Subject 1), a field driving skills examination (Subject 2), and a road driving skills and safety civilization examination (collectively referred to as Subject 3). Among them, the safety civilization examination of Subject 3 assesses the theoretical level of safe and civilized driving through a computer-based examination. The evaluation of the driving ability of natural drivers mainly focuses on the road driving skills examination of Subject 3, which adopts an evaluation mode combining an examination system and manual work on public roads. The system mainly assesses the basic driving ability of drivers, such as the use of turn signals and riding on the solid line of the road. At the same time, with the rapid development of intelligent connected vehicle technology in recent years, intelligent connected vehicles with high-level autonomous driving functions have gradually been put on the road for pilot applications. How to evaluate the safe and civilized driving ability of "machine drivers", that is, intelligent connected vehicles, on actual roads is also an urgent problem to be solved.

[0003] However, regarding safe and civilized driving, there are currently only guiding opinions such as the "Safety and Civilized Operation Specifications for Motor Vehicle Drivers", and there are no other particularly specific implementable standards. Therefore, the safety driving in the road test of Subject 3 is mainly evaluated manually. The examiners judge whether there are non-safe driving situations during the road test of drivers, such as following too closely, not giving way to pedestrians, and encountering dangerous situations. Similarly, in the road tests for intelligent connected vehicles, there is no unified standard for specific evaluation indicators such as the latest braking time when there are pedestrians in front of the intelligent vehicle, the minimum following distance when driving in a convoy at different speeds, and when it is safe to change lanes when there are vehicles in the adjacent left / right lanes. Therefore, the road tests for intelligent connected vehicles also take manual work as the evaluation subject, and mainly conduct test evaluations based on the corresponding driving behaviors of the vehicle in the driving environment and the non-occurrence of traffic accidents. Manual judgment is highly subjective, and different examiners may have inconsistent judgment results for the same traffic situation, which is more likely to cause disputes. Summary of the Invention

[0004] In order to solve the problem that the evaluation of safe and civilized driving in the prior art is mainly based on manual evaluation, which is highly subjective and prone to disputes, the present invention provides a method for evaluating safe and civilized driving, which can effectively improve the objectivity of the evaluation results of safe and civilized driving and reduce the probability of disputes.

[0005] The technical solution of the present invention is as follows: A method for evaluating safe and civilized driving, characterized in that it includes the following steps:

[0006] S1: Construct a safety and civilized driving test and evaluation system;

[0007] The evaluation dimensions of the evaluation system include: safe driving, compliant driving, and civilized driving;

[0008] S2: Based on the evaluation system, extract evaluation items for each of the evaluation dimensions;

[0009] The evaluation items within the evaluation dimension of safe driving include: use of turn signals, longitudinal and lateral driving smoothness, avoidance during driving, following a vehicle, safe lane change, and passing when meeting another vehicle; The test opportunities for the use of turn signals include: starting, changing lanes, and turning at intersections;

[0010] The evaluation items within the evaluation dimension of compliant driving include: recognition and response to speed limit signs, recognition and response to stop yield signs, recognition and response to traffic lights, recognition and response to lane solid lines, recognition and response to lane broken lines, recognition and response to the driving direction of lanes at intersections, and recognition and response to bus-only lanes;

[0011] The evaluation items within the evaluation dimension of civilized driving include: yielding to pedestrians and non-motor vehicles, recognition and response to crosswalks and bus stops, recognition and response to school areas, recognition and response to intersections, yielding when making a U-turn, and turning off the engine and parking;

[0012] S3: Determine the collection method of basic data for evaluation for the evaluation items;

[0013] The basic data for evaluation includes: static traffic information of the test section, electronic map of the test section, contour point map of the test vehicle, dynamic traffic information, and in-vehicle signals;

[0014] The dynamic traffic information is collected based on the collection equipment installed on the body of the test vehicle; The dynamic traffic information includes: traffic participants around the vehicle, signal light status, and relative distance and relative speed between the test vehicle and traffic participants; The traffic participants include: motor vehicles, non-motor vehicles, pedestrians, and obstacles;

[0015] S4: Determine the corresponding basic data for evaluation and calculation models for each of the evaluation items;

[0016] For different evaluation items, the calculation model uses different basic data for evaluation as input and outputs the corresponding calculation results for scoring after calculation;

[0017] S5: Construct a scoring model for each of the evaluation items in combination with the degree of impact of different driving situations on traffic safety;

[0018] The input of the scoring model includes: the calculation results for scoring output by the calculation model and traffic events occurring to the test vehicle;

[0019] S6: Install an in - vehicle industrial computer in the test vehicle;

[0020] Connect all the collected basic data for evaluation to the in - vehicle industrial computer, preset the calculation model and the scoring model into the in - vehicle industrial computer, and complete the calculation process of the calculation model and the scoring process of the scoring model in the in - vehicle industrial computer;

[0021] S7: After the evaluation starts, the test vehicle drives on the test section. The in - vehicle industrial computer receives the real - time collected basic data for evaluation, calculates the test vehicle based on the calculation model, and realizes the evaluation of safe and civilized driving according to the scoring model.

[0022] Its further feature lies in:

[0023] In step S4, the corresponding basic data for evaluation and the calculation model are determined for the evaluation items, specifically including:

[0024] The basic data for evaluation and the calculation model corresponding to safe driving include:

[0025] Use of the starting turn signal: After the test vehicle starts, collect the vehicle running state, the state of the left turn signal, and the starting time when the vehicle starts to move forward from a stopped state by the roadside, calculate the cumulative on - time of the left turn signal when the vehicle moves forward, and determine whether the cumulative on - time meets the minimum on - time;

[0026] Use of the lane - change turn signal: When the test vehicle changes lanes to the left or right, when the left or right front wheel straddles the left or right demarcation dotted line of the lane, collect the state of the turn signal and the starting time, calculate the cumulative on - time of the turn signal consistent with the vehicle lane - change direction, and determine whether the cumulative on - time meets the minimum on - time;

[0027] Use of the turn signal at intersections: When the test vehicle turns left or right at an intersection, when the front bumper of the vehicle reaches the stop line of the intersection, collect the state of the turn signal and the starting time, determine whether the turning direction of the test vehicle is consistent with the direction of the lane - indicating arrow in the lane, calculate the cumulative on - time of the turn signal consistent with the direction of the lane - indicating arrow in the lane, and determine whether the cumulative on - time meets the minimum on - time;

[0028] Longitudinal driving smoothness: Collect the change trend of the longitudinal movement speed of the test vehicle through differential satellite positioning data, calculate the specific speed change value, and determine whether the speed change value meets the requirements of smooth driving in the evaluation;

[0029] Lateral driving smoothness: Collect the change trend of the lateral movement of the test vehicle through differential satellite positioning data, calculate the specific lateral acceleration, and determine whether the lateral acceleration meets the requirements of smooth driving in the evaluation;

[0030] Avoidance during driving: When there are traffic participants in front of the lane where the test vehicle is located during driving, collect the driving speed v0 of the test vehicle and the distance S between the test vehicle and the traffic participants, and determine whether the distance between the test vehicle and the traffic participants in front meets the safety distance requirements in the safe driving assessment;

[0031] Following a vehicle: Collect the real-time speed v0 of the test vehicle, the longitudinal distance S from the traffic participant in front in the same lane, and the relative speed v r ; Calculate the data relationship between the distance S between the test vehicle and the traffic participant in front, the real-time speed v0 of the test vehicle, and the relative speed v r to determine whether the following distance of the test vehicle meets the minimum following distance requirements in the safe driving assessment;

[0032] Safe lane change: Collect the relationship between the left front wheel and the right front wheel of the test vehicle and the demarcation dotted line of the current lane in real time. When the left front wheel straddles the left demarcation dotted line of the current lane or when the right front wheel straddles the right demarcation dotted line of the current lane, collect the forward speed v of the test vehicle b , the speed v of the traffic participant behind in the adjacent lane on the side of the straddled line a , and the longitudinal distance S between the current vehicle and the traffic participant behind in the adjacent lane on the side of the straddled line, and determine whether the longitudinal distance S between the test vehicle and the traffic participant behind in the adjacent lane during the lane change meets the lane change distance requirements in the safe and civilized driving assessment;

[0033] Meeting and passing: Collect the longitudinal distance S, the lateral distance SH between the test vehicle and the oncoming vehicle, and the relative speed v between the test vehicle and the oncoming vehicle in real time r , the initial speed v of the test vehicle b0 , and determine whether the lateral distance and longitudinal distance between the test vehicle and the oncoming vehicle meet the meeting distance requirements in the safe driving assessment;

[0034] The basic data for the assessment and the calculation model corresponding to the compliant driving include:

[0035] Speed limit sign recognition and response: When the test vehicle enters a speed limit section, collect the running speed of the test vehicle and compare it with the speed limit value of the section to determine whether the running speed of the test vehicle exceeds the speed limit value of the section;

[0036] Stop sign recognition and response: When the test vehicle enters a section with a stop sign, collect the motion state of the vehicle to determine whether the test vehicle stops, and when it stops, determine whether the test vehicle stops in front of the stop sign;

[0037] Signal light recognition and response: When the test vehicle arrives at an intersection controlled by signal lights, collect the status of the signal lights and the real-time position of the test vehicle; when the signal light in the passing direction of the test vehicle is red, determine whether the test vehicle has passed the stop line;

[0038] Solid lane line recognition and response: When the test vehicle enters a section with solid lines painted, collect the relative position relationship between the touchdown point of the test vehicle's wheels and the solid lines; if the test vehicle's wheels straddle the solid lines, determine whether the time for the test vehicle's wheels to straddle the solid lines exceeds the requirements of the compliance driving assessment;

[0039] Dashed lane line recognition and response: When the test vehicle enters a section with dashed lines painted, collect the relative position relationship between the body contour of the test vehicle and the dashed lines; when the test vehicle straddles the lane demarcation dashed lines while driving, determine whether the time for the test vehicle to straddle the lane demarcation dashed lines exceeds the requirements of the compliance driving assessment;

[0040] Recognition and response of the driving direction signs at intersection lanes: When the driving direction indication arrow signs are painted on the intersection lanes, collect the running trajectory of the test vehicle. Determine whether the running trajectory of the test vehicle conforms to the driving direction indicated by the arrow in the lane where it is located;

[0041] Bus lane recognition and response: When the test vehicle enters a section with a bus lane, collect the real-time position of the vehicle; determine the position relationship between the real-time position of the test vehicle and the bus lane, and determine whether the test vehicle has entered the bus lane;

[0042] The basic data for assessment and the calculation model corresponding to the civilized driving include:

[0043] Yielding to pedestrians and non-motor vehicles: When the test vehicle is driving and there are pedestrians or non-motor vehicles crossing the road in the front lane, collect the relative distance S between the test vehicle and the pedestrians or non-motor vehicles and the driving speed v0 of the test vehicle, and determine whether the distance between the test vehicle and the pedestrians or non-motor vehicles crossing the road meets the safety distance requirements in the civilized driving assessment;

[0044] Recognition and response of crosswalks or bus stops: When the test vehicle enters the crosswalk or bus stop area, collect the real-time position and braking state of the test vehicle, and determine whether the test vehicle brakes and decelerates within a preset distance;

[0045] School area recognition and response: When the test vehicle enters the school area, collect the real-time position and motion state of the test vehicle, and determine whether the vehicle speed of the test vehicle within the school area meets the requirements of the civilized driving assessment;

[0046] Intersection recognition and response: When the test vehicle arrives at an intersection, collect the real-time position and braking state of the test vehicle, and determine whether the test vehicle brakes and decelerates before the stop line at the intersection;

[0047] U-turn courtesy: When the test vehicle makes a U-turn, it monitors in real time whether there are pedestrians or non-motor vehicles in front, collects the relative distance S between the test vehicle and the pedestrians or non-motor vehicles, and the driving speed v0 of the test vehicle; determines whether the distance between the test vehicle and the pedestrians or non-motor vehicles meets the safety distance requirements in the civilized driving assessment.

[0048] Turn off the engine and stop: When the test vehicle turns off the engine and stops, collect the real-time position and motion state of the test vehicle; determine whether the test vehicle turns on the right turn signal. If the right turn signal is on, calculate the cumulative time of the right turn signal; after turning off the engine and stopping, calculate the distance between the right side of the test vehicle and the road edge line.

[0049] The method for determining whether the distance between the test vehicle and the traffic participants in front meets the safety distance requirements specifically includes the following steps:

[0050] a1: Construct the braking process of the test vehicle during emergency braking.

[0051] Full braking of the vehicle includes: braking reaction stage, braking growth stage, and full braking stage.

[0052] The braking reaction stage refers to the stage from stepping on the brake pedal to generating a braking deceleration, and no braking effect is generated during this process.

[0053] The braking growth stage refers to the stage from generating a braking deceleration to the braking deceleration reaching the maximum value.

[0054] The full braking stage refers to the process from the braking force reaching the maximum value to stopping.

[0055] a2: The distance S of the emergency braking form of the test vehicle is:

[0056] S = S1 + S2 + S3;

[0057] Wherein, S1 is the driving distance in the braking reaction stage, S2 is the driving distance in the braking growth stage, and S3 is the driving distance in the full braking stage.

[0058]

[0059] In the formula, v0 is the initial speed of the test vehicle before braking, with the unit of km / h; t0 is the time from stepping on the brake pedal to generating a braking deceleration, with the unit of s; S1 is the driving distance during the process from stepping on the brake pedal to generating a braking deceleration, with the unit of m.

[0060]

[0061] Wherein, v(t) is the vehicle speed at time t during the braking growth stage, with the unit of km / h; t1 is the time from the start of braking to reaching the maximum braking force, with the unit of s; S2 is the distance traveled from the start of braking to reaching the maximum braking force, with the unit of m; k is the slope of the first-order equation of the braking deceleration varying with time;

[0062]

[0063] Wherein, S3 is the distance traveled by the test vehicle during the full braking stage, with the unit of m; v1 is the traveling speed when reaching the maximum braking force, with the unit of km / h; v 末 is the speed when the test vehicle and the traffic participant in front reach the minimum distance during the emergency braking process. When there is a traffic participant in front, the distance between the test vehicle and the traffic participant in front is the smallest when the test vehicle stops, that is, v 末 = 0; a 减 is the maximum braking deceleration of the test vehicle, with the unit of m / s 2 ;

[0064] a3: The value of constructing the safety boundary L between the test vehicle and the traffic participant in front during emergency braking;

[0065]

[0066] Wherein, L is the safety boundary in front of the test vehicle when there is a traffic participant; S is the distance traveled by the test vehicle during full braking; l is the distance between the test vehicle and the traffic participant in front after braking to a stop;

[0067] a4: Determine the safety distance l_braking between the test vehicle and the traffic participant;

[0068] According to the emergency braking of the vehicle at different speeds and distances, when there is no collision and the distance from the front object after stopping satisfies the range of the safety distance l_braking, collect the distance between the test vehicle and the traffic participant in front during braking as the value of the safety boundary L, and collect the initial speed v0 of the test vehicle before braking. Fit the recorded all L and v0 data to obtain the formula of L varying with v0;

[0069] L≥S + l = L(v0);

[0070] a5: When the following relationship is satisfied, it means that the distance between the test vehicle and the traffic participant in front does not meet the requirement of the stopping safety distance;

[0071] S < L(v0);

[0072] The value range of the distance \(l_{braking}\) between the tested vehicle and the traffic participant in front after braking to a stop is \([0.5m, 1.5m]\). When the tested vehicle is a small passenger car and it brakes emergently to a stop, the formula for the tested vehicle \(L\) varying with \(v_0\) obtained by fitting is:

[0073]

[0074] When evaluating the following - vehicle driving, the method for judging whether the following - vehicle distance of the tested vehicle meets the requirement of the minimum following - vehicle distance in the safe - driving evaluation includes the following steps:

[0075] b1: When the tested vehicle is following a vehicle in the same lane in front during following - vehicle driving, with the same driving direction, the vehicle in front is denoted as the background vehicle, and the speed \(v\) b0 of the tested vehicle is greater than the running speed \(v\) a0 of the background vehicle. The relative speed \(v\) r between the two vehicles is:

[0076] \(v\) r \(=v\) b0 \(-v\) a0 \(>0\);

[0077] If the two vehicles do not collide, the relationship between the moving distances of the two vehicles satisfies:

[0078] \(L\geq S\) b \(+l - S\) a ;

[0079] In the formula, \(L\) is the critical braking distance during following - vehicle driving, that is, the safety boundary; \(S\) b is the distance traveled by the tested vehicle when reaching the minimum spacing; \(S\) a is the distance traveled by the background vehicle when reaching the minimum spacing; \(l\) is the minimum spacing between the two during the braking process;

[0080] b2: Substitute the full - force braking state of the background vehicle into the model motion equation. After braking to a stop, the spacing between the two vehicles is the smallest. Therefore, the safety boundary \(L\) is expressed as:

[0081]

[0082] In the formula, \(v\) b0 , \(v\) a0 are the initial speeds of the tested vehicle and the background vehicle before braking respectively; \(v\) b1 , \(v\) a1 are the speeds of the tested vehicle and the background vehicle when reaching the maximum braking force respectively; \(t1\) is the time from the start of braking to reaching the maximum braking force; \(k\) is the slope of the first - order equation of the braking deceleration varying with time;

[0083] b3: Determine the safety distance \(l_{following}\) between the tested vehicle and the background vehicle during and after their emergency braking processes.

[0084] Under emergency braking under different speed and distance conditions, when there is no collision between the test vehicle and the vehicle in front in the background and the distance between the two after braking to a stop meets the requirement of l_following, collect the distance between the test vehicle and the vehicle in the background at the initial moment of braking of the test vehicle as the value of the safety margin L, and collect the relative speed v r and the initial speed v of the test vehicle before braking b0 ; For all L, v r , v b0 recorded, perform data fitting to obtain the formula for L varying with v r and v b0 :

[0085] L = L(v r , v b0 );

[0086] b4: When the following relationship is satisfied, it means that the distance S between the test vehicle and the vehicle in front in the background does not meet the minimum following distance requirement;

[0087] S < L = L(v r , v b0 );

[0088] The value range of the safety distance l_following between the test vehicle and the vehicle in the background during and after their emergency braking is [0.5 m, 1.5 m]. When the test vehicle is a small passenger car and the test vehicle brakes to a stop emergently, the formula for L varying with v r and v b0 obtained after fitting is:

[0089]

[0090] During the passing evaluation of oncoming traffic, determine whether the lateral distance and longitudinal distance between the test vehicle and the oncoming vehicle during the emergency braking of the test vehicle meet the oncoming distance requirement in the safe driving evaluation, specifically including the following steps:

[0091] c1: When passing oncoming traffic, record the oncoming vehicle in front as: the vehicle in the background;

[0092] Collect in real time the longitudinal distance S, lateral distance SH between the test vehicle and the vehicle in the background, and the relative speed v r between the test vehicle and the oncoming vehicle, and the initial speed v of the test vehicle b0 ;

[0093] The relative speed v r of the two vehicles is: v r = v a0 + v b0 ;

[0094] c2: Define the safety margin L between the test vehicle and the background vehicle:

[0095] L ≥ S b + l + S a ;

[0096] Wherein, S b is the distance traveled by the test vehicle; S a is the distance traveled by the background vehicle; l is the longitudinal minimum safety distance;

[0097] c3: The time t for the test vehicle to brake from the start to a complete stop is:

[0098]

[0099] Wherein, v b0 is the initial speed of the test vehicle; t0, t1, and t2 are the times of the braking reaction stage, the braking growth stage, and the full braking stage respectively; a b减 is the maximum braking deceleration of the test vehicle;

[0100] c4: Substituting the uniform motion of the background vehicle into the calculation, the safety margin L satisfies the following conditions:

[0101]

[0102] Wherein, k is the slope of the first-order equation of the braking deceleration changing with time; v b0 , v a0 are the initial speeds of the test vehicle and the background vehicle respectively; v b1 is the speed of the test vehicle when it reaches the maximum braking force;

[0103] c5: Determine the lateral safety distance l_meetH between the test vehicle and the background vehicle during and after the emergency braking process of the test vehicle;

[0104] Under different speed and distance conditions, during emergency braking, when there is no collision between the test vehicle and the oncoming background vehicle and a safe passing occurs, collect the longitudinal distance between the test vehicle and the background vehicle at the initial moment of braking of the test vehicle as the value of the safety margin L, and collect the relative speed v r and the initial speed v b0 of the test vehicle before braking; for all recorded L, v r , v b0 perform data fitting to obtain the formula for L changing with v r and v b0 :

[0105] L = L(v r , v b0 );

[0106] c6: When the following relationship is satisfied, it indicates that the lateral distance and longitudinal distance between the test vehicle and the background vehicle do not meet the passing distance requirement;

[0107] SH < l_meetH, and S < L(v r , v b0 );

[0108] The lateral safety distance l_meetH between the test vehicle and the background vehicle during the emergency braking process and after stopping is 0.5 m;

[0109] When the test vehicle is a small passenger car, when the test vehicle makes an emergency braking stop, the formula for L varying with v r and v b0 obtained after data fitting is:

[0110]

[0111] During the safety lane change evaluation, it is judged whether the longitudinal distance S between the test vehicle and the traffic participants behind in the adjacent lane during the lane change of the test vehicle meets the lane change distance requirement in the safe and civilized driving evaluation. Specifically, it includes the following steps:

[0112] d1: When the front wheels of the test vehicle straddle the left or right demarcation dotted line of the current lane, if there are traffic participants behind in the adjacent lane on the line side, record them as the background vehicle; collect the relative distance and relative speed between the test vehicle and the background behind in the adjacent lane on the line side;

[0113] d2: Define the safety boundary L between the test vehicle and the background vehicle:

[0114]

[0115] In the formula, S a , S b are respectively the longitudinal driving distances of the background vehicle and the test vehicle during the lane change process of the test vehicle; v a0 , v b0 are respectively the initial speeds of the background vehicle and the test vehicle; l is the minimum distance between the two vehicles after the lane change is completed; α is the deflection angle of the driving direction when the test vehicle makes a lane change; W is the lane width of the road section;

[0116] d3: Determine the safety distance l_change between the test vehicle and the background vehicle after the lane change;

[0117] d4: When any one of the following two sets of conditions is satisfied, it is judged that the longitudinal distance S between the test vehicle and the background vehicle after the lane change does not meet the lane change distance requirement;

[0118] Condition 1: v b0 ·cosα ≥ v a0 , and S < l_change;

[0119] Condition 2: v b0 ·cosα < v a0 and

[0120] In the scoring model, the following contents are included:

[0121] Y = Y1 + Y2 + Y3;

[0122] In the formula, Y is the total score of the safe and civilized driving test evaluation;

[0123] Y1, Y2, and Y3 are the scored values of safe driving, compliant driving, and civilized driving after weighting respectively;

[0124] Y1 = a1 × X1, Y2 = a2 × X2, Y3 = a3 × X3;

[0125] Among them, X1 represents the scored value of the safe driving test result, X2 represents the scored value of the compliant driving test result, X3 represents the scored value of the civilized driving test result; a1 is the weight coefficient of safe driving, a2 is the weight coefficient of compliant driving, a3 is the weight coefficient of civilized driving, and a1 + a2 + a3 = 1;

[0126] Let X i = 100 - K i , i = 1, 2, 3, specifically:

[0127] X1 = 100 - K1, where K1 represents the sum of the deducted scores during the safe driving test evaluation;

[0128] X2 = 100 - K2, where K2 represents the sum of the deducted scores during the compliant driving test evaluation;

[0129] X3 = 100 - K3, where K3 represents the sum of the deducted scores during the civilized driving test evaluation;

[0130] Among them, if any value of K1, K2, and K3 calculated exceeds 100, then this value is recorded as 100; according to the influence degree of the evaluation items on traffic safety, a driving safety influence factor is set, and then the deducted score K for each test item i = M × T; where M = n × the deducted score of the test item, n is the number of times the deduction situation of the test item occurs, and T represents the driving safety influence factor;

[0131] The specific distribution of the weight coefficient a i is custom-adjusted and determined according to the differences in the evaluation objects and evaluation requirements of this time;

[0132] The driving safety influence factor T is determined independently according to the influence of the test item on traffic safety.

[0133] A method for evaluating safe and civilized driving provided by this application constructs a test and evaluation system for safe and civilized driving in three dimensions: safe driving, compliant driving, and civilized driving. Evaluation items are set for each dimension, and calculation models and scoring models are constructed for each evaluation item. Using the basic data for evaluation, the calculation is performed to complete the evaluation of safe and civilized driving. The test and evaluation system for safe and civilized driving in this application ensures the integrity of the evaluation, and thus ensures the practicality of the evaluation results. The basic data for evaluation in this application includes objective data collected in real time by the acquisition devices installed on the test vehicle, as well as static traffic information, dynamic traffic information of the test section, and the specific position information of the test vehicle on the test section, ensuring that the calculation results for scoring output by the calculation model are obtained based on actual data and guaranteeing the objectivity of the scoring results. In the construction of the calculation model for each evaluation item in this application, the calculation method is to compare the basic data for evaluation collected in real time with the specific requirements of safe and civilized driving and then calculate the calculation results for scoring. Without considering the subjective factors of the evaluator, while ensuring the objectivity of the results, even if the specific data of safe and civilized driving changes, the calculation model of this application can still be applicable to the calculation of new conditions, ensuring the greater practicality of this method. In the design of the total score of the test and evaluation of safe and civilized driving in this application, a weight coefficient a i is set to adjust the proportion of the three dimensions in the total score; before the implementation of the evaluation, the specific value of the weight coefficient a i is determined by custom adjustment according to the differences in the evaluation objects and evaluation requirements of this time, ensuring that this method is applicable to the road driving skills test of subject three and the road test of intelligent connected vehicles. By setting the driving safety impact factor T, the importance of the test items in each dimension in the total score is adjusted, making the evaluation adapt to the characteristics of the evaluation section while ensuring that this application is also applicable to the evaluation of different types of test vehicles and drivers. Description of the Drawings

[0134] Figure 1 It is a schematic diagram of the test and evaluation system for safe and civilized driving;

[0135] Figure 2 It is a schematic diagram of the positional relationship between the test vehicle and the traffic participants in front;

[0136] Figure 3 It is an example of the data fitting result when there are traffic participants in front;

[0137] Figure 4 It is a schematic diagram of the positional relationship of following a vehicle;

[0138] Figure 5 It is an example of the data fitting result of following a vehicle;

[0139] Figure 6 It is a diagram of the positional relationship of meeting a vehicle;

[0140] Figure 7 It is an example of the fitting result of passing vehicle driving data;

[0141] Figure 8 It is a diagram of the position relationship of lane change. Specific implementation manner

[0142] This application includes a method for evaluating safe and civilized driving, which includes the following steps.

[0143] S1: Construct a test and evaluation system for safe and civilized driving;

[0144] As Figure 1 shown, the evaluation dimensions of the evaluation system include: safe driving, compliant driving, and civilized driving.

[0145] S2: Based on the evaluation system, extract evaluation items for each evaluation dimension;

[0146] The evaluation items within the evaluation dimension of safe driving include: use of turn signals, longitudinal and lateral driving smoothness, avoidance during driving, following vehicle driving, safe lane change, and passing vehicles; the test opportunities for the use of turn signals include: starting, lane change, and turning at intersections;

[0147] The evaluation items within the evaluation dimension of compliant driving include: speed limit sign recognition and response, stop sign recognition and response, traffic signal recognition and response, solid lane line recognition and response, dashed lane line recognition and response, intersection lane driving direction recognition and response, and bus lane recognition and response;

[0148] The evaluation items within the evaluation dimension of civilized driving include: yielding to pedestrians and non-motor vehicles, recognition and response to crosswalks and bus stops, recognition and response to school areas, recognition and response to intersections, yielding during U-turns, and turning off the engine and parking.

[0149] This method formulates a method for evaluating safe and civilized driving according to the evaluation requirements of safe and civilized driving, the characteristics of driving behaviors, and the degree of influence on traffic safety, and formulates an evaluation model during the vehicle movement process, which can be used for evaluating the safe and civilized driving capabilities of natural drivers and machine drivers. Compared with the current subject three road driving skills test, the patent method adopts a comprehensive evaluation method to evaluate the driving process from three dimensions of safety, civilization, and compliance, fundamentally changing the current situation of the subject three road driving skills test that focuses on judging basic driving abilities and lacks safety driving assessment, ensuring the consistency and fairness of the evaluation results; compared with the traditional road test evaluation method for intelligent connected vehicles, this method uses a system to replace humans as the evaluation subject, and at the same time proposes specific evaluation parameters for different driving scenarios, which can more comprehensively and comprehensively evaluate the driving capabilities of intelligent connected vehicles.

[0150] S3: Determine the acquisition method of the basic data for evaluation projects.

[0151] The basic data for evaluation includes: static traffic information of the test section, electronic map of the test section, contour point map of the test vehicle, dynamic traffic information, and on-vehicle signals;

[0152] The dynamic traffic information is collected based on the acquisition equipment installed on the body of the test vehicle; the dynamic traffic information includes: traffic participants around the vehicle, traffic signal status, and relative distance and relative speed between the test vehicle and traffic participants; traffic participants include: motor vehicles, non-motor vehicles, pedestrians, and obstacles. In this application, obstacles refer to items that appear on the road other than motor vehicles, non-motor vehicles, and pedestrians, such as: cone barrels, traffic indication signs, temporary traffic lights, etc.

[0153] This method can carry out safe and civilized driving tests based on real roads, and of course it is also applicable to the road driving skills test of subject three. First, select a test section. The test section should have traffic signs, markings, and traffic facilities that meet the standards. The section has driving conditions such as vehicle starting, following a vehicle, changing lanes, passing a bus stop, passing a crosswalk, passing a school area, making a U-turn, going straight / turning left / turning right at an intersection, meeting an oncoming vehicle, and turning off the engine and parking, so as to meet the evaluation requirements of safe and civilized driving.

[0154] Collect static traffic information through a differential satellite positioning device, including: test section markings (including section solid lines, dotted lines, stop lines, crosswalk lines, mesh lines, etc.), section signs (including section speed limit signs, crosswalk signs, school area signs, etc.), traffic facilities (including lane information, intersection information, bus stops, school areas, etc.), record all traffic information of the test section collected through coordinate data, and solidify traffic section elements in the electronic map through coordinate information.

[0155] Install a differential satellite positioning mobile station on the test vehicle to collect the contour point coordinates around the body of the test vehicle and the coordinates of the outermost contact points of the four wheels. Taking the coordinate value of the positioning antenna of the installed differential satellite positioning device mobile station as the reference point, a vehicle contour point map is formed.

[0156] Overlay the vehicle contour point map on the electronic map of the test section. Through the installed mobile station, display the real-time position of the vehicle and its position relationship with the section markings and facilities in the electronic map. At the same time, collect the vehicle movement trajectory and movement data through the change of real-time mobile station positioning data. Through this method, restore the relative position relationship between the vehicle and the road static traffic information, monitor the real-time driving state of the vehicle, and at the same time verify the recognition rate and accuracy of the lidar and video equipment of intelligent connected vehicles for road traffic information.

[0157] Install lidar, video equipment and millimeter-wave radar on the test vehicle body to collect dynamic traffic information, including: dynamic data of traffic participants (including motor vehicles, non-motor vehicles, pedestrians, obstacles, etc.) around the vehicle and their relative distances, relative speeds, signal light states, etc. Access the on-vehicle signals such as the vehicle turn signal and braking of the test vehicle through the on-vehicle signal collector.

[0158] S4: Determine the corresponding basic data for evaluation and calculation models for each evaluation item.

[0159] For different evaluation items, the calculation model uses different basic data for evaluation as inputs, and outputs the corresponding calculation results for scoring after calculation.

[0160] According to the established test evaluation system, combined with the degree of impact of different driving situations on traffic safety, extract the specific situations and deduction scores of the test items. Perform real-time processing and analysis on the collected multi-source data, screen the deduction situations, and form the evaluation results.

[0161] S5: Construct a scoring model for each evaluation item in combination with the degree of impact of different driving situations on traffic safety;

[0162] The inputs of the scoring model include: the calculation results for scoring output by the calculation model and the traffic events that occur to the test vehicle.

[0163] In this embodiment, the test vehicle is a small passenger car. For the safety and civilized driving road test evaluation of small passenger cars, determine the corresponding basic data for evaluation, calculation models and scoring models for the evaluation items, which are described in detail as follows.

[0164] The safety driving test items assess the safety driving abilities such as vehicle control and risk identification. If a collision occurs to the test vehicle during the evaluation process, the current evaluation is aborted and the evaluation result is directly 0 points.

[0165] The basic data for evaluation, calculation models and scoring models corresponding to safety driving specifically include the following content.

[0166] 1-1) Use of turn signal at start: After the test vehicle starts, collect the vehicle running state, left turn signal state and start time when starting to move forward from the roadside stop state, calculate the cumulative on-time of the left turn signal when the vehicle moves forward, and determine whether the cumulative on-time t meets the minimum on-time; when the vehicle moves forward, if the left turn signal is not on, 5 points will be deducted; when the vehicle moves forward, if the cumulative on-time t of the left turn signal is less than 3s, 3 points will be deducted. The specific deduction strategy p1 is as follows:

[0167]

[0168] 1-2) Use of turn signals for lane change: When the test vehicle changes lanes to the left or right, when the left or right front wheel rides over the left or right demarcation broken line of the lane, collect the turn signal status and start time, calculate the cumulative on-time of the turn signal consistent with the vehicle's lane change direction, and determine whether the cumulative on-time meets the minimum on-time t; if the turn signal consistent with the vehicle's lane change direction is not turned on, 5 points will be deducted; if the cumulative on-time t of the turn signal consistent with the vehicle's lane change direction is less than 3 s, 3 points will be deducted. The specific point deduction strategy p2 is as follows:

[0169]

[0170] 1-3) Use of turn signals at intersections: When the test vehicle turns left or right at an intersection, when the front bumper of the vehicle reaches the stop line of the intersection, collect the turn signal status and start time, determine whether the turning direction of the test vehicle is consistent with the direction of the lane indication arrow, and calculate the cumulative on-time of the turn signal consistent with the direction of the lane indication arrow, and determine whether the cumulative on-time t meets the minimum on-time; if the turn signal consistent with the direction of the lane indication arrow is not turned on, 5 points will be deducted; if the cumulative on-time t of the turn signal consistent with the direction of the lane indication arrow is less than 3 s, 3 points will be deducted. The specific point deduction strategy p3 is as follows:

[0171]

[0172] 1-4) Longitudinal driving smoothness: Collect the change trend of the longitudinal movement speed of the test vehicle through differential satellite positioning data, calculate the specific speed change value, and determine whether the speed change value meets the requirements of smooth driving in the evaluation; when the acceleration a of the test vehicle in a certain time period is greater than 5 m / s 2 or the deceleration is less than -5 m / s 2 the vehicle is in a state of rapid acceleration or rapid deceleration, and 5 points will be deducted each time it occurs. The specific point deduction strategy p4 is as follows:

[0173]

[0174] 1-5) Lateral driving smoothness: Collect the change trend of the lateral movement of the test vehicle through differential satellite positioning data, calculate the specific lateral acceleration and determine whether the lateral acceleration a meets the requirements of smooth driving in the evaluation; when the lateral acceleration a of the test vehicle is greater than 3 m / s 2 the vehicle is in a state of emergency steering, and 5 points will be deducted each time it occurs. The specific point deduction strategy p5 is as follows:

[0175]

[0176] 1 - 6) Avoidance during driving: When there are traffic participants in front of the lane where the test vehicle is located during driving, collect the driving speed v0 of the test vehicle and the distance S between the test vehicle and the traffic participants, and determine whether the distance between the test vehicle and the traffic participants in front meets the safety distance requirements in the safe driving assessment.

[0177] When there is an object in front of the vehicle during driving, there is no standard or specification that clearly defines the latest braking time (hereinafter referred to as the "safety boundary") at different vehicle speeds. The assessment index is the safety boundary, that is, an accident will occur if it is exceeded. Therefore, it is necessary to theoretically study the minimum distance that the vehicle travels during emergency braking. There are many factors affecting vehicle braking, and the assessment has basic requirements for the test section, weather, etc. Therefore, the following aspects are set for secondary factors such as the environment:

[0178] (1) The test route is set on public roads, mostly urban sections paved with concrete or asphalt, with good maintenance, complete signs and markings, and the road surface adhesion coefficient is default to be above 0.7;

[0179] (2) The test section is generally in the urban area or national and provincial roads. Considering factors such as traffic flow, speed limit of the section, and safety during the assessment process, the general vehicle speed during the whole assessment does not exceed 60 km / h;

[0180] (3) To ensure the safety of the assessment, the test conditions are during the day, with good visibility and clear weather. In case of low road surface adhesion coefficient or poor visibility due to weather reasons such as rain, snow, etc., the assessment is immediately stopped. Therefore, the influence of visibility, weather and other factors on the movement process is not considered;

[0181] (4) The test vehicle is a small passenger car. Without considering the influence of brand, model, etc. on performance, it is assumed that the performance parameters such as vehicle condition, power, and braking are the same among different vehicles, and the physical state and reaction time of the driver are also default to be the same.

[0182] When a traffic participant appears in front of the test vehicle during driving, the method for determining whether the distance between the test vehicle and the traffic participant in front meets the parking safety distance requirements specifically includes the following steps:

[0183] Construct the braking process of the test vehicle during emergency braking; The vehicle's full braking includes: the braking reaction stage, the braking growth stage, and the full braking stage.

[0184] The braking reaction stage refers to the stage from stepping on the brake pedal to generating a braking deceleration, and no braking effect is generated during this process; For small cars, the time of this stage is about between 0.1 - 0.2 s. Then the distance traveled by the vehicle during this stage can be expressed as:

[0185]

[0186] In the formula, v0 is the initial speed of the test vehicle before braking, with the unit of km / h; t0 is the time from stepping on the brake pedal to generating a braking deceleration, with the unit of s. For a small passenger car, the time of this process does not exceed 0.2 s; S1 is the driving distance from stepping on the brake pedal to generating a braking deceleration, with the unit of m.

[0187] The braking growth stage refers to the stage from generating a braking deceleration to the braking deceleration reaching the maximum value; during full braking, the time of this process is short, and the changing trend of the braking deceleration with time can be approximately regarded as a linear equation:

[0188]

[0189] In the formula, a 减 (t) is the braking deceleration at time t in the braking growth stage, with the unit of m / s 2 ; k is the slope of the linear equation of the braking deceleration changing with time.

[0190] The distance traveled by the vehicle in the braking growth stage can be approximately expressed as:

[0191] ∫v = ∫-ktdt;

[0192]

[0193]

[0194] In the formula, v(t) is the vehicle speed at time t in the braking growth stage, with the unit of km / h; t1 is the time from the start of braking to reaching the maximum braking force, with the unit of s; S2 is the distance traveled from the start of braking to reaching the maximum braking force, with the unit of m.

[0195] The full braking stage refers to the process from the braking force reaching the maximum value to the vehicle coming to a stop. The driving distance can be expressed as:

[0196]

[0197]

[0198] In the formula, v1 is the driving speed when the maximum braking force is reached, with the unit of km / h; v 末 is the speed of the test vehicle and the traffic participant in front reaching the minimum distance during the emergency braking process. When there is a traffic participant in front, the distance between the vehicle and the traffic participant is the smallest when the vehicle comes to a stop, that is, v 末 = 0; a 减 is the maximum braking deceleration of the test vehicle, with the unit of m / s 2 ; S3 is the distance traveled by the test vehicle in the full braking stage, with the unit of m.

[0199] Such as Figure 2As shown in the figure, when making an emergency brake, the safety boundary L in front of a traffic participant can be expressed as:

[0200]

[0201]

[0202] In the formula, L is the safety boundary in front of the test vehicle with a traffic participant; S is the distance traveled during full braking; l is the distance between the test vehicle and the traffic participant in front after braking to a stop.

[0203] There are multiple variables in the calculation formula, such as the deceleration growth slope, maximum braking deceleration, time to release the maximum braking force, and the distance from the traffic participant after stopping. In order to make the theoretical calculation results closer to the real situation, full braking tests were carried out on multiple small passenger cars, and the maximum deceleration during full braking was recorded, and the average value a 减 = 6.867m / s 2 .

[0204] For the specific value of the safety distance l_braking, there is no clear regulation; in this embodiment, after statistical calculation based on the historical data of relevant traffic accidents, the value range of the safety distance l_braking is set to [0.5m, 1.5m]. That is, in urban traffic, if a motor vehicle can maintain a minimum safety distance of [0.5m, 1.5m] during driving and emergency braking, the probability of an accident will be reduced to below the average value.

[0205] When testing in a safe condition when a traffic participant crosses the road or there is an obstacle in front, the vehicle makes an emergency brake at different speeds and distances, records the test results where no collision occurs and the distance from the front object after braking to a stop is between 0.5m and 1.5m, and records the distance at the initial moment of braking. The recorded data is curve-fitted. The specific curve-fitting method is implemented based on the existing technology. In this embodiment, it is implemented based on MATLAB, and the fitting result is as Figure 3 shown. Based on the fitting result, the formula for L changing with v0 is deduced as:

[0206]

[0207] Then: when the driving speed of the test vehicle is v0, the distance between the vehicle and the front object When it is, 10 points will be deducted each time. The specific deduction strategy p6 is as follows:

[0208]

[0209] 1 - 7) Following a vehicle: Collect the real-time speed v0 of the test vehicle, the longitudinal distance S from the traffic participant in front in the same lane, and the relative speed v r; Calculate the distance S between the test vehicle and the traffic participant, the real-time speed v0 of the test vehicle, and the relative speed v r Based on the data relationship, determine whether the following distance of the test vehicle meets the requirement of the minimum following distance in the safe driving assessment.

[0210] When vehicles are following each other, there is no standard or specification clearly defining the minimum following distance at different vehicle speeds. When the test vehicle is following, there is a motor vehicle in the same lane in front of the test vehicle, moving in the same direction, and the speed of the test vehicle is greater than the running speed of the background vehicle (v b0 > v a0 ). The following driving position relationship in this embodiment is as Figure 4 shown.

[0211] If the two vehicles do not collide, the relationship between the moving distances of the two vehicles should satisfy:

[0212] L ≥ S b + l - S a ;

[0213] In the formula, L is the critical distance when following, that is, the safety boundary; S b is the distance traveled by the test vehicle when reaching the minimum spacing; S a is the distance traveled by the background vehicle when reaching the minimum spacing; l is the minimum spacing between the two during the braking process.

[0214] At this time, the object in front has three motion states: decelerating, moving at a constant speed, and accelerating. Assuming the same motion time, then the relationship between the distances traveled by the background vehicle in the three different states is S 加 > S 匀 > S 减 . According to the position relationship formula, when the background vehicle brakes with full force, the distance traveled at this time is the shortest, so the calculation result of the safety boundary reaches the maximum value. The safety boundary in this state can cover the safety boundaries of the object in front in the accelerating or constant-speed motion states, ensuring safe operation. Therefore, substituting the state of the background vehicle braking with full force into the model motion equation, the spacing between the two vehicles is the smallest after braking. Therefore, the safety boundary L can be expressed as:

[0215]

[0216] In the formula, v b0 , v a0 are respectively the initial speeds of the test vehicle and the background vehicle before braking; v b1 , v a1 are respectively the speeds of the test vehicle and the background vehicle when reaching the maximum braking force; t1 is the time from the start of braking to reaching the maximum braking force; k is the slope of the first-order equation of the braking deceleration changing with time.

[0217] According to the theoretical setting conditions, both the background vehicle and the test vehicle are small cars, and the braking time, maximum braking deceleration, etc. are the same (aamax = a bmax = a 减 )。Based on historical data, in this embodiment, during the emergency braking process and after stopping of both the test vehicle and the background vehicle, the range of the safety distance l_following between them is [0.5 m, 1.5 m].

[0218] Let v r be the relative speed of the two vehicles, that is, v r = v b0 - v a0 > 0. When testing following in safe conditions, during emergency braking under different speed and distance conditions, record the test results where no collision occurs and the distance between the two after braking to a stop is between 0.5 m and 1.5 m, and the distance at the initial moment of braking, and through data fitting, the fitting results are as Figure 5 shown. Based on the fitting results, derive the formula results of L with respect to v b0 , v r :

[0219]

[0220] When the test vehicle is following, according to the real-time speed and the real-time relative speed of the test vehicle with the vehicle in front (v r = v0 - v1 > 0), calculate the distance S between the two vehicles. When , 10 points will be deducted each time. The specific deduction strategy p7 is as follows:

[0221]

[0222] 1 - 8) Meeting and passing: Real-time collect the longitudinal distance S, the lateral distance SH between the test vehicle and the oncoming vehicle, and the relative speed v r of the test vehicle with the oncoming vehicle, and the initial speed v b0 of the test vehicle, and judge whether the lateral distance and the longitudinal distance between the test vehicle and the oncoming vehicle meet the meeting distance requirements in the safe driving assessment.

[0223] When meeting and driving, there is no standard or specification clearly defining the braking timing at different vehicle speeds. The positional relationship between the test vehicle and the background vehicle during meeting and driving is as Figure 6 shown. There is a background vehicle coming from the opposite direction in front of the running test vehicle and the lateral distance is less than 0.5 m, and the distance between the two is continuously decreasing. The safety boundary L should satisfy:

[0224] L ≥ S b + l + S a ;

[0225] In the formula, S b is the distance traveled by the test vehicle; S a is the distance traveled by the background vehicle; l is the minimum safety distance.

[0226] There are three situations for the running state of the background vehicle: deceleration, uniform speed, and acceleration. In actual operation, the sensor collects the moving speed of the background vehicle in real time. When a certain speed meets the safety boundary condition, it is already in a dangerous state, and the subsequent moving state has no impact on the evaluation. Therefore, the acceleration state of the background vehicle does not need to be considered when constructing the model; when the background vehicle decelerates, the driving distance within the same time is less than that during uniform driving. From the safety boundary calculation formula, it can be seen that when the initial speeds are the same, the safety boundary of the background vehicle during deceleration is less than that during uniform driving, that is, the safety boundary during uniform driving can cover the safety boundary during deceleration. Therefore, in this model, the background vehicle is assumed to be driving at a uniform speed for calculation.

[0227] The time t for the evaluation vehicle to brake from the start to a complete stop is:

[0228]

[0229] In the formula, v b0 is the initial speed of the test vehicle; t1 and t2 are the times of the braking growth stage and the full braking stage respectively. a b减 is the maximum braking deceleration of the test vehicle.

[0230] The safety boundary L satisfies the following conditions:

[0231]

[0232] According to the theoretical setting conditions, both the background vehicle and the test vehicle are small cars. Let v r be the relative speed of the two vehicles, that is, v r = v a0 + v b0 .

[0233] Based on historical data, the lateral safety distance l_meetH between the test vehicle and the background vehicle during the emergency braking process and after stopping is 0.5 m, and the longitudinal distance is set between 0.5 m and 1.5 m.

[0234] Under safe conditions, test passing by. Record and perform data fitting on the test results and the distance at the initial moment of braking when there is no collision and the distance between the two vehicles is between 0.5 m and 1.5 m after the test vehicle stops braking under different speed and distance conditions. The fitting results are shown in Appendix Figure 7 as shown. Derive the formula results of L with respect to v b0 , v r through data fitting:

[0235]

[0236] When the two vehicles are moving towards each other, and the lateral distance is less than 0.5 m and the longitudinal distance When it occurs, 10 points will be deducted each time. The specific deduction strategy p8 is as follows:

[0237]

[0238] 1 - 9) Safe lane change: Collect the relationship between the left front wheel and the right front wheel of the test vehicle and the demarcation dotted line of the current lane in real time. When the left front wheel straddles the left demarcation dotted line of the current lane or when the right front wheel straddles the right demarcation dotted line of the current lane, collect the forward speed v of the test vehicle b , the deflection angle α of the driving direction when the test vehicle changes lanes, the speed v of the traffic participants behind in the adjacent lane on the side of the line straddling a , and the longitudinal distance S between the current vehicle and the traffic participants behind in the adjacent lane on the side of the line straddling, and determine whether the longitudinal distance S between the test vehicle and the traffic participants behind in the adjacent lane during lane change meets the lane change distance requirement in the safe and civilized driving assessment.

[0239] When a vehicle changes lanes, there is no standard or specification clearly defining the lane change timing when there is a vehicle in the lane. The assessment is based on the motion state of the test vehicle when it straddles the lane change line to infer whether it will pose a danger to subsequent driving. When changing lanes, the vehicle has different motion states such as decelerating, moving at a constant speed, and accelerating. When the sensor collects the real-time speed and reaches the safety boundary, the subsequent motion safety boundary is no longer calculated. Therefore, the motion relationship is deduced based on the vehicle moving at a constant speed after lane change.

[0240] The positional relationship between the test vehicle and the background vehicle when the vehicle changes lanes is as Figure 8 shown. The safety boundary L for lane change satisfies:

[0241]

[0242] In the formula, S a , S b are the driving distances of the background vehicle and the test vehicle respectively; v a0 , v b0 are the initial speeds of the background vehicle and the test vehicle respectively; l is the minimum distance after lane change is completed; α is the deflection angle of the driving direction when the test vehicle changes lanes; W is the lane width of the road section.

[0243] According to the actual measurement results of the vehicle, in this embodiment, the safety distance l_change between the test vehicle and the background vehicle after lane change is set to 1 m.

[0244] The lane width W of the urban road section is generally 3.5 m. After lane change, at least ensure a safety distance l of 1 m. The positional relationship can be expressed as:

[0245]

[0246] It can be obtained from the formula that when v b0 ·cosα ≥ va0 and there is danger when the longitudinal distance S < 1m, 10 points will be deducted each time; when v b0 ·cosα < v a0 and there is also danger at this time, 10 points will be deducted each time. The specific deduction strategy p9 is as follows:

[0247]

[0248] The basic data, calculation model, and scoring model for compliance driving evaluation include the following content.

[0249] 2-1) Speed limit sign recognition and response: When the test vehicle enters a speed limit section, collect the running speed of the test vehicle and compare it with the speed limit value of the section to determine whether the running speed of the test vehicle exceeds the speed limit value v 限 ; when the running speed of the test vehicle exceeds the speed limit value v 限 10 points will be deducted each time. The specific deduction strategy q1 is as follows:

[0250]

[0251] 2-2) Stop sign recognition and response: When the test vehicle enters a section with a stop sign, collect the motion state of the vehicle to determine whether the test vehicle stops, and when it stops, determine whether the test vehicle stops in front of the stop sign; the minimum vehicle speed within 30m in front of the sign is v min , if the test vehicle does not stop in front of the stop sign, 5 points will be deducted each time. The specific deduction strategy q2 is as follows:

[0252]

[0253] 2-3) Signal light recognition and response: When the test vehicle arrives at an intersection controlled by signal lights, collect the signal light state and the real-time position of the test vehicle; when the signal light in the passing direction of the test vehicle is red, determine whether the test vehicle passes the stop line; when the signal light in the passing direction of the test vehicle is red and the test vehicle passes the stop line, 10 points will be deducted each time. The specific deduction strategy q3 is as follows:

[0254]

[0255] 2-4) Lane solid line recognition and response: When the test vehicle enters a section with solid lines painted, collect the relative position relationship between the wheel contact points of the test vehicle and the solid lines; if the wheels of the test vehicle straddle the solid lines, determine whether the time t for the wheels of the test vehicle to straddle the solid lines exceeds the requirements of the compliance driving evaluation; when the wheels of the test vehicle straddle the solid lines for more than 2s, 3 points will be deducted each time. The specific deduction strategy q4 is as follows:

[0256]

[0257] 2 - 5) Lane Dashed Line Recognition and Response: When the test vehicle enters the section with dashed lines painted, collect the relative position relationship between the outline of the test vehicle body and the dashed lines; when the test vehicle drives straddling the lane demarcation dashed line, determine whether the driving time t of the test vehicle straddling the lane demarcation dashed line exceeds the compliance driving assessment requirements; when the test vehicle drives straddling the lane demarcation dashed line for more than 10 s, 3 points will be deducted each time. The specific deduction strategy q5 is as follows:

[0258]

[0259] 2 - 6) Intersection Lane Driving Direction Sign Recognition and Response: When the intersection lane is painted with driving direction indication arrow signs, collect the running trajectory of the test vehicle. Determine whether the running trajectory of the test vehicle conforms to the arrow indication direction of the lane where it is located; when the running trajectory of the test vehicle does not conform to the arrow indication direction of the lane where it is located, 10 points will be deducted. The specific deduction strategy q6 is as follows:

[0260]

[0261] 2 - 7) Bus Lane Recognition and Response: When the test vehicle enters the section with a bus lane, collect the real - time position of the vehicle; determine the position relationship between the real - time position of the test vehicle and the bus lane, and determine whether the test vehicle enters the bus lane; when the test vehicle enters the bus lane, 3 points will be deducted each time. The specific deduction strategy q7 is as follows:

[0262]

[0263] The basic data, calculation models, and scoring models for the corresponding assessment of civilized driving include the following content.

[0264] 3 - 1) Yield to Pedestrians and Non - motor Vehicles: When the test vehicle is driving and there are pedestrians or non - motor vehicles crossing the road in the front lane, collect the relative distance S between the test vehicle and the pedestrians or non - motor vehicles and the driving speed v0 of the test vehicle, and determine whether the distance between the test vehicle and the pedestrians or non - motor vehicles crossing the road meets the safety distance requirements in the civilized driving assessment; when the distance between the test vehicle and the pedestrians / non - motor vehicles in the front is, 10 points will be deducted each time. The specific calculation process is the same as the safety distance calculation process in 1 - 6) Avoidance during Driving Assessment. The specific deduction strategy r1 is as follows:

[0265]

[0266] 3-2) Crosswalk or bus stop recognition and response: When the test vehicle enters the crosswalk or bus stop area, collect the real-time position and braking state of the test vehicle, and determine whether the test vehicle brakes and decelerates within the preset distance; within 30m before the crosswalk stop line / bus stop, if the test vehicle does not brake and decelerate, 5 points will be deducted each time. The specific deduction strategy r2 is as follows:

[0267]

[0268] 3-3) School area recognition and response: When the test vehicle enters the school area, collect the real-time position and motion state of the test vehicle, and determine whether the vehicle speed of the test vehicle within the school area meets the requirements of civilized driving evaluation; if the speed v0 of the test vehicle within the school area exceeds 30 km / h, 5 points will be deducted each time. The specific deduction strategy r3 is as follows:

[0269]

[0270] 3-4) Intersection recognition and response: When the test vehicle arrives at the intersection, collect the real-time position and braking state of the test vehicle, and determine whether the test vehicle brakes and decelerates before the intersection stop line; before the intersection stop line, if the test vehicle does not brake and decelerate, 5 points will be deducted each time. The specific deduction strategy r4 is as follows:

[0271]

[0272] 3-5) Yield when making a U-turn: When the test vehicle makes a U-turn, continuously monitor whether there are pedestrians and non-motor vehicles in front, and collect the relative distance S between the test vehicle and pedestrians and non-motor vehicles and the driving speed v0 of the test vehicle; if there are pedestrians and non-motor vehicles in front when the test vehicle makes a U-turn, and the distance between the test vehicle and the pedestrian / non-motor vehicle is..., 10 points will be deducted each time. The specific calculation process is the same as the safety distance calculation process in 1-6) Avoidance evaluation during driving. The specific deduction strategy r5 is as follows:

[0273]

[0274] 3-6) Turn off the engine and stop: When the test vehicle turns off the engine and stops, collect the real-time position and motion state of the test vehicle; determine whether the test vehicle turns on the right turn signal. If the right turn signal is on, calculate the cumulative time t of the right turn signal; after turning off the engine and stopping, calculate the distance s between the right side of the test vehicle and the road edge line; if the vehicle stops without turning on the right turn signal, 5 points will be deducted; if the vehicle stops with the right turn signal on for less than 3s, 3 points will be deducted; if the distance between the right side of the test vehicle and the road edge line after turning off the engine and stopping is greater than or equal to 50 cm, 5 points will be deducted; if the distance between the right side of the test vehicle and the road edge line is greater than 30 cm and less than 50 cm, 3 points will be deducted. The specific deduction strategy r6 is as follows:

[0275]

[0276]

[0277] S6: Install an in-vehicle industrial computer in the test vehicle.

[0278] Conduct a safe and civilized driving assessment based on the collected multi-source data. Connect all the basic assessment data collected to the in-vehicle industrial computer for multi-source data fusion processing. Display the position, motion state, road section information, and information about surrounding traffic participants of the test vehicle in the electronic map of the test section. Preset the calculation model and scoring model into the in-vehicle industrial computer, and complete the calculation process of the calculation model and the scoring process of the scoring model in the in-vehicle industrial computer.

[0279] S7: After the assessment starts, the test vehicle drives on the test section. The in-vehicle industrial computer receives the basic assessment data collected in real time, calculates the test vehicle based on the calculation model, and realizes the safe and civilized driving assessment according to the scoring model.

[0280] In the scoring model, it includes the following content:

[0281] Y = Y1 + Y2 + Y3;

[0282] In the formula, Y is the total score of the safe and civilized driving test evaluation;

[0283] Y1, Y2, and Y3 are the scored values of weighted safe driving, compliant driving, and civilized driving respectively;

[0284] Y1 = a1×X1, Y2 = a2×X2, Y3 = a3×X3;

[0285] Among them, X1 represents the scored value of the safe driving test result, X2 represents the scored value of the compliant driving test result, X3 represents the scored value of the civilized driving test result; the weight coefficients a i include the safe driving weight coefficient a1, the compliant driving weight coefficient a2, and the civilized driving weight coefficient a3, and a1 + a2 + a3 = 1;

[0286] Let X i = 100 - K i , i = 1, 2, 3, specifically:

[0287] X1 = 100 - K1, where K1 represents the sum of the deducted scores in the safe driving test evaluation process;

[0288] X2 = 100 - K2, where K2 represents the sum of the deducted scores in the compliant driving test evaluation process;

[0289] X3 = 100 - K3, where K3 represents the sum of the deducted scores in the civilized driving test evaluation process;

[0290] Among them, if any of the calculated values of K1, K2, and K3 exceeds 100, then this value is recorded as 100; according to the degree of influence of the evaluation items on traffic safety, a driving safety influence factor is set, and then each test item deducts score K i = M × T; where M = n × the deduction value of the test item, n is the number of times the deduction situation of the test item occurs, and T represents the driving safety influence factor.

[0291] The upper limit of the count values of K1, K2, and K3 is 100; among them, K1 = p1 + p2 + p3 + p4 + p5 + p6 + p7 + p8 + p9, and p1, p2, p3, p4, p5, p6, p7, p8, p9 respectively represent the deduction scores of test items such as the use of the starting turn signal, the use of the lane change turn signal, the use of the turn signal at intersections, longitudinal driving stability, lateral driving stability, avoidance during driving, following driving, safe lane change, and passing when meeting vehicles;

[0292] K2 = q1 + q2 + q3 + q4 + q5 + q6 + q7, and q1, q2, q3, q4, q5, q6, q7 respectively represent the deduction scores of test items such as speed limit signs, stop yield signs, traffic lights, lane solid lines, lane broken lines, driving directions of lanes at intersections, recognition and response of bus lanes;

[0293] K3 = r1 + r2 + r3 + r4 + r5 + r6, and r1, r2, r3, r4, r5, r6 respectively represent the deduction scores of test items such as yielding to pedestrians / non-motor vehicles, recognition and response of crosswalks / bus stops, recognition and response of school areas, recognition and response of intersections, yielding when turning around, and turning off the engine and parking.

[0294] Weight coefficient a i The specific allocation is determined by custom adjustment according to the differences in the evaluation objects and evaluation requirements of this time; in this application, through the setting of the weight coefficient a i it is allowed to adjust the importance of the three dimensions of safe driving, compliant driving, and civilized driving in the evaluation system. For example, in the evaluation that needs to emphasize safe driving, by increasing the specific value of a1, the final total score tends to the evaluation result of safety monitoring.

[0295] The driving safety influence factor T is determined independently according to the influence of the test items on traffic safety. In this application, by setting the driving safety influence factor T, it is allowed to adjust the importance of specific items in the test items. For example, some item evaluations can be cancelled by setting the T value to 0. Or the scoring ratio of the evaluation items corresponding to some items can be increased according to the vehicle type of the specific test vehicle. For example, in the evaluation of large heavy trucks, the T values corresponding to items such as yielding when turning around and intersection recognition in the dimension of civilized driving can be increased.

[0296] In this embodiment, the driving safety impact factors of the test items are shown in Table 1:

[0297] Table 1 Example of driving safety impact factors for safe and civilized driving test items

[0298]

[0299] The total score of the safe and civilized driving test evaluation is used to evaluate the safe and civilized driving ability. The specific relationship between the score and the level can be customized according to actual needs. In this embodiment, according to the total score Y of the safe and civilized driving test evaluation, the safe and civilized driving level of the test vehicle can be evaluated: if the total score of the evaluation is 100 points, the driver's safe and civilized driving ability is strong and belongs to a driver without risk; if the total score of the evaluation is 90-99 points, the safe and civilized driving ability is average and belongs to a low-risk driver. It is recommended to improve driving habits in specific situations in combination with the evaluation process; if the total score of the evaluation is 70-89 points, the safe and civilized driving ability is poor, and there are certain potential risks in driving the vehicle, belonging to a medium-risk driver. It is recommended to learn safe and civilized driving knowledge in a timely manner to improve driving ability and awareness; if the total score of the evaluation is less than 70 points, the safe and civilized driving ability is extremely poor, and there are great potential risks in driving the vehicle, belonging to a high-risk driver.

[0300] In this embodiment, the safe and civilized driving evaluation level and evaluation suggestions are shown in Table 2:

[0301] Table 2 Example of classification for safe and civilized driving test evaluation

[0302] Measurement score value Driving ability assessment Risk level 100 Relatively strong ability in safe and civilized driving Safe 90—99 Average ability in safe and civilized driving Low risk 70—89 Poor ability in safe and civilized driving Medium risk ＜70 Extremely poor ability in safe and civilized driving High risk

[0303] Collect static road information on the test section, dynamic data of the test vehicle and surrounding objects, and fuse multi-source data; construct an evaluation system including three dimensions of safe driving, compliant driving, and civilized driving according to typical situations affecting safe and civilized driving in multi-source data; combine the degree of influence of different driving situations on traffic safety to construct a safe and civilized driving evaluation model under different driving situations, form evaluation indicators and deduction scores; obtain the test evaluation result according to the score value during the driving process. The method of the present invention is based on real roads to evaluate the safe and civilized driving ability of natural drivers and vehicles with autonomous driving functions, screen out non-standard driving situations, strengthen the assessment of safe and civilized driving ability and awareness from the source of drivers, and ensure a safe, harmonious and civilized traffic environment.

[0304] The following is a specific embodiment.

[0305] A certain driver turned on the turn signal for less than 3 seconds once when turning at an intersection on the test section, decelerated suddenly once, changed lanes too close to the vehicle behind once, exceeded the speed limit once, straddled the solid line once, did not yield to pedestrians once, and exceeded the speed limit when passing through the school area once.

[0306] In this embodiment, the weight coefficients of safe driving, compliant driving, and civilized driving are a1 = 40%, a2 = 30%, and a3 = 30% respectively. The driving safety impact factors of the test items are shown in Table 2, then:

[0307] p1 = 0; p2 = 0; p3 = 3 * 80% = 2.4; p4 = 5 * 90% = 4.5; p5 = 0; p6 = 0; p7 = 0; p8 = 10 * 120% = 12; p9 = 0;

[0308] K1 = p1 + p2 + p3 + p4 + p5 + p6 + p7 + p8 + p9 = 18.9;

[0309] The score value of safe driving X1 = 100 - K1 = 81.1;

[0310] The weighted score value of safe driving Y1 = a1 × X1 = 91.4 * 0.4 = 32.44;

[0311] q1 = 10 * 120% = 12; q2 = 0; q3 = 0; q4 = 3 * 80% = 2.4; q5 = 0; q6 = 0; q7 = 0;

[0312] K2 = q1 + q2 + q3 + q4 + q5 + q6 + q7 = 14.4;

[0313] The score value of compliant driving X2 = 100 - K2 = 85.6;

[0314] The weighted score value of compliant driving Y2 = a2 × X2 = 91.6 * 0.3 = 25.68;

[0315] r1 = 10 * 120% = 12; r2 = 0; r3 = 5 * 110% = 5.5; r4 = 0; r5 = 0;

[0316] K3 = r1 + r2 + r3 + r4 + r5 + r6 = 17.5;

[0317] The score value of civilized driving X3 = 100 - K3 = 82.5;

[0318] The weighted score value of civilized driving Y3 = a3 × X3 = 90.7 * 0.3 = 24.75;

[0319] Therefore, the total score Y of this safe and civilized driving evaluation = Y1 + Y2 + Y3 = 32.44 + 25.68 + 24.75 = 82.87. According to the definition in Table 2, the score belongs to the range of 70 - 89, and it is concluded that the driving ability of this driver is poor and the vehicle is in a medium-risk driving state.

[0320] After adopting the technical solution of the present invention, by collecting vehicle driving data and combining with road traffic conditions, the driving behavior is quantitatively evaluated to assess the ability of safe and civilized driving. The present invention can replace manual examiners, expand the scope of judgment of the driver examination system, improve the intelligent level of the driver examination, can also be used for the qualification examination of commercial vehicle drivers to strengthen the awareness and habits of safe and civilized driving of professional drivers, and can also be used for the road test of vehicles with autonomous driving functions to evaluate the safe and civilized driving ability of machine drivers. Different weight coefficients and driving safety impact factors can be set according to different evaluation objects and evaluation requirements, with wide applicability and operability. The evaluation result of the safety evaluation method of the present invention is reliable, screening out non-standard driving situations, reducing the occurrence of traffic accidents from the source, and ensuring a safe, harmonious and civilized traffic environment.

Claims

1. A method for evaluating safe and civilized driving, characterized in that, It includes the following steps: S1: Construct a test evaluation system for safe and civilized driving; The evaluation dimensions of the evaluation system include: safe driving, compliant driving, and civilized driving; S2: Based on the evaluation system, extract evaluation items for each of the evaluation dimensions; The evaluation items within the evaluation dimension of safe driving include: use of turn signals, longitudinal and lateral driving smoothness, avoidance during driving, following a vehicle, safe lane change, and passing when meeting an oncoming vehicle; The test opportunities for the use of turn signals include: starting, changing lanes, and turning at intersections; The evaluation items within the evaluation dimension of compliant driving include: recognition and response to speed limit signs, recognition and response to stop yield signs, recognition and response to traffic lights, recognition and response to lane solid lines, recognition and response to lane broken lines, recognition and response to driving directions in lanes at intersections, and recognition and response to bus-only lanes; The evaluation items within the evaluation dimension of civilized driving include: yielding to pedestrians and non-motor vehicles, recognition and response to crosswalks and bus stops, recognition and response to school areas, recognition and response to intersections, yielding when making a U-turn, and turning off the engine and parking; S3: Determine the collection method of basic data for evaluation for each of the evaluation items; The basic data for evaluation includes: static traffic information of the test section, electronic map of the test section, contour point map of the test vehicle, dynamic traffic information, and in-vehicle signals; The dynamic traffic information is collected based on the collection equipment installed on the body of the test vehicle; The dynamic traffic information includes: traffic participants around the vehicle, signal light status, and relative distance and relative speed between the test vehicle and traffic participants; The traffic participants include: motor vehicles, non-motor vehicles, pedestrians, and obstacles; S4: Determine the corresponding basic data for evaluation and calculation models for each of the evaluation items; For different evaluation items, the calculation model uses different basic data for evaluation as input and outputs the corresponding calculation results for scoring after calculation; S5: Construct a scoring model for each of the evaluation items in combination with the degree of influence of different driving situations on traffic safety; The input of the scoring model includes: the calculation results for scoring output by the calculation model and traffic events occurring to the test vehicle; S6: Install an in-vehicle industrial computer in the test vehicle; Connect all the collected basic data for evaluation to the in-vehicle industrial computer, and preset the calculation model and the scoring model to the in-vehicle industrial computer, and complete the calculation process of the calculation model and the scoring process of the scoring model in the in-vehicle industrial computer; S7: After the evaluation starts, the test vehicle drives on the test section, the in-vehicle industrial computer receives the real-time collected basic data for evaluation, calculates the test vehicle based on the calculation model, and realizes the evaluation of safe and civilized driving according to the scoring model.

2. The safety and civilized driving evaluation method according to claim 1, wherein: The basic data for evaluation and the calculation model corresponding to safe driving include: Use of turn signal at start: After the test vehicle starts, collect the vehicle running status, left turn signal status, and start time when the vehicle moves forward from a stopped state by the roadside, calculate the cumulative on-time of the left turn signal when the vehicle moves forward, and determine whether the cumulative on-time meets the minimum on-time; Use of turn signals for lane change: When the test vehicle changes lanes to the left or right, when the left or right front wheel rides over the left or right demarcation broken line of the lane where it is located, collect the turn signal status and start time, calculate the cumulative on-time of the turn signal that is consistent with the vehicle's lane-changing direction, and determine whether the cumulative on-time meets the minimum on-time requirement; Use of turn signals at intersections: When the test vehicle turns left or right at an intersection, when the front bumper of the vehicle reaches the stop line of the intersection, collect the turn signal status and start time, determine whether the turning direction of the test vehicle is consistent with the direction of the lane indication arrow where it is located, calculate the cumulative on-time of the turn signal that is consistent with the direction of the lane indication arrow, and determine whether the cumulative on-time meets the minimum on-time requirement; Longitudinal driving stability: Collect the change trend of the longitudinal movement speed of the test vehicle through differential satellite positioning data, calculate the specific speed change value, and determine whether the speed change value meets the requirements of smooth driving in the evaluation; Lateral driving stability: Collect the change trend of the lateral movement of the test vehicle through differential satellite positioning data, calculate the specific lateral acceleration, and determine whether the lateral acceleration meets the requirements of smooth driving in the evaluation; Avoidance during driving: When there are traffic participants in front of the lane where the test vehicle is driving during driving, collect the driving speed v0 of the test vehicle and the distance S between the test vehicle and the traffic participant, and determine whether the distance between the test vehicle and the traffic participant in front meets the safety distance requirement in the safe driving evaluation; Following the vehicle: collect the real-time speed v0 of the test vehicle, the longitudinal distance S and the relative speed v between the test vehicle and the traffic participant in front of the same lane r ; Calculate the distance S between the test vehicle and the traffic participant in front and the real-time speed v0 and relative speed v of the test vehicle r The data relationship is used to determine whether the following distance of the test vehicle meets the minimum following distance requirement in the safe driving evaluation; Safe lane change: The relationship between the left front wheel and the right front wheel of the test vehicle and the demarcation dotted line of the current lane is collected in real time. When the left front wheel straddles the left demarcation dotted line of the current lane or when the right front wheel straddles the right demarcation dotted line of the current lane, the forward speed v of the test vehicle is collected. b and the speed v of the traffic participants behind in the adjacent lane on the side where the vehicle straddles the line a and the longitudinal distance S between the current vehicle and the traffic participants behind in the adjacent lane on the side where the vehicle straddles the line are determined to check whether the longitudinal distance S between the test vehicle and the traffic participants behind in the adjacent lane meets the lane change distance requirements in the safe and civilized driving assessment. Meeting vehicle passing: Collect in real time the longitudinal distance S, the lateral distance SH between the test vehicle and the oncoming vehicle, and the relative speed v between the test vehicle and the oncoming vehicle r , the initial speed v of the test vehicle b0 , and determine whether the lateral distance and the longitudinal distance between the test vehicle and the oncoming vehicle meet the meeting vehicle distance requirements in the safe driving assessment; The basic data for evaluation and the calculation model corresponding to the compliant driving include: Recognition and response to speed limit signs: When the test vehicle enters a speed limit section, collect the running speed of the test vehicle and compare it with the speed limit value of the section, and determine whether the running speed of the test vehicle exceeds the speed limit value of the section; Recognition and response to stop yield signs: When the test vehicle enters a section with a stop yield sign, collect the motion state of the vehicle, determine whether the test vehicle stops, and when it stops, determine whether the test vehicle stops in front of the stop yield sign; Recognition and response to traffic lights: When the test vehicle reaches an intersection controlled by traffic lights, collect the traffic light status and the real-time position of the test vehicle; when the traffic light in the passing direction of the test vehicle is red, determine whether the test vehicle has passed the stop line; Recognition and response to lane solid lines: When the test vehicle enters a section with solid lines painted, collect the relative position relationship between the wheel contact point of the test vehicle and the solid line; if the wheel of the test vehicle rides over the solid line, determine whether the time when the wheel of the test vehicle rides over the solid line exceeds the requirements of the compliant driving evaluation; Recognition and response to lane broken lines: When the test vehicle enters a section with broken lines painted, collect the relative position relationship between the body contour of the test vehicle and the broken line; when the test vehicle is driving while riding over the lane demarcation broken line, determine whether the time when the test vehicle is driving while riding over the lane demarcation broken line exceeds the requirements of the compliant driving evaluation; Recognition and response to lane driving direction signs at intersections: When the lane at an intersection is painted with a driving direction indication arrow sign, collect the running track of the test vehicle. Determine whether the running track of the test vehicle is consistent with the driving direction indicated by the arrow in the lane where it is located; Bus lane recognition and response: When the test vehicle enters a section with a bus lane, collect the real-time position of the vehicle; judge the positional relationship between the real-time position of the test vehicle and the bus lane, and determine whether the test vehicle has entered the bus lane; The basic data for evaluation and the calculation model corresponding to the civilized driving include: Yielding to pedestrians and non-motor vehicles: When the test vehicle is driving and there are pedestrians or non-motor vehicles crossing the road in the front lane, collect the relative distance S between the test vehicle and the pedestrians or non-motor vehicles and the driving speed v0 of the test vehicle, and determine whether the distance between the test vehicle and the pedestrians or non-motor vehicles crossing the road meets the safety distance requirements in the civilized driving evaluation; Crosswalk or bus stop recognition and response: When the test vehicle enters the crosswalk or bus stop area, collect the real-time position and braking state of the test vehicle, and determine whether the test vehicle brakes and decelerates within a preset distance; School area recognition and response: When the test vehicle enters the school area, collect the real-time position and motion state of the test vehicle, and determine whether the vehicle speed of the test vehicle within the school area meets the requirements of the civilized driving evaluation; Intersection recognition and response: When the test vehicle arrives at the intersection, collect the real-time position and braking state of the test vehicle, and determine whether the test vehicle brakes and decelerates before the stop line at the intersection; Yielding when making a U-turn: When the test vehicle makes a U-turn, monitor in real time whether there are pedestrians or non-motor vehicles in front, and collect the relative distance S between the test vehicle and the pedestrians or non-motor vehicles and the driving speed v0 of the test vehicle; determine whether the distance between the test vehicle and the pedestrians or non-motor vehicles meets the safety distance requirements in the civilized driving evaluation; Turning off the engine and parking: When the test vehicle turns off the engine and parks, collect the real-time position and motion state of the test vehicle; determine whether the test vehicle turns on the right turn signal. If the right turn signal is on, calculate the cumulative time of the right turn signal; after turning off the engine and parking, calculate the distance between the right side of the test vehicle and the road edge line.

3. The safety and civilized driving evaluation method according to claim 2, characterized in that: The method for judging whether the distance between the test vehicle and the front traffic participants meets the safety distance requirements specifically includes the following steps: a1: Construct the braking process of the test vehicle during emergency braking; The full braking of the vehicle includes: a braking reaction stage, a braking growth stage, and a full braking stage; The braking reaction stage refers to the stage from stepping on the brake pedal to generating a braking deceleration, and no braking effect is generated during this process; The braking growth stage refers to the stage from generating a braking deceleration to the braking deceleration reaching the maximum value; The full braking stage refers to the process from the braking force reaching the maximum value to stopping; a2: The distance S of the emergency braking form of the test vehicle is: S = S1 + S2 + S3; Among them, S1 is the driving distance in the braking reaction stage, S2 is the driving distance in the braking growth stage, and S3 is the driving distance in the full braking stage; In the formula, v0 is the initial speed of the test vehicle before braking, with the unit of km / h; t0 is the time from stepping on the brake pedal to generating a braking deceleration, with the unit of s; s1 is the driving distance in the process from stepping on the brake pedal to generating a braking deceleration, with the unit of m; Where, v(t) is the vehicle speed at time t during the braking growth stage, with the unit of km / h; t1 is the time from the start of braking to reaching the maximum braking force, with the unit of s; S2 is the distance traveled from the start of braking to reaching the maximum braking force, with the unit of m; k is the slope of the first-order equation of the braking deceleration varying with time; Wherein, S3 is the distance traveled by the test vehicle during the full braking phase, with the unit of m; v1 is the driving speed when the maximum braking force is reached, with the unit of km / h; v 末 is the speed when the test vehicle and the traffic participant in front reach the minimum distance during the emergency braking process. When there is a traffic participant in front, the distance between the test vehicle and the traffic participant in front is the smallest when the test vehicle stops, that is, v 末 = 0; a 减 is the maximum braking deceleration of the test vehicle, with the unit of m / s 2 ; a3: Determine the value of the safety boundary L between the test vehicle and the traffic participant in front during emergency braking; Where, L is the safety boundary in front of the test vehicle with a traffic participant; S is the distance traveled by the test vehicle during full braking; l is the distance between the test vehicle after braking to a stop and the traffic participant in front; a4: Determine the safety distance l_braking between the test vehicle and the traffic participant; According to the emergency braking of the vehicle at different speeds and distances, when there is no collision and the distance from the front object after braking to a stop meets the range of the safety distance l_braking, collect the distance between the test vehicle and the traffic participant in front during braking as the value of the safety boundary L, and collect the initial speed v0 of the test vehicle before braking. Perform data fitting on all recorded L and v0 to obtain the formula for L varying with v0; L≥S+l=L(v0); a5: When the following relationship is satisfied, it means that the distance between the test vehicle and the traffic participant in front does not meet the requirement of the stopping safety distance; S<L(v0).

4. The safety and civilized driving evaluation method according to claim 3, characterized in that: The value range of the distance l_braking between the test vehicle after braking to a stop and the traffic participant in front is [0.5m, 1.5m]. When the test vehicle is a small passenger car, the formula for L varying with v0 obtained after fitting during the emergency braking and stopping of the test vehicle is:

5. The safety and civilized driving evaluation method according to claim 2, wherein: When evaluating the following-distance driving, the method for judging whether the following distance of the test vehicle meets the requirement of the minimum following distance in the safe driving evaluation includes the following steps: b1: When the test vehicle is following a vehicle, there is a motor vehicle in the same lane in front of the test vehicle moving in the same direction. Denote the vehicle in front as the background vehicle, and the speed of the test vehicle is v b0 is greater than the running speed v of the background vehicle a0 , and the relative speed v r of the two vehicles is v r = v b0 - v a0 > 0; If there is no collision between the two vehicles, the relationship between the moving distances of the two vehicles satisfies: L≥S b +l - S a ; where L is the critical braking distance during following, i.e., the safety boundary; S b is the distance traveled by the test vehicle when reaching the minimum spacing; S a is the distance traveled by the background vehicle when reaching the minimum spacing; l is the minimum spacing between the two during braking; b2: Substitute the full braking state of the background vehicle into the model motion equation. The distance between the two vehicles after braking to a stop is the smallest. Therefore, the safety boundary L is expressed as: where, v b0 and v a0 are the initial speeds of the test vehicle and the background vehicle before braking, respectively; v b1 and v a1 are the speeds of the test vehicle and the background vehicle when the maximum braking force is reached, respectively; t1 is the time from the start of braking to the maximum braking force; k is the slope of the first-order equation of the braking deceleration varying with time; b3: Determine the safety distance l_following between the test vehicle and the background vehicle during and after both emergency braking; Under emergency braking under different speed and distance conditions, when there is no collision between the test vehicle and the preceding background vehicle and the distance between them after braking to a stop meets the l_following requirement, collect the distance between the test vehicle and the background vehicle at the initial moment of braking of the test vehicle as the value of the safety margin L, and collect the relative speed v r and the initial speed v of the test vehicle before braking b0 ; For all L, v r , v b0 recorded, perform data fitting to obtain the formula for the variation of L with v r and v b0 : L = L(v r , v b0 ); b4: When the following relationship is satisfied, it means that the distance S between the test vehicle and the background vehicle in front does not meet the requirement of the minimum following distance; S < L = L(v r , v b0 )。 6. The safety and civilized driving evaluation method according to claim 5, wherein: The safety distance \(l_{following}\) between the test vehicle and the preceding vehicle during and after their emergency braking processes ranges from [0.5 m, 1.5 m]. When the test vehicle is a small passenger car and the test vehicle makes an emergency stop, the formula for \(L\) varying with \(v\) and \(v\) obtained by fitting is as follows: r and \(v\) b0 is:

7. The safety and civilized driving evaluation method according to claim 2, wherein: When evaluating the passing of oncoming vehicles, judge whether the lateral distance and longitudinal distance between the test vehicle during emergency braking and the oncoming vehicle meet the requirement of the oncoming-vehicle distance in the safe driving evaluation. Specifically, it includes the following steps: c1: When passing oncoming vehicles, record the oncoming vehicle in front as: the background vehicle; Collect in real time the longitudinal distance S, lateral distance SH between the test vehicle and the background vehicle, and the relative speed v between the test vehicle and the oncoming vehicle r and the initial speed v of the test vehicle b0 ; The relative speed v of the two vehicles r is: v r = v a0 + v b0 ; c2: Define the safety boundary L between the test vehicle and the background vehicle; L≥S b +l+S a ; Where S b is the distance traveled by the test vehicle; S a is the distance traveled by the background vehicle; l is the minimum longitudinal safety distance; c3: The time t from the start of braking to braking to a stop of the test vehicle is: where v b0 is the initial speed of the test vehicle; t0, t1, and t2 are the times of the braking reaction phase, braking build-up phase, and full braking phase respectively; a b减 is the maximum braking deceleration of the test vehicle; c4: Substitute the uniform motion of the background vehicle into the calculation. The safety boundary L satisfies the following conditions: where k is the slope of the first-order equation of the braking deceleration varying with time; v b0 and v a0 are the initial speeds of the test vehicle and the background vehicle respectively; v b1 is the speed of the test vehicle when the maximum braking force is reached; c5: Determine the lateral safety distance l_meetH between the test vehicle during emergency braking and after braking to a stop and the background vehicle; Under emergency braking under different speed and distance conditions, when the test vehicle and the oncoming background vehicle do not collide and a safe passing is achieved, collect the longitudinal distance between the test vehicle and the background vehicle at the initial moment of braking of the test vehicle as the value of the safety boundary L, and collect the relative speed v r and the initial speed v of the test vehicle before braking b0 ; For all L, v r , v b0 recorded, perform data fitting to obtain the formula for L varying with v r and v b0 : L = L(v r , v b0 ); c6: When the following relationship is satisfied, it means that the lateral distance and longitudinal distance between the test vehicle and the background vehicle do not meet the requirement of the oncoming-vehicle distance; SH < l_meetH, and S < L(v r , v b0 )。 8. The safety and civilized driving evaluation method according to claim 7, wherein: The lateral safety distance l_meetH between the test vehicle during emergency braking and after braking to a stop and the background vehicle is 0.5m; When the test vehicle is a small passenger car and the test vehicle makes an emergency braking stop, the formula for the change of L with v r and v b0 after data fitting is:

9. The safety and civilized driving evaluation method according to claim 2, wherein: When evaluating the safe lane change, it is judged whether the longitudinal distance S between the test vehicle and the traffic participants behind in the adjacent lane meets the lane change distance requirements in the safe and civilized driving evaluation. The specific steps are as follows: d1: When the front wheels of the test vehicle straddle the left or right demarcation dotted line of the current lane, if there are traffic participants behind in the adjacent lane on the line side, record them as background vehicles; collect the relative distance and relative speed between the test vehicle and the background vehicle behind in the adjacent lane on the straddled line side. d2: Define the safety boundary L between the test vehicle and the background vehicle. Wherein, S a and S b are respectively the longitudinal driving distances of the background vehicle and the test vehicle during the lane-changing process of the test vehicle; v a0 and v b0 are respectively the initial speeds of the background vehicle and the test vehicle; l is the minimum distance between the two vehicles after the lane change is completed; α is the deflection angle of the driving direction when the test vehicle changes lanes; W is the lane width of the road section; d3: Determine the safety distance l_change between the test vehicle and the background vehicle after the lane change. d4: When any one of the following two sets of conditions is met, it is judged that the longitudinal distance S between the test vehicle and the background vehicle after the lane change does not meet the lane change distance requirements. Condition 1: v b0 ·cosα ≥ v a0 and S < l_change; Condition 2: v b0 ·cosα < v a0 and 10. The safety and civilized driving evaluation method according to claim 1, characterized in that: In the scoring model, the following contents are included: Y = Y1 + Y2 + Y3; In the formula, Y is the total score of the safe and civilized driving test evaluation. Y1, Y2, and Y3 are the scored values of safe driving, compliant driving, and civilized driving after weighting respectively. Y1 = a1 × X1, Y2 = a2 × X2, Y3 = a3 × X3; Among them, X1 represents the scored value of the safe driving test result, X2 represents the scored value of the compliant driving test result, X3 represents the scored value of the civilized driving test result; a1 is the weight coefficient of safe driving, a2 is the weight coefficient of compliant driving, a3 is the weight coefficient of civilized driving, and a1 + a2 + a3 = 1. Let X i = 100 - K i , where i = 1, 2, 3, specifically: X1 = 100 - K1, where K1 represents the sum of the deducted scores in the safe driving test evaluation process. X2 = 100 - K2, where K2 represents the sum of the deducted scores in the compliant driving test evaluation process. X3 = 100 - K3, where K3 represents the sum of the deducted scores in the civilized driving test evaluation process. Among them, if any value of K1, K2, and K3 calculated exceeds 100, then this value is recorded as 100; according to the degree of influence of the evaluation item on traffic safety, a driving safety influence factor is set, and then each test item deducts score K i = M × T; where M = n × the deduction value of the test item, n is the number of occurrences of the deduction situation of the test item, and T represents the driving safety influence factor; Weight coefficient a i The specific allocation is determined by custom adjustment according to the differences in the evaluation objects and evaluation requirements of this time; The driving safety influence factor T is determined independently according to the influence of the test items on traffic safety.

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