CN115993254B

CN115993254B - Avoidance time determination method, device, equipment and storage medium

Info

Publication number: CN115993254B
Application number: CN202211597859.6A
Authority: CN
Inventors: 刘兴阳
Original assignee: Guangzhou Weride Technology Co Ltd
Current assignee: Guangzhou Weride Technology Co Ltd
Priority date: 2022-12-12
Filing date: 2022-12-12
Publication date: 2025-06-27
Anticipated expiration: 2042-12-12
Also published as: CN115993254A

Abstract

The invention discloses a method, a device, equipment and a storage medium for determining avoidance time. The method comprises the steps of obtaining a reference avoidance response time of an auxiliary test vehicle at a current moment, determining a continuous avoidance response time of the auxiliary test vehicle at the current moment based on the reference avoidance response time, determining a collision risk level of the auxiliary test vehicle and the test vehicle at the current moment, determining the vehicle avoidance response time of the auxiliary test vehicle at the current moment based on the collision risk level and the continuous avoidance response time, and determining the current moment as the avoidance moment of the auxiliary test vehicle if the vehicle avoidance response time is greater than a preset avoidance response threshold value at the current moment. By the technical scheme disclosed by the invention, the problem of poor test effect caused by deviation of the simulation test result and the actual application in the simulation test is solved, and the obtained test result is higher in authenticity.

Description

Method, device, equipment and storage medium for determining avoidance time

Technical Field

The present invention relates to the field of vehicle testing technologies, and in particular, to a method, an apparatus, a device, and a storage medium for determining an avoidance time.

Background

In the process of the simulation test of the vehicle, the obstacle vehicles around the test vehicle are automatically controlled by the system command, and when the sudden braking of the test vehicle is detected, the control system of the obstacle vehicle can also generate the sudden braking command at the moment and control the obstacle vehicle to avoid the test vehicle, so that the collision is avoided. However, in practical application, if surrounding vehicles suddenly brake, the current vehicle cannot instantaneously make an avoidance response, so that a test result in the simulation test has an error with the practical application, and the test effect is poor.

Disclosure of Invention

The invention provides a method, a device, equipment and a storage medium for determining avoidance time, which are used for solving the problem of poor test effect caused by deviation of a simulation test result and actual application by adding an attention response mechanism to an obstacle vehicle in the simulation test process, so that the obtained test result is higher in authenticity.

In a first aspect, an embodiment of the present invention provides a method for determining an avoidance time, where the method includes:

Acquiring a reference avoidance reaction time of an auxiliary test vehicle at the current moment, and determining a continuous avoidance reaction time of the auxiliary test vehicle at the current moment based on the reference avoidance reaction time;

Determining a collision risk level of the auxiliary test vehicle and the test vehicle at the current moment, and determining vehicle avoidance reaction time of the auxiliary test vehicle at the current moment based on the collision risk level and the continuous avoidance reaction time;

if the vehicle avoidance response time is determined to be larger than the avoidance response threshold preset at the current moment, determining that the current moment is the avoidance moment of the auxiliary test vehicle.

Optionally, the obtaining the reference avoidance response time of the auxiliary test vehicle at the current moment includes:

acquiring a preset road weight priority determining model, and determining the road weight priority of the auxiliary test vehicle at the current moment based on the road weight priority determining model;

and determining the reference avoidance response time of the auxiliary test vehicle at the current moment based on the road weight priority.

Optionally, the determining the continuous avoidance response time of the auxiliary test vehicle at the current moment based on the reference avoidance response time includes:

acquiring the vehicle avoidance response time of the auxiliary test vehicle at the last moment and determining the vehicle avoidance response coefficient of the auxiliary test vehicle by the aid of the avoidance response threshold value of the auxiliary test vehicle at the last moment;

and determining the continuous avoidance reaction time of the auxiliary test vehicle at the current moment based on the avoidance reaction coefficient and the reference avoidance reaction time.

Optionally, the collision risk level includes a heavy risk, a light risk, and a prefire risk;

Correspondingly, the determining the vehicle avoidance response time of the auxiliary test vehicle at the current moment based on the collision risk level and the continuous avoidance response time includes:

If the collision risk level is determined to be a heavy risk, acquiring a driving attention coefficient of the auxiliary test vehicle to the test vehicle at the current moment, and determining vehicle avoidance reaction time of the auxiliary test vehicle at the current moment based on the driving attention coefficient and the continuous avoidance reaction time;

if the collision risk level is determined to be a mild risk, determining the continuous avoidance response time as the vehicle avoidance response time of the auxiliary test vehicle at the current moment;

And if the collision risk level is determined to be a mild risk, acquiring the attention decay time of the auxiliary test vehicle, and determining the vehicle avoidance reaction time of the auxiliary test vehicle at the current moment based on the attention decay time and the continuous avoidance reaction time.

Optionally, the acquiring the driving attention coefficient of the auxiliary test vehicle to the test vehicle at the current moment includes:

respectively acquiring an auxiliary center position and an auxiliary edge position of the auxiliary test vehicle at the current moment, and determining an auxiliary driving position of the auxiliary test vehicle at the current moment based on the auxiliary center position and the auxiliary edge position;

Acquiring a test edge position of the test vehicle at the current moment, and determining an auxiliary driving visual angle between the auxiliary driving position and the test vehicle at the current moment based on the test edge position and the auxiliary driving position;

And determining a driving attention coefficient of the auxiliary test vehicle to the test vehicle at the current moment based on the auxiliary driving view angle.

Optionally, the determining, based on the auxiliary driving perspective, a driving attention coefficient of the auxiliary test vehicle to the test vehicle at the current moment includes:

acquiring at least one view angle partition threshold value of the auxiliary test vehicle at the current moment;

and determining a driving attention coefficient of the auxiliary test vehicle to the test vehicle at the current moment based on each view angle partition threshold value, the auxiliary driving view angle and a preset coefficient determination expression.

Optionally, the acquiring at least one view angle partition threshold of the auxiliary test vehicle at the current moment includes:

And acquiring the road weight priority of the auxiliary test vehicle at the current moment, and determining at least one view angle partition threshold corresponding to the auxiliary test vehicle at the current moment based on the road weight priority.

In a second aspect, an embodiment of the present invention further provides an apparatus for determining an avoidance time, where the apparatus includes:

The continuous avoidance reaction time determining module is used for obtaining the reference avoidance reaction time of the auxiliary test vehicle at the current moment and determining the continuous avoidance reaction time of the auxiliary test vehicle at the current moment based on the reference avoidance reaction time;

The vehicle avoidance response time determining module is used for determining the collision risk level of the auxiliary test vehicle and the test vehicle at the current moment and determining the vehicle avoidance response time of the auxiliary test vehicle at the current moment based on the collision risk level and the continuous avoidance response time;

the avoidance moment determining module is configured to determine that the current moment is the avoidance moment of the auxiliary test vehicle if it is determined that the vehicle avoidance reaction time is greater than the avoidance reaction threshold preset at the current moment.

In a third aspect, an embodiment of the present invention further provides an electronic device, including:

At least one processor, and

A memory communicatively coupled to the at least one processor, wherein,

The memory stores a computer program executable by the at least one processor to enable the at least one processor to perform the back-off timing determination method of any one of the embodiments of the present invention.

In a fourth aspect, an embodiment of the present invention further provides a computer readable storage medium, where the computer readable storage medium stores computer instructions, where the computer instructions are configured to cause a processor to implement the avoidance timing determination method according to any embodiment of the present invention when executed.

According to the technical scheme provided by the embodiment of the invention, the reference avoidance reaction time of the auxiliary test vehicle at the current moment is obtained, the continuous avoidance reaction time of the auxiliary test vehicle at the current moment is determined based on the reference avoidance reaction time, the collision risk level of the auxiliary test vehicle and the test vehicle at the current moment is determined, the vehicle avoidance reaction time of the auxiliary test vehicle at the current moment is determined based on the collision risk level and the continuous avoidance reaction time, and if the vehicle avoidance reaction time is determined to be greater than the preset avoidance reaction threshold value at the current moment, the current moment is determined to be the avoidance moment of the auxiliary test vehicle. According to the technical scheme, the risk avoidance response mechanism is set for the obstacle vehicle in advance, so that the problem that a simulation test result obtained in a simulation test deviates from an actual application, so that a test effect is poor is solved, and the obtained test result is higher in authenticity.

It should be understood that the description in this section is not intended to identify key or critical features of the embodiments of the invention or to delineate the scope of the invention. Other features of the present invention will become apparent from the description that follows.

Drawings

In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings required for the description of the embodiments will be briefly described below, and it is apparent that the drawings in the following description are only some embodiments of the present invention, and other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.

Fig. 1 is a flowchart of a method for determining a back-off time according to a first embodiment of the present invention;

fig. 2 is a flowchart of a method for determining a back-off time according to a first embodiment of the present invention;

FIG. 3 is a schematic diagram of an assisted driving position of an assisted test vehicle according to a second embodiment of the invention;

FIG. 4 is a schematic diagram of an assisted driving perspective of an assisted test vehicle according to a second embodiment of the present invention;

fig. 5 is a schematic structural diagram of an avoidance timing determination device according to a third embodiment of the present invention;

Fig. 6 is a schematic structural diagram of an electronic device implementing a method for determining a back-off time according to an embodiment of the present invention.

Detailed Description

In order that those skilled in the art will better understand the present invention, a technical solution in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in which it is apparent that the described embodiments are only some embodiments of the present invention, not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the present invention without making any inventive effort, shall fall within the scope of the present invention.

It should be noted that the terms "first," "second," and the like in the description and the claims of the present invention and the above figures are used for distinguishing between similar objects and not necessarily for describing a particular sequential or chronological order. It is to be understood that the data so used may be interchanged where appropriate such that the embodiments of the invention described herein may be implemented in sequences other than those illustrated or otherwise described herein.

The names of messages or information interacted between the various devices in the embodiments of the present disclosure are for illustrative purposes only and are not intended to limit the scope of such messages or information.

It will be appreciated that prior to using the technical solutions disclosed in the embodiments of the present disclosure, the user should be informed and authorized of the type, usage range, usage scenario, etc. of the personal information related to the present disclosure in an appropriate manner according to the relevant legal regulations.

For example, in response to receiving an active request from a user, a prompt is sent to the user to explicitly prompt the user that the operation it is requesting to perform will require personal information to be obtained and used with the user. Thus, the user can autonomously select whether to provide personal information to software or hardware such as an electronic device, an application program, a server or a storage medium for executing the operation of the technical scheme of the present disclosure according to the prompt information.

As an alternative but non-limiting implementation, in response to receiving an active request from a user, the manner in which the prompt information is sent to the user may be, for example, a popup, in which the prompt information may be presented in a text manner. In addition, a selection control for the user to select to provide personal information to the electronic device in a 'consent' or 'disagreement' manner can be carried in the popup window.

It will be appreciated that the above-described notification and user authorization process is merely illustrative and not limiting of the implementations of the present disclosure, and that other ways of satisfying relevant legal regulations may be applied to the implementations of the present disclosure.

It will be appreciated that the data (including but not limited to the data itself, the acquisition or use of the data) involved in the present technical solution should comply with the corresponding legal regulations and the requirements of the relevant regulations.

Example 1

Fig. 1 is a flowchart of a method for determining an avoidance time according to an embodiment of the present invention, where the method may be applicable to a situation of performing a simulation test on a vehicle, and the method may be performed by an avoidance time determining device, where the avoidance time determining device may be implemented in a hardware and/or software form, and the avoidance time determining device may be configured in an intelligent terminal and a cloud server. As shown in fig. 1, the method includes:

s110, acquiring the reference avoidance response time of the auxiliary test vehicle at the current moment, and determining the continuous avoidance response time of the auxiliary test vehicle at the current moment based on the reference avoidance response time.

In the embodiment of the invention, the test vehicle can be understood as a tested vehicle which is being subjected to simulation test. The auxiliary test vehicle may be understood as a vehicle obstacle preset in the simulation test environment. A plurality of auxiliary test vehicles may be preset in the test vehicle surroundings based on the test requirements. In the process of performing simulation test on the test vehicle, the technical scheme of the embodiment adds attention mechanism simulation to the auxiliary test vehicle in advance based on the response behavior of a real driver, so that the auxiliary test vehicle makes more real response in the process of simulation test, and the test result authenticity of the simulation test result is improved.

In this embodiment, the reference avoidance response time of the auxiliary test vehicle may be understood as the reference response time from the detection of the collision risk to the collision avoidance of the real driver. It should be noted that the actual driver is at different locations and the time to react in different situations is also different. Based on this, the technical solution of the present embodiment determines different reference reaction times based on different positions of the auxiliary test vehicle in the simulation test environment.

Optionally, the method for determining the reference avoidance response time of the auxiliary test vehicle at the current moment in the embodiment can include obtaining a preset road weight priority determining model, determining the road weight priority of the auxiliary test vehicle at the current moment based on the road weight priority determining model, and determining the reference avoidance response time of the auxiliary test vehicle at the current moment based on the road weight priority.

Specifically, the auxiliary test vehicle position and the vehicle position of the test vehicle at the current moment can be obtained, and the current auxiliary test vehicle position, the test vehicle position and the simulation test environment are input into a pre-trained road right priority determining model to obtain a road right priority result output by the model. Of course, the training process based on the road right priority determining model may also determine the corresponding road right priority based on other data of the auxiliary test vehicle, which is not limited in this embodiment. Alternatively, the road right priority result may include that the road right priority of the test vehicle is higher than that of the auxiliary test vehicle or that the road right priority of the test vehicle is lower than that of the auxiliary test vehicle.

It should be noted that, if the road weight priority of the test vehicle is higher than that of the auxiliary test vehicle, the auxiliary test vehicle needs to pay attention to the test vehicle in the simulation test environment at all times, and if the auxiliary test vehicle finds that the avoidance reaction of the avoidance test vehicle needs to be made, the reference avoidance reaction time required by the auxiliary test vehicle is shorter. Otherwise, if the admission priority of the test vehicle is higher than that of the auxiliary test vehicle, the auxiliary test vehicle does not pay attention to the test vehicle in the simulation test environment at any time, and if the auxiliary test vehicle finds that the avoidance reaction of the test vehicle needs to be made, the auxiliary test vehicle can pay attention to the test vehicle until the collision risk is found and then the avoidance reaction is made, so that the required reference avoidance reaction time is longer.

For example, in a simulated test environment, a test vehicle needs to be lane-changed from another lane and incorporated into the lane in which the test vehicle is located. The auxiliary test vehicle may be able to divert a portion of the attention to the test vehicle when the road right priority of the auxiliary test vehicle is lower than that of the test vehicle. If the auxiliary test vehicle finds that the test vehicle suddenly brakes, the response time from finding that the test vehicle suddenly brakes to generating a braking instruction for testing the auxiliary brake is set to be 0.3s based on the response principle that a real driver needs shorter response time when focusing attention, namely shorter reference avoidance response time is needed, otherwise, if the current road where the auxiliary test vehicle is positioned is a green light and the other road where the test vehicle is driven is a red light in a simulation test environment, the road weight priority of the auxiliary test vehicle is higher than that of the test vehicle at the moment, so that the auxiliary test vehicle does not put attention on the test vehicle. If the auxiliary test vehicle finds that the vehicle is not braked when driving at the intersection of two roads, based on the reaction principle that a real driver needs a longer event when transferring attention from other places to the current event and making corresponding reaction, the reaction time needed by the auxiliary test vehicle from the detection of the occurrence of the test vehicle to the generation of a brake instruction for testing the auxiliary brake is set to be 0.5s, namely, the reaction time needs longer reference avoidance.

In this embodiment, the continuous avoidance response time may be understood as a response time from when the auxiliary test vehicle detects that the collision avoidance behavior needs to be made to the current time. In other words, since the real driver needs a time interval to react to the found event, but the system can react to the found event only instantaneously, the vehicle avoidance reaction time of the auxiliary test vehicle is preset so that it reacts to the simulated real driver. Based on this, the technical solution of this embodiment sets the continuous avoidance reaction time, and adjusts the continuous avoidance reaction time based on the collision detection result, until the vehicle has reached the avoidance reaction time, and reacts.

Specifically, the continuous avoidance reaction time in this embodiment may be tightly determined based on the reference avoidance reaction time. Optionally, the method for determining the continuous avoidance response time of the auxiliary test vehicle at the current moment based on the reference avoidance response time in the embodiment includes the steps of obtaining the vehicle avoidance response time of the auxiliary test vehicle at the last moment and the avoidance response threshold of the auxiliary test vehicle at the last moment, determining the vehicle avoidance response coefficient of the auxiliary test vehicle, and determining the continuous avoidance response time of the auxiliary test vehicle at the current moment based on the avoidance response coefficient and the reference avoidance response time.

The avoidance response threshold may be understood as an avoidance response time set by the auxiliary test vehicle based on the reference avoidance time. Alternatively, in this embodiment, the avoidance response threshold may be the same as the reference response time, or may be different values, and the set value of the threshold is not limited.

Specifically, the vehicle avoidance response time of the auxiliary test vehicle at the previous moment and the avoidance response threshold of the auxiliary test vehicle at the previous moment can be divided, and the quotient obtained by the division is used as the vehicle avoidance response coefficient of the auxiliary test vehicle at the current moment.

Further, when the vehicle avoidance reaction coefficient of the auxiliary test vehicle at the current moment is obtained, the reference avoidance reaction time determined based on the embodiment is obtained, multiplication processing is carried out on the vehicle avoidance reaction coefficient and the reference avoidance reaction time, and the obtained product result is used as the continuous avoidance reaction time of the auxiliary test vehicle at the current moment.

If the current time is the initial time of the vehicle simulation test, the initial vehicle avoidance response time, the initial avoidance response threshold value, and the initial vehicle avoidance response coefficient are all set to 0 if the auxiliary test vehicle does not have the previous time.

S120, determining a collision risk level of the auxiliary test vehicle and the test vehicle at the current moment, and determining vehicle avoidance response time of the auxiliary test vehicle at the current moment based on the collision risk level and the continuous avoidance response time.

In the embodiment of the invention, the collision risk level can be a collision condition of the test vehicle and the auxiliary test vehicle, wherein the collision condition is determined by representing the running position, the running direction and the running speed of the test vehicle and the auxiliary test vehicle. In particular, the crash situation may be classified into different crash risk classes based on whether two vehicles will collide and the severity of the crash after the collision. Specifically, the division manner may be determined based on a network model or may be determined based on an expression, which is not limited to this embodiment.

On the basis of determining the collision risk level of the auxiliary test vehicle and the test vehicle at the current moment, determining a vehicle avoidance response time determining method corresponding to the collision risk level based on the collision risk level corresponding to the current moment, and substituting the determined continuous avoidance response time into the corresponding determining method to obtain the vehicle avoidance response time of each collision risk level at the current moment.

And S130, if the vehicle avoidance response time is determined to be larger than the preset avoidance response threshold value at the current moment, determining the current moment as the avoidance moment of the auxiliary test vehicle.

In the embodiment of the invention, on the basis of determining the vehicle avoidance response time of each collision risk level at the current moment, the avoidance response threshold value at the current moment determined based on the embodiment is obtained, and then the vehicle avoidance response time and the avoidance response threshold value are compared in time. If the vehicle avoidance response time is greater than the avoidance response threshold, the fact that the time period from the occurrence of the event to the current moment meets the response time set by the auxiliary test vehicle is indicated, namely the current moment is taken as the avoidance moment of the auxiliary test vehicle, in other words, the auxiliary test vehicle can generate an avoidance command at the current moment to control the vehicle to collide and avoid. Otherwise, if the current state that the vehicle avoidance response time is smaller than the avoidance response threshold value, the state that the time period from the occurrence of the event to the current moment does not meet the set response time of the auxiliary test vehicle is that the auxiliary test vehicle still needs to accumulate the avoidance response time until the fact that the vehicle avoidance response time at a certain moment is larger than the avoidance response threshold value is determined, and the moment is determined to be the avoidance moment of the auxiliary test vehicle.

Example two

Fig. 2 is a flowchart of a method for determining a collision moment according to a second embodiment of the present invention, where, based on the present embodiment and the foregoing embodiments, optionally, the collision risk level includes a heavy risk, a light risk, and a pre-sent risk;

correspondingly, determining the vehicle avoidance response time of the auxiliary test vehicle at the current moment based on the collision risk level and the continuous avoidance response time comprises the following steps:

If the collision risk level is determined to be a heavy risk, acquiring a driving attention coefficient of the auxiliary test vehicle to the test vehicle at the current moment, and determining vehicle avoidance response time of the auxiliary test vehicle at the current moment based on the driving attention coefficient and the continuous avoidance response time;

If the collision risk level is determined to be mild risk, the attention decay time of the auxiliary test vehicle is acquired, and the vehicle avoidance reaction time of the auxiliary test vehicle at the current moment is determined based on the attention decay time and the continuous avoidance reaction time. As shown in fig. 2, the method includes:

s210, acquiring the reference avoidance response time of the auxiliary test vehicle at the current moment, and determining the continuous avoidance response time of the auxiliary test vehicle at the current moment based on the reference avoidance response time.

S220, determining the collision risk level of the auxiliary test vehicle and the test vehicle at the current moment.

In the embodiment of the invention, the vehicle collision condition of the vehicle at the current moment is predicted based on the auxiliary test vehicle data of the auxiliary test vehicle at the current moment and the test vehicle data of the test vehicle at the current moment, so as to obtain the collision risk level of the two vehicles at the current moment. The resulting collision risk levels may include, among other things, heavy risk, light risk, and pre-launch risk. Specifically, the heavy risk may be understood as detecting that two vehicles collide at the current moment and the vehicle avoidance deceleration is greater than the avoidance reaction threshold at the current moment, the light risk may be understood as detecting that two vehicles collide but the vehicle avoidance deceleration is less than the avoidance reaction threshold at the current moment, and the pre-occurrence risk may be understood as detecting that no vehicle collides at the current moment. Of course, the above collision risk level is merely taken as an example of the present embodiment, and is not limited to the technical solution of the present embodiment, and the technical solution of the present embodiment may also be used to classify the collision situations of two vehicles based on other situations, which is not limited to this embodiment.

And S230, if the collision risk level is determined to be a heavy risk, acquiring a driving attention coefficient of the auxiliary test vehicle to the test vehicle at the current moment, and determining the vehicle avoidance response time of the auxiliary test vehicle at the current moment based on the driving attention coefficient and the continuous avoidance response time.

In the embodiment of the invention, when the collision risk level of the auxiliary test vehicle and the test vehicle is determined to be serious risk, the risk degree between the two vehicles at the current moment is larger. Because the real driver can react faster than usual under dangerous conditions, under the conditions, the attention reaction time of the auxiliary test vehicle at the current moment is set to be increased, and the vehicle avoidance reaction time of the auxiliary test vehicle at the current moment is determined based on the increased attention reaction time and the continuous avoidance reaction time, so that the vehicle avoidance reaction time of the auxiliary test vehicle can reach the requirement of the avoidance reaction threshold value faster, and the auxiliary test vehicle can be controlled to collide and avoid.

Specifically, in this embodiment, a driving attention coefficient of the auxiliary test vehicle to the test vehicle at the current time may be obtained, and the attention response time of the auxiliary test vehicle at the current time may be determined based on the driving attention coefficient.

On the basis of obtaining a driving attention coefficient, obtaining a time difference value between the current time and the previous time, determining the attention reaction time of the auxiliary test vehicle at the current time based on a product result of the time difference value and the driving attention coefficient, adding the attention reaction time and the continuous avoidance reaction time of the auxiliary test vehicle at the current time, and taking the sum result obtained after the adding as the vehicle avoidance reaction time of the auxiliary test vehicle at the current time.

On the basis of the implementation manner, the method for acquiring the driving attention coefficient in the embodiment can comprise the steps of respectively acquiring an auxiliary center position and an auxiliary edge position of an auxiliary test vehicle at the current moment, determining an auxiliary driving position of the auxiliary test vehicle at the current moment based on the auxiliary center position and the auxiliary edge position, acquiring the test edge position of the test vehicle at the current moment, determining an auxiliary driving view angle between the auxiliary driving position at the current moment and the test vehicle based on the test edge position and the auxiliary driving position, and determining the driving attention coefficient of the auxiliary test vehicle to the test vehicle at the current moment based on the auxiliary driving view angle.

The auxiliary center position in this embodiment can be understood as the vehicle center position of the auxiliary test vehicle. The auxiliary edge position may be understood as a vehicle vertex position of the auxiliary test vehicle, for example four vertex positions of the vehicle. Specifically, each of the positions may be determined based on a predetermined vehicle coordinate system, and based on the vehicle size, the position of each of the positions in the vehicle coordinate system. Alternatively, the center point of the vehicle coordinate system may be a vehicle center point, or any vertex position of the vehicle, or any point of the periphery, which is not limited in this embodiment.

For example, to determine a vehicle center point based on vehicle dimensions and construct a vehicle coordinate system based on the vehicle center point and vehicle orientation. Referring specifically to fig. 3, the vehicle center point p0 is set as the origin of coordinates, the vehicle orientation is set as the positive x-axis direction of the vehicle coordinate system, and the vehicle right-side direction is set as the positive y-axis direction of the vehicle coordinate system. Assuming that the vehicle contour is rectangular, four vertex positions of the vehicle, that is, p1, p2, p3, and p4, are determined based on the vehicle coordinate system and the vehicle size, respectively. Alternatively, assuming the vehicle profile is another shape, determining the respective vertex positions of the auxiliary test vehicle based on the vehicle profile and the vehicle size may be represented as a vertex set, such as C _a＝[p₁,p₂,p₃,p_4,,,p_n, where Ca represents the vehicle profile and pi represents the respective vertex positions of the vehicle profile.

Specifically, the vehicle orientation angle of the auxiliary test vehicle at the current moment is obtained, all auxiliary edge positions of the auxiliary test vehicle are traversed, all driving included angles between the auxiliary center position and all auxiliary edge positions and between the auxiliary center and the extension line position of the orientation angle are respectively determined, and then the cosine value of the included angle of each driving included angle is determined. Illustratively, the angle cosine value may be determined by the following expression:

Wherein angle represents a driving angle, cos (angle) represents an angle cosine value, p0 represents an auxiliary center position, pi represents an auxiliary edge position of an ith auxiliary test vehicle, cos θ represents an orientation angle cosine value, sin θ represents an orientation angle sine value, dot represents a vector dot product, and norm represents a length of a vector.

Further, a preset included angle cosine value threshold is obtained, at least one included angle cosine value larger than the included angle cosine value threshold is screened out, and then the auxiliary driving position of the auxiliary test vehicle at the current moment is determined based on the screened out included angle cosine values. Specifically, a preset auxiliary driving position determination expression is acquired, and an auxiliary driving position is determined based on the expression. For example, the driving position determination expression may include:

Wherein p _driver represents the position of the driver, pfo and pf1 represent the cosine values of the selected included angles, cos θ represents the cosine value of the orientation angle, sin θ represents the sine value of the orientation angle, kDriverPositionToFrontMeter represents the linear distance between the auxiliary driving position and the front end of the vehicle, and the actual application can set the linear distance to be 1.5m.

On the basis, the test edge position of the test vehicle at the current moment is obtained. For example, the respective edge locations of the test vehicle may be represented as a collection of locations, such as C _e＝[p_e1,p_e2,p_e3,p_e4, where Ce represents the vehicle contour and pei represents the respective vertex locations of the vehicle contour.

Further, each test edge position of the test vehicle is traversed, and each driving perspective between an auxiliary driving position in the auxiliary test vehicle and each test edge position in the test vehicle is determined separately. For example, the driving perspective may be determined by the following expression:

angle_i＝arccos((p_ei-p_driver).dot((cosθ,sinθ)))

Where angle _i denotes an i-th driving angle, pei denotes a test edge position of the test vehicle, p _driver denotes an auxiliary driving position of the auxiliary test vehicle, cos θ denotes an orientation angle cosine value, sin θ denotes an orientation angle sine value.

Further, screening is performed in each driving view angle, and the screened minimum driving view angle is used as an auxiliary driving view angle between the auxiliary driving position at the current moment and the test vehicle. For example, the schematic view of the driving assistance view angle may be shown in fig. 4, that is, the view angle denoted by a in fig. 4 may be understood as the driving assistance view angle selected in the above embodiment.

Since the driving angles of view are different between the auxiliary test vehicle and the test vehicle, the auxiliary test vehicle has different attention degrees to the test vehicle, and thus it is necessary to determine different driving attention coefficients based on different driving angles.

Optionally, the method for determining the driving attention coefficient of the auxiliary test vehicle to the test vehicle at the current moment based on the auxiliary driving view angle in the embodiment may include obtaining at least one view angle partition threshold of the auxiliary test vehicle at the current moment, determining an expression based on each view angle partition threshold, the auxiliary driving view angle and the preset coefficient, and determining the driving attention coefficient of the auxiliary test vehicle to the test vehicle at the current moment.

The viewing angle partitioning threshold value in advance in this embodiment may be understood as a partitioning threshold value that partitions the viewing range of 0 to 180 ° into views based on the attention degree of the real driver to the surrounding environment during driving. Illustratively, in the present embodiment, the view range is divided into three regions, namely, an attentive region, a transitional region and an neglected region, so that two view division thresholds, namely, a maximum attentive view angle threshold angle _focus and a minimum neglected view angle threshold angle _dismiss, need to be acquired. Alternatively, the area division may be performed based on other manners, which is not limited in this embodiment.

In this embodiment, the vehicles are in different road right priorities based on different vehicle positions and vehicle orientations, and the corresponding viewing angle division thresholds are also different. Based on the above, the method for acquiring the at least one view angle partition threshold of the auxiliary test vehicle at the current moment in the embodiment may include acquiring the road weight priority of the auxiliary test vehicle at the current moment, and determining the at least one view angle partition threshold corresponding to the auxiliary test vehicle at the current moment based on the road weight priority.

In the embodiment of the present invention, the road weight priority of the auxiliary test vehicle at the current moment is also obtained based on the above embodiment, and the obtaining manner is not described herein. Optionally, if the road weight priority of the auxiliary test vehicle is lower than that of the test vehicle, the auxiliary test vehicle needs to pay attention to the test vehicle in the simulation test environment at all times, in which case the threshold of the maximum focus angle threshold angle _focus at the current time is set to 180 °, whereas if the road weight priority of the auxiliary test vehicle is higher than that of the test vehicle, the auxiliary test vehicle does not pay attention to the test vehicle in the simulation test environment at all times, in which case the maximum focus angle threshold angle _focus at the current time is set to 45 ° and the minimum ignore angle threshold angle _dismiss at the current time is set to 90 °.

Specifically, which view zone of the auxiliary test vehicle the test vehicle is in may be determined based on the auxiliary driving perspective between the auxiliary test vehicle and the test vehicle, the maximum focus view angle threshold, and the minimum neglect view angle threshold. Exemplary, if angle _sight<angle_focus, the test vehicle is in the focus area of the auxiliary test vehicle, if angle _sight>angle_dismiss, the test vehicle is in the ignore area of the test auxiliary test vehicle, if angle _dismiss＜angle_sight<angle_focus, the test vehicle is in the transition area of the test auxiliary test vehicle.

On the basis of acquiring the view angle dividing threshold value, acquiring a preset coefficient determining expression, and determining a driving attention coefficient of the auxiliary test vehicle to the test vehicle at the current moment on the basis of the coefficient expression, the view angle dividing threshold value and the auxiliary driving view angle.

For example, the coefficient determination expression may be expressed as:

Where ratio represents a driving attention coefficient, angle _dismiss represents a minimum neglected view angle threshold, angle _sight represents an assisted driving viewing angle, and angle _focus represents a maximum focus view angle threshold.

In particular, ratio is understood to be a coefficient of 0-1, with ratio=1 in the concentration zone, ratio=0 in the neglected zone, and progressive decline in the transition zone.

And S240, if the collision risk level is determined to be a light risk, determining the continuous avoidance response time as the vehicle avoidance response time of the auxiliary test vehicle at the current moment.

In the embodiment of the invention, when the collision risk level of the auxiliary test vehicle and the test vehicle is determined to be light risk, the risk degree between the two vehicles at the current moment is smaller. In this case, the continuous avoidance response time at the previous time determined in the above embodiment is taken as the vehicle avoidance response time of the auxiliary test vehicle at the current time without increasing the response attention of the auxiliary test vehicle. Optionally, in some embodiments, a smaller distraction time may be obtained, and the last persistent avoidance reaction time and the obtained smaller distraction time are subtracted, and the obtained difference result is used as the vehicle avoidance reaction time of the auxiliary test vehicle at the current moment.

And S250, if the collision risk level is determined to be a light risk, acquiring the attention decay time of the auxiliary test vehicle, and determining the vehicle avoidance reaction time of the auxiliary test vehicle at the current moment based on the attention decay time and the continuous avoidance reaction time.

In the embodiment of the invention, when the collision risk level of the auxiliary test vehicle and the test vehicle is determined to be the pre-occurrence risk, the fact that the risk exists between the two vehicles at the current moment is temporarily not shown. Since the real driver may lose concentration in a safety scenario, in this case, the reaction time of the set auxiliary test vehicle at the current moment may decay, and the time from which it arrives to react may be longer. It should be noted that, the attenuation degrees of the attention attenuation times may be different at different moments, so that the attention attenuation time corresponding to the current moment is obtained, the continuous avoidance reaction time at the previous moment and the obtained attention attenuation time are subtracted, and the obtained difference result is used as the vehicle avoidance reaction time of the auxiliary test vehicle at the current moment.

And S260, if the vehicle avoidance response time is determined to be greater than the preset avoidance response threshold value at the current moment, determining the current moment as the avoidance moment of the auxiliary test vehicle.

According to the technical scheme provided by the embodiment of the invention, different attention response mechanisms are preset for the obstacle vehicles under different collision risk levels, so that the problem of poor test effect caused by deviation between a simulation test result obtained in the simulation test and the actual application is solved, and the obtained test result is higher in authenticity.

The embodiment of the invention further provides a preferred embodiment on the basis of the implementation mode, and the embodiment exemplarily introduces the above avoidance time determining method. Specifically, the scheme of this embodiment includes:

In the process of performing simulation test on the test vehicle, the continuous avoidance response time of the auxiliary test vehicle is 0 second at the moment when the first frame is not the last moment. If the collision risk level of the first frame is detected to be a mild risk, based on a corresponding vehicle avoidance response time determining method, determining that the vehicle avoidance response time of the auxiliary test vehicle in the first frame is the continuous avoidance response time of the current moment to be 0 seconds, and if the collision risk level of the first frame does not meet the avoidance response threshold of the current moment, continuing to accumulate the avoidance response time. Furthermore, the vehicle avoidance response coefficient of the auxiliary test vehicle in the first frame can be determined based on the vehicle avoidance response time in the first frame, and the specific value is 0.

And then in the second frame, determining the road weight priority of the auxiliary test measurement based on the driving position of the auxiliary test vehicle, and finding that the road weight priority is higher than that of the test vehicle, so that the reference avoidance time of the auxiliary test vehicle in the second frame is acquired. The reference avoidance time is 0.5 seconds because of the higher road weight priority of the auxiliary test vehicle. Since the vehicle avoidance response coefficient of the first frame is 0, the continuous avoidance response time of the second frame is 0 seconds. If the collision risk level of the second frame is detected as a heavy risk, the avoidance response time needs to be accumulated. Specifically, if the vehicle is in the concentration area in the second frame auxiliary test, the vehicle avoidance response coefficient is 1, and the attention time is determined to be 0.1 based on the time difference and the vehicle avoidance response coefficient correspondingly, so that the vehicle avoidance response time of the second frame is 0.1 seconds based on the continuous avoidance response time of the second frame and the attention time of 0.1 seconds. If the avoidance response threshold of the current frame is 0.5 seconds, the current time does not meet the threshold condition, and the avoidance response time needs to be continuously accumulated. And in the second frame, the vehicle avoidance response coefficient of the auxiliary test vehicle is determined to be 0.2 based on the vehicle avoidance response time and the avoidance response threshold.

And then in the third frame, determining the road weight priority of the auxiliary test measurement based on the driving position of the auxiliary test vehicle in the third frame, and finding that the road weight priority is higher than that of the test vehicle, so that the obtained reference avoidance time is 0.5 second. If the collision risk is still detected as a heavy risk in the third frame, the avoidance response time needs to be continuously accumulated. Specifically, if the third frame auxiliary test vehicle is in the transition zone, the vehicle avoidance response coefficient is 0.5, the corresponding determined attention time is 0.05 seconds, and then the vehicle avoidance response time of the third frame is 0.15 seconds based on the continuous avoidance response time of the third frame, 0.1 seconds and the attention time of 0.05 seconds. If the avoidance response threshold of the current frame is 0.3 seconds, the current time does not meet the threshold condition, and the avoidance response time needs to be continuously accumulated. And in the third frame, the vehicle avoidance response coefficient of the auxiliary test vehicle is determined to be 0.5 based on the vehicle avoidance response time and the avoidance response threshold value.

Next, in the fourth frame, the road weight priority of the auxiliary test vehicle was found to be lower than that of the test vehicle, so that the resulting reference avoidance time was 0.3 seconds. If the collision risk is still detected as a heavy risk in the fourth frame, the avoidance response time needs to be continuously accumulated. Specifically, if the fourth frame auxiliary test vehicle is in the concentration area, the vehicle avoidance response coefficient is 1, the corresponding determined attention time is 0.1 seconds, and then the vehicle avoidance response time of the fourth frame is 0.25 seconds based on the continuous avoidance response time of the fourth frame, 0.15 seconds and the attention time of 0.1 seconds. If the avoidance response threshold of the current frame is 0.3 seconds, the current time does not meet the threshold condition, and the avoidance response time needs to be continuously accumulated. And in the fourth frame, the vehicle avoidance response coefficient of the auxiliary test vehicle is determined to be 5/6 based on the vehicle avoidance response time and the avoidance response threshold value.

Next, in the fifth frame, the road weight priority of the auxiliary test vehicle is found to be still lower than that of the test vehicle, so that the obtained reference avoidance time is 0.3 seconds. If the collision risk is still detected as a heavy risk in the fifth frame, the avoidance response time needs to be continuously accumulated. Specifically, if the fifth frame of auxiliary test vehicle is in the concentration area, the vehicle avoidance response coefficient is 1, the corresponding determined attention time is 0.1 seconds, and then the vehicle avoidance response time of the fourth frame is 0.38 seconds based on the continuous avoidance response time of the fourth frame, 0.28 seconds and the attention time of 0.1 seconds. If the collision response threshold value of the current frame is 0.3 seconds, the current moment meets the threshold value condition, namely, the fifth frame is determined as the collision avoidance moment of the auxiliary test vehicle.

Example III

Fig. 5 is a schematic structural diagram of an avoidance timing determining device according to a third embodiment of the present invention. As shown in fig. 5, the apparatus includes a sustained avoidance reaction time determination module 310, a vehicle avoidance reaction time determination module 320, and an avoidance timing determination module 330, wherein,

The continuous avoidance response time determining module 310 is configured to obtain a reference avoidance response time of the auxiliary test vehicle at a current time, and determine a continuous avoidance response time of the auxiliary test vehicle at the current time based on the reference avoidance response time;

the vehicle avoidance response time determining module 320 is configured to determine a collision risk level of the auxiliary test vehicle and the test vehicle at the current moment, and determine a vehicle avoidance response time of the auxiliary test vehicle at the current moment based on the collision risk level and the continuous avoidance response time;

The avoidance time determining module 330 is configured to determine that the current time is the avoidance time of the auxiliary test vehicle if it is determined that the vehicle avoidance response time is greater than the avoidance response threshold preset at the current time.

Based on the above embodiment, optionally, the continuous avoidance response time determining module 310 includes:

The road right priority obtaining sub-module is used for obtaining a preset road right priority determining model and determining the road right priority of the auxiliary test vehicle at the current moment based on the road right priority determining model;

And the reference avoidance response time determining submodule is used for determining the reference avoidance response time of the auxiliary test vehicle at the current moment based on the road weight priority.

The vehicle avoidance response coefficient determination submodule is used for acquiring the vehicle avoidance response time of the auxiliary test vehicle at the last moment and the avoidance response threshold value of the auxiliary test vehicle at the last moment and determining the vehicle avoidance response coefficient of the auxiliary test vehicle;

the continuous avoidance reaction time determining submodule is used for determining the continuous avoidance reaction time of the auxiliary test vehicle at the current moment based on the avoidance reaction coefficient and the reference avoidance reaction time.

On the basis of the above embodiment, optionally, the collision risk level includes a heavy risk, a light risk, and a pre-occurrence risk;

Accordingly, the vehicle avoidance response time determination module 320 includes:

the first vehicle avoidance response time determining submodule is used for acquiring a driving attention coefficient of the auxiliary test vehicle to the test vehicle at the current moment if the collision risk level is determined to be a weight risk, and determining the vehicle avoidance response time of the auxiliary test vehicle at the current moment based on the driving attention coefficient and the continuous avoidance response time;

The second vehicle avoidance response time determining submodule is used for determining the continuous avoidance response time as the vehicle avoidance response time of the auxiliary test vehicle at the current moment if the collision risk level is determined to be a mild risk;

And the third vehicle avoidance response time determining submodule is used for acquiring the attention decay time of the auxiliary test vehicle if the collision risk level is determined to be a mild risk, and determining the vehicle avoidance response time of the auxiliary test vehicle at the current moment based on the attention decay time and the continuous avoidance response time.

Based on the above embodiment, optionally, the second vehicle avoidance response time determination submodule includes:

The auxiliary driving position determining unit is used for respectively acquiring an auxiliary center position and an auxiliary edge position of the auxiliary test vehicle at the current moment and determining an auxiliary driving position of the auxiliary test vehicle at the current moment based on the auxiliary center position and the auxiliary edge position;

An auxiliary driving view angle determining unit, configured to obtain a test edge position of the test vehicle at a current time, and determine an auxiliary driving view angle between the auxiliary driving position and the test vehicle at the current time based on the test edge position and the auxiliary driving position;

and the driving attention coefficient determining unit is used for determining the driving attention coefficient of the auxiliary test vehicle to the test vehicle at the current moment based on the auxiliary driving view angle.

On the basis of the above embodiment, optionally, the driving attention coefficient determination unit includes:

The view angle partition threshold value acquisition subunit is used for acquiring at least one view angle partition threshold value of the auxiliary test vehicle at the current moment;

And the driving attention coefficient determining subunit is used for determining the driving attention coefficient of the auxiliary test vehicle to the test vehicle at the current moment based on each view angle partition threshold value, the auxiliary driving view angle and a preset coefficient determining expression.

On the basis of the above embodiment, optionally, the view angle partition threshold value obtaining subunit includes:

The visual angle partition threshold determining layer is used for obtaining the road right priority of the auxiliary test vehicle at the current moment and determining at least one visual angle partition threshold corresponding to the auxiliary test vehicle at the current moment based on the road right priority.

The avoidance time determining device provided by the embodiment of the invention can execute the avoidance time determining method provided by any embodiment of the invention, and has the corresponding functional modules and beneficial effects of the executing method.

Example IV

Fig. 6 shows a schematic diagram of the structure of an electronic device 10 that may be used to implement an embodiment of the invention. Electronic devices are intended to represent various forms of digital computers, such as laptops, desktops, workstations, personal digital assistants, servers, blade servers, mainframes, and other appropriate computers. Electronic equipment may also represent various forms of mobile devices, such as personal digital processing, cellular telephones, smartphones, wearable devices (e.g., helmets, glasses, watches, etc.), and other similar computing devices. The components shown herein, their connections and relationships, and their functions, are meant to be exemplary only, and are not meant to limit implementations of the inventions described and/or claimed herein.

As shown in fig. 6, the electronic device 10 includes at least one processor 11, and a memory, such as a Read Only Memory (ROM) 12, a Random Access Memory (RAM) 13, etc., communicatively connected to the at least one processor 11, in which the memory stores a computer program executable by the at least one processor, and the processor 11 may perform various appropriate actions and processes according to the computer program stored in the Read Only Memory (ROM) 12 or the computer program loaded from the storage unit 18 into the Random Access Memory (RAM) 13. In the RAM 13, various programs and data required for the operation of the electronic device 10 may also be stored. The processor 11, the ROM 12 and the RAM 13 are connected to each other via a bus 14. An input/output (I/O) interface 15 is also connected to bus 14.

Various components in the electronic device 10 are connected to the I/O interface 15, including an input unit 16, such as a keyboard, mouse, etc., an output unit 17, such as various types of displays, speakers, etc., a storage unit 18, such as a magnetic disk, optical disk, etc., and a communication unit 19, such as a network card, modem, wireless communication transceiver, etc. The communication unit 19 allows the electronic device 10 to exchange information/data with other devices via a computer network, such as the internet, and/or various telecommunication networks.

The processor 11 may be a variety of general and/or special purpose processing components having processing and computing capabilities. Some examples of processor 11 include, but are not limited to, a Central Processing Unit (CPU), a Graphics Processing Unit (GPU), various specialized Artificial Intelligence (AI) computing chips, various processors running machine learning model algorithms, digital Signal Processors (DSPs), and any suitable processor, controller, microcontroller, etc. The processor 11 performs the various methods and processes described above, such as the back-off timing determination method.

In some embodiments, the back-off instant determination method may be implemented as a computer program tangibly embodied on a computer-readable storage medium, such as storage unit 18. In some embodiments, part or all of the computer program may be loaded and/or installed onto the electronic device 10 via the ROM 12 and/or the communication unit 19. One or more of the steps of the back-off timing determination method described above may be performed when the computer program is loaded into RAM 13 and executed by processor 11. Alternatively, in other embodiments, processor 11 may be configured to perform the back-off time determination method in any other suitable manner (e.g., by means of firmware).

Various implementations of the systems and techniques described here above may be implemented in digital electronic circuitry, integrated circuit systems, field Programmable Gate Arrays (FPGAs), application Specific Integrated Circuits (ASICs), application Specific Standard Products (ASSPs), systems On Chip (SOCs), load programmable logic devices (CPLDs), computer hardware, firmware, software, and/or combinations thereof. These various embodiments may include being implemented in one or more computer programs that are executable and/or interpretable on a programmable system including at least one programmable processor, which may be a special or general purpose programmable processor, operable to receive data and instructions from, and to transmit data and instructions to, a storage system, at least one input device, and at least one output device.

The computer program for implementing the back-off instant determination method of the present invention may be written in any combination of one or more programming languages. These computer programs may be provided to a processor of a general purpose computer, special purpose computer, or other programmable data processing apparatus, such that the computer programs, when executed by the processor, cause the functions/acts specified in the flowchart and/or block diagram block or blocks to be implemented. The computer program may execute entirely on the machine, partly on the machine, as a stand-alone software package, partly on the machine and partly on a remote machine or entirely on the remote machine or server.

In the context of the present invention, a computer-readable storage medium may be a tangible medium that can contain, or store a computer program for use by or in connection with an instruction execution system, apparatus, or device. The computer readable storage medium may include, but is not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any suitable combination of the foregoing. Alternatively, the computer readable storage medium may be a machine readable signal medium. More specific examples of a machine-readable storage medium would include an electrical connection based on one or more wires, a portable computer diskette, a hard disk, a Random Access Memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.

To provide for interaction with a user, the systems and techniques described here can be implemented on an electronic device having a display device (e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor) for displaying information to the user and a keyboard and a pointing device (e.g., a mouse or a trackball) by which the user can provide input to the electronic device. Other kinds of devices may also be used to provide for interaction with a user, for example, feedback provided to the user may be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback), and input from the user may be received in any form, including acoustic input, speech input, or tactile input.

The systems and techniques described here can be implemented in a computing system that includes a background component (e.g., as a data server), or that includes a middleware component (e.g., an application server), or that includes a front-end component (e.g., a user computer having a graphical user interface or a web browser through which a user can interact with an implementation of the systems and techniques described here), or any combination of such background, middleware, or front-end components. The components of the system can be interconnected by any form or medium of digital data communication (e.g., a communication network). Examples of communication networks include a Local Area Network (LAN), a Wide Area Network (WAN), a blockchain network, and the Internet.

The computing system may include clients and servers. The client and server are typically remote from each other and typically interact through a communication network. The relationship of client and server arises by virtue of computer programs running on the respective computers and having a client-server relationship to each other. The server can be a cloud server, also called a cloud computing server or a cloud host, and is a host product in a cloud computing service system, so that the defects of high management difficulty and weak service expansibility in the traditional physical hosts and VPS service are overcome.

It should be appreciated that various forms of the flows shown above may be used to reorder, add, or delete steps. For example, the steps described in the present invention may be performed in parallel, sequentially, or in a different order, so long as the desired results of the technical solution of the present invention are achieved, and the present invention is not limited herein.

The above embodiments do not limit the scope of the present invention. It will be apparent to those skilled in the art that various modifications, combinations, sub-combinations and alternatives are possible, depending on design requirements and other factors. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present invention should be included in the scope of the present invention.

Claims

1. The avoidance moment determining method is characterized by comprising the following steps of:

Acquiring reference avoidance reaction time of an auxiliary test vehicle at the current moment, and determining continuous avoidance reaction time of the auxiliary test vehicle at the current moment based on the reference avoidance reaction time, wherein the reference avoidance reaction time is the reference reaction time from the detection of collision danger to the collision avoidance of a real driver;

if the vehicle avoidance response time is determined to be greater than the avoidance response threshold preset at the current moment, determining that the current moment is the avoidance moment of the auxiliary test vehicle;

Wherein the collision risk level includes a heavy risk, a light risk, and a pre-launch risk;

the determining the vehicle avoidance response time of the auxiliary test vehicle at the current moment based on the collision risk level and the continuous avoidance response time includes:

And if the collision risk level is determined to be the pre-occurrence risk, acquiring the attention decay time of the auxiliary test vehicle, and determining the vehicle avoidance reaction time of the auxiliary test vehicle at the current moment based on the attention decay time and the continuous avoidance reaction time.

2. The method of claim 1, wherein the obtaining a baseline avoidance response time of the auxiliary test vehicle at the current time comprises:

3. The method of claim 1, wherein the determining the sustained avoidance response time of the auxiliary test vehicle at the current time based on the reference avoidance response time comprises:

4. The method of claim 1, wherein the obtaining a driving attention coefficient of the auxiliary test vehicle to the test vehicle at the current time comprises:

5. The method of claim 4, wherein the determining a driving attention coefficient of the auxiliary test vehicle to the test vehicle at a current time based on the auxiliary driving perspective comprises:

6. The method of claim 5, wherein the obtaining at least one view partition threshold for the auxiliary test vehicle at the current time comprises:

7. An avoidance timing determination device, comprising:

The system comprises a continuous avoidance response time determining module, a control module and a control module, wherein the continuous avoidance response time determining module is used for acquiring the reference avoidance response time of an auxiliary test vehicle at the current moment and determining the continuous avoidance response time of the auxiliary test vehicle at the current moment based on the reference avoidance response time, wherein the reference avoidance response time is the reference response time from the detection of collision danger to the collision avoidance of a real driver, and the continuous avoidance response time is the response time from the detection of the collision avoidance needing to be performed by the auxiliary test vehicle to the current moment;

The avoidance moment determining module is used for determining that the current moment is the avoidance moment of the auxiliary test vehicle if the avoidance reaction time of the vehicle is greater than the preset avoidance reaction threshold value of the current moment;

the vehicle avoidance reaction time determination module includes:

and the third vehicle avoidance response time determining submodule is used for acquiring the attention decay time of the auxiliary test vehicle if the collision risk level is determined to be the pre-occurrence risk, and determining the vehicle avoidance response time of the auxiliary test vehicle at the current moment based on the attention decay time and the continuous avoidance response time.

8. An electronic device, the electronic device comprising:

At least one processor, and

A memory communicatively coupled to the at least one processor, wherein,

The memory stores a computer program executable by the at least one processor to enable the at least one processor to perform the back-off timing determination method of any one of claims 1-6.

9. A computer readable storage medium storing computer instructions for causing a processor to implement the avoidance moment determination method of any of claims 1-6 when executed.