CN113140117B - Automatic vehicle passing capacity testing system and method based on no-signal control intersection - Google Patents
Automatic vehicle passing capacity testing system and method based on no-signal control intersection Download PDFInfo
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- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/01—Detecting movement of traffic to be counted or controlled
- G08G1/052—Detecting movement of traffic to be counted or controlled with provision for determining speed or overspeed
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- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/01—Detecting movement of traffic to be counted or controlled
- G08G1/0104—Measuring and analyzing of parameters relative to traffic conditions
- G08G1/0125—Traffic data processing
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- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/01—Detecting movement of traffic to be counted or controlled
- G08G1/0104—Measuring and analyzing of parameters relative to traffic conditions
- G08G1/0137—Measuring and analyzing of parameters relative to traffic conditions for specific applications
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- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/123—Traffic control systems for road vehicles indicating the position of vehicles, e.g. scheduled vehicles; Managing passenger vehicles circulating according to a fixed timetable, e.g. buses, trains, trams
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- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/16—Anti-collision systems
- G08G1/166—Anti-collision systems for active traffic, e.g. moving vehicles, pedestrians, bikes
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Abstract
A vehicle automatic traffic capacity test system and method based on no-signal control intersection comprises: the system comprises a test scene design unit, a traffic participant control unit and a traffic participant control unit, wherein the test scene design unit is used for designing a test scene type of the traffic participant and the host vehicle passing through the non-signal control intersection, and designing the test scene type based on scene elements including the traveling direction and the host vehicle speed of the host vehicle in the traveling direction of the host vehicle entering the non-signal control intersection, the starting position of the traffic participant in the non-signal control intersection, the movement direction of the traffic participant and the speed of the traffic participant; and a test control unit for testing the automatic passing ability of the host vehicle entering the no-signal control intersection, wherein the test control unit designs a collision point of a traffic participant colliding with the body position of the host vehicle at the no-signal control intersection based on the test scene type, calculates a trigger distance of the host vehicle based on the scene element and the pre-designed collision point, and controls the running mode of the host vehicle so that the host vehicle passes without collision.
Description
Technical Field
The invention belongs to the field of intelligent automobiles, and relates to a vehicle automatic traffic capacity testing system and method based on a signal-free control intersection.
Background
With the acceleration of the urbanization process in China, the resources of parking lots in cities are increasingly tense, the space of parking spaces is smaller and smaller, and people need to spend a large amount of time for finding and parking in work and life. In order to solve the problem of difficult Parking, research and development aiming at AVP (Automated Valet Parking) technology are developed, and most of passing intersections in the operation range of AVP vehicles are signal-free control intersections, so that the function test aiming at the AVP vehicles passing the signal-free control intersections is more and more important.
There are two main methods for AVP functional testing. The first method is that an AVP vehicle is tested in a real parking environment in a target parking area, and the testing efficiency and safety are difficult to guarantee due to the interference of social vehicles in the testing process; the second method is to form an AVP test scenario according to a scenario classification theory and then test each scenario in a closed field, but because traffic participants are complicated and changeable, no acknowledged effective test scenario library exists in the industry at present, and a lot of time is needed for establishing the test scenario library.
Disclosure of Invention
The problems to be solved by the invention are as follows:
in view of the above problems, the present invention provides a system and a method for testing vehicle automatic traffic capacity based on a signal-free control intersection.
The technical means for solving the problems are as follows:
in order to solve the above problems, the present invention provides a system for testing the automatic vehicle passing ability based on a signal-free control intersection, comprising: a test scene design unit for designing a test scene type of a traffic participant and a host vehicle passing through a no-signal control intersection, the test scene type being designed based on scene elements including a host vehicle traveling direction and a host vehicle speed in which the host vehicle travels into the no-signal control intersection, and a traffic participant start position, a traffic participant movement direction, and a traffic participant speed in which the traffic participant enters the no-signal control intersection; and the test control unit is used for testing the automatic passing capacity of the main vehicle driving into the no-signal control intersection, designing a collision point of a traffic participant colliding with the body position of the main vehicle at the no-signal control intersection based on the test scene type, calculating the trigger distance of the main vehicle based on the scene element and the pre-designed collision point, and controlling the driving mode of the main vehicle so that the main vehicle passes without collision.
According to the invention, different test scenes can be set according to the characteristics of different traffic participants, and the driving mode of the vehicle is controlled or designed according to the test scenes so that the vehicle can pass through without collision with other traffic participants.
In the present invention, the test control unit may control the host vehicle to decelerate or stop for a predetermined time when the host vehicle travels within the trigger distance.
In this invention, the test scenario design unit may include: an intersection environment generating unit that generates the no-signal control intersection; a traffic participant generation unit that generates the traffic participants at the no-signal control intersection and specifies a movement state of the traffic participants; and a host vehicle generation section that generates the host vehicle in the no-signal control intersection and specifies a running state of the host vehicle.
In the present invention, the test control unit may include: a collision point setting section that sets a collision point of the traffic participant with the host vehicle; a trigger distance calculation section that calculates a trigger distance of the host vehicle based on the scene element and the collision point; and a host vehicle control section that controls the host vehicle so as to pass through without collision.
In the present invention, the motion state of the main vehicle may include straight traveling, left turning, and right turning.
In the present invention, the collision point may be an inner edge point of a left headlamp of the host vehicle, a middle position point of a front bumper of the host vehicle, or an inner edge point of a right headlamp of the host vehicle.
In the present invention, the traffic participants may include vulnerable traffic participants moving on a crosswalk and interfering vehicles traveling on a lane.
In the present invention, the participants of weak traffic may include pedestrians and bicycles.
In the present invention, the no-signal control intersection may be an intersection without a traffic signal.
The invention also provides a vehicle automatic traffic capacity testing method based on the no-signal control intersection according to the vehicle automatic traffic capacity testing system based on the no-signal control intersection, which comprises the following steps: testing the speed of the traffic participants when the traffic participants pass through the intersection without signal control; testing a traffic participant start position of the traffic participant; testing the movement direction of the traffic participants when the traffic participants enter the intersection without signal control; testing the speed of the main vehicle when the main vehicle drives into the non-signal control intersection; testing the driving direction of the main vehicle when the main vehicle drives into the non-signal control intersection; designing a test scene type of the traffic participant and the host vehicle passing through the no-signal control intersection based on scene elements including the host vehicle driving direction, the host vehicle speed, the traffic participant starting position, the traffic participant moving direction and the traffic participant speed; and designing a collision point at which a traffic participant collides with the body position of the host vehicle at a no-signal control intersection based on the test scene type, and designing a running mode of the host vehicle by using the speed of the host vehicle, the speed of the traffic participant and a preset safety distance so that the vehicle passes without collision.
The invention has the following effects:
the invention can evaluate the obstacle avoidance capability of vehicles meeting pedestrians, vehicles and the like in the straight-going, left-turning and right-turning driving processes of the intersection and improve the obstacle avoidance performance of the vehicles.
Drawings
FIG. 1 is a schematic diagram of a vehicle automatic trafficability test scenario for a non-signal controlled intersection constructed by a test system based on the vehicle automatic trafficability test scenario for the non-signal controlled intersection according to one embodiment of the invention;
FIG. 2 is a schematic view of a test scenario 1-1 in which a host vehicle collides with a vulnerable traffic participant at a non-signal controlled intersection;
FIG. 3 is a schematic view of a test scenario 1-2 in which a host vehicle collides with a vulnerable traffic participant at a non-signal controlled intersection;
FIG. 4 is a schematic diagram of test scenarios 1-3 for a collision between a host vehicle and a vulnerable traffic participant at a no-signal controlled intersection;
FIG. 5 is a schematic view of test scenarios 1-4 for a collision between a host vehicle and a vulnerable traffic participant at a no-signal controlled intersection;
FIG. 6 is a schematic diagram of test scenarios 1-5 in which a host vehicle collides with a vulnerable traffic participant at a no-signal controlled intersection;
FIG. 7 is a schematic diagram of test scenarios 1-6 in which a host vehicle collides with a vulnerable traffic participant at a non-signal controlled intersection;
FIG. 8 is a schematic diagram of a test scenario 2-1 in which a main vehicle collides with an interfering vehicle at a non-signal controlled intersection, (a) is a schematic diagram of a scenario 2-1-1 in which the main vehicle passes straight through the intersection and the right-hand vehicle lane has the interfering vehicle to turn right, (b) is a schematic diagram of a scenario 2-1-2 in which the main vehicle passes straight through the intersection and the right-hand vehicle lane has the interfering vehicle to pass straight, and (c) is a schematic diagram of a scenario 2-1-3 in which the main vehicle passes straight through the intersection and the right-hand vehicle lane has the interfering vehicle to turn left;
FIG. 9 is a schematic view of a test scenario 2-2 in which a host vehicle collides with an interfering vehicle at a non-signal controlled intersection, (a) is a schematic view of a scenario 2-2-1 in which the host vehicle travels straight through the intersection and the interfering vehicle turns left in the left-hand lane, and (b) is a schematic view of a scenario 2-2-2 in which the host vehicle travels straight through the intersection and the interfering vehicle travels straight in the left-hand lane;
FIG. 10 is a schematic view of a test scenario 2-3 in which a host vehicle collides with an interfering vehicle at a no-signal control intersection;
FIG. 11 is a schematic view of a test scenario 2-4 in which a host vehicle collides with an interfering vehicle at a non-signal controlled intersection, (a) is a schematic view of a scenario 2-4-1 in which the host vehicle turns left through the intersection and the right vehicle lane has the interfering vehicle traveling straight, and (b) is a schematic view of a scenario 2-4-2 in which the host vehicle turns left through the intersection and the right vehicle lane has the interfering vehicle turning right;
FIG. 12 is a schematic view of a test scenario 2-5 in which a host vehicle collides with an interfering vehicle at a non-signal controlled intersection, (a) is a schematic view of a scenario 2-5-1 in which the host vehicle turns left through the intersection and the interfering vehicle turns left in the left-hand lane, and (b) is a schematic view of a scenario 2-5-2 in which the host vehicle turns left through the intersection and the interfering vehicle travels straight in the left-hand lane;
FIG. 13 is a schematic view of a test scenario 2-6 in which a host vehicle collides with an interfering vehicle at a non-signal controlled intersection, (a) is a schematic view of a scenario 2-6-1 in which the host vehicle turns left through the intersection and the oncoming lane has the interfering vehicle turning right, and (b) is a schematic view of a scenario 2-6-2 in which the host vehicle turns left through the intersection and the oncoming lane has the interfering vehicle traveling straight;
FIG. 14 is a schematic view of test scenarios 2-7 where a host vehicle collides with an interfering vehicle at a no-signal control intersection;
FIG. 15 is a schematic view of test scenarios 2-8 where a host vehicle collides with an interfering vehicle at a no-signal control intersection;
description of the symbols:
10. a first pedestrian crossing; 20. a second pedestrian crossing; 30. a third pedestrian crossing; 40. a fourth pedestrian crossing; 11. a first left-turn lane; 12. a first straight lane; 13. a first right-turn lane; H. a main vehicle; VRU, vulnerable traffic participants; J. an interfering vehicle.
Detailed Description
The present invention is further described below in conjunction with the following embodiments and the accompanying drawings, it being understood that the drawings and the following embodiments are illustrative of the invention only and are not limiting thereof.
The invention discloses a vehicle automatic traffic capacity testing system and method based on a non-signal control intersection.
In the invention, a test system (hereinafter sometimes referred to as a "test system") based on a vehicle automatic traffic capacity test scenario at a non-signal control intersection comprises a test scenario design unit and a test control unit.
The test scenario design unit is used for designing the types of the test scenarios of the traffic participants and the main vehicle passing through the signal-free control intersection, and can comprise: an intersection environment generating unit for generating a no-signal control intersection environment; a main vehicle generation part for generating a main vehicle in a no-signal control intersection scene; and a traffic participant generation section that generates traffic participants in the no-signal control intersection environment.
Fig. 1 is a schematic diagram of a vehicle automatic traffic capacity test scenario (hereinafter sometimes referred to as "test scenario") at a no-signal control intersection constructed by a test system. As shown in fig. 1, in the present embodiment, the no-signal controlled intersection scene generated by the intersection environment generation unit is a no-signal controlled intersection, and includes first to fourth intersectionsThe first to fourth road junctions respectively comprise a plurality of outgoing lanes and incoming lanes, a stop line is arranged at the front end of the outgoing lane, and pedestrian crossings are arranged at specified distances in front of the stop line. Further, the intersection environment generation unit sets the number of lanes and the lane width T at each intersection1And a distance D between the stop line and the center line of the corresponding crosswalk (i.e., the above-described predetermined distance). Specifically, taking the first intersection as an example, the first intersection is five lanes, and includes three outgoing lanes, namely a first left-turn lane 11 for the vehicle to go out, a first straight-through lane 12 and a first right-turn lane 13, and two incoming lanes for the interfering vehicle to go in, and the lane widths of the three outgoing lanes are all T1A first stop line is provided at the front ends thereof, and a first crosswalk 10 is provided at a predetermined distance D from the first stop line. A second intersection located opposite to the front of the first intersection, a third intersection located on the left side of the first intersection, and a fourth intersection located on the right side of the first intersection are also the same as the first intersection, and a second pedestrian crossing 20, a third pedestrian crossing 30, and a fourth pedestrian crossing 40 are respectively provided, which are not described herein again. In addition, the no-signal control intersection of the present invention is not limited to the intersection, and may be a t-junction or the like.
As shown in fig. 1, the host vehicle generation unit generates a host vehicle H as a vehicle requiring an automatic traffic capacity test in a no-signal control intersection scene, and the driving direction of the host vehicle is designed to be an intersection straight line, an intersection left turn and an intersection right turn according to the lane in which the host vehicle H is located. The host vehicle H may be disposed at any one of the first to fourth intersections, and the following description will be given taking the case where the host vehicle H is disposed at the first intersection as an example. Unless otherwise specified, the "longitudinal direction" described later is the front-rear direction of the main vehicle, and the "lateral direction" is the vehicle width direction of the main vehicle.
The traffic participant generating part generates traffic participants in a non-signal control intersection scene, and the traffic participants can be pedestrian traffic participants VRU (Vulnerable Road Users) such as pedestrians and bicycles and interference vehicles J which are vehicles together with the main vehicle H. Specifically, the vulnerable traffic participant VRU may test whether the vulnerable traffic participant VRU collides with the host vehicle H along the crosswalk at a uniform speed across the road and a specific collision position (i.e., a collision point described later) by the first crosswalk 10 located near the front of the host vehicle H, the second crosswalk 20 located far in front of the host vehicle H, the third crosswalk 30 located at the third intersection on the left side of the host vehicle H, or the fourth crosswalk 40 located at the fourth intersection on the right side of the host vehicle H. On the other hand, the interfering vehicle J, which is the same vehicle as the host vehicle H, may be generated at any intersection other than the first intersection, travel in a direction substantially opposite to the host vehicle H at a constant speed, and intersect or collide with the host vehicle H.
Further, the host vehicle generation section also sets host vehicle basic parameters of the host vehicle H including, for example, the host vehicle width Lsv, and host vehicle running states of the host vehicle H including, for example, the host vehicle running direction (i.e., whether turning left, turning right, or traveling straight) and the host vehicle velocity Vsv, which may also include the host vehicle lane in which the host vehicle H is located. The traffic participant generation unit further sets a vulnerable traffic participant speed V including the vulnerable traffic participant VRUVRUAnd the interfering vehicle speed V of the interfering vehicle JJThe traffic participant speed of (2), the traffic participant movement direction comprising the weak traffic participant movement direction of the weak traffic participant VRU and the disturbing vehicle movement direction of the disturbing vehicle J and the traffic participant starting position comprising the weak traffic participant starting position of the weak traffic participant VRU and the disturbing vehicle starting position of the disturbing vehicle J. The driving direction and the driving speed Vsv of the host vehicle H, the traffic participant start positions of the traffic participants, the movement directions of the traffic participants, the speeds of the traffic participants, and the like constitute scene elements in the test scene.
The test control unit is used for testing the automatic traffic capacity of the main vehicle H entering the no-signal control intersection, and can comprise: a collision point setting section that sets a collision point between the traffic participant and the host vehicle H; calculating the trigger distance Dp of the host vehicle H based on the scene elements and the pre-designed collision point0The trigger distance calculating section of (1); and a main vehicle control section for controlling the main vehicle H to pass through without collision, wherein the trigger distance Dp0Means that the host vehicle H collides with the traffic participant at a specified collision pointThe distance traveled by the host vehicle H. Specifically, the collision point of the host vehicle H with the traffic participant may be designed as three points, i.e., an inner peripheral point of the host vehicle left headlamp (i.e., the front end of the left edge of the host vehicle H), a center position point of the host vehicle front bumper (i.e., substantially the brand logo position of the host vehicle H), and an inner peripheral point of the host vehicle right headlamp (i.e., the front end of the right edge of the host vehicle H).
[ example 1]
As example 1, table 1 lists the crossing scene classifications, specifically the following six, that the test system was designed for when the traffic participant was a vulnerable traffic participant crossing the crosswalk VRU.
TABLE 1
Fig. 2 is a schematic diagram of a test scenario 1-1 in which a host vehicle H collides with a vulnerable traffic participant VRU at a no-signal-control intersection at a host vehicle speed Vsv, the test scenario 1-1 showing a situation in which the host vehicle H travels straight through the intersection at the host vehicle speed Vsv and the vulnerable traffic participant VRU crosses the no-signal-control intersection along the first crosswalk 10. Referring first to fig. 2, the scene elements in the test scenario are illustrated with the test scenario 1-1 in which the host vehicle H travels straight through the first intersection and the vulnerable traffic participant VRU crosses the first crosswalk 10 as an example.
As shown in fig. 2, the scene elements in the test scene include:
a) when the speed Vsv of the master vehicle is the distance between the head of the master vehicle H and the parking line is T, the master vehicle H needs to reach the designed maximum speed, so that the speed of the master vehicle H is ensured to be consistent before each test is started;
b) a, A' points define a pair of first vulnerable traffic participants starting positions of the vulnerable traffic participants VRU which are respectively located on both sides T of the center line of the lane where the host vehicle H is located, i.e., the first straight-through lane 12 in the transverse direction1At a distance. B. Points B' define a pair of second vulnerable traffic participants starting positions of the vulnerable traffic participants VRU which are respectively positioned at two sides T of the central line of the lane where the main vehicle H is positioned in the transverse direction1At a distance of/2. VRU from A, B, A 'and B' points of vulnerable traffic participantSpeed V of weak traffic participantsVRUPassing through a pedestrian crossing;
c) trigger distance Dp0Defined as described above as the distance traveled by the host vehicle H when the host vehicle H collides with a traffic participant at a prescribed collision point;
d) e, F, G is the collision position of the three collision points (i.e. the inner edge point of the headlight on the left side of the host vehicle, the middle position point of the front bumper of the host vehicle and the inner edge point of the headlight on the right side of the host vehicle) on the crosswalk designed by the test system when the host vehicle H collides with the VRU of the vulnerable traffic participant, so that E, F, G point is sometimes referred to as the collision point hereinafter;
e）Dp1~Dp6is the distance of the pedestrian at the uniform speed section. In more detail, Dp1、Dp2、Dp3Is the distance moved by the vulnerable traffic participant VRU from the second vulnerable traffic participant starting position B, B' when colliding with the host vehicle H at E, F, G point respectively; dp4、Dp5、Dp6Is the distance traveled by the vulnerable traffic participant VRU from the first vulnerable traffic participant starting position A, A' when colliding with the host vehicle H at point E, F, G, respectively.
As shown in FIG. 2, the vulnerable traffic participant VRU follows the first crosswalk 10 at the vulnerable traffic participant speed VVRUCrossing through the no-signal traffic crossing, the host vehicle H travels straight into the crossing from a first straight lane 12 perpendicular to the first crosswalk 10 at a host vehicle speed Vsv.
In the present embodiment, the starting position of the vulnerable traffic participants and the lane width T of the host vehicle are determined according to the VRU of the vulnerable traffic participants1And the width L of the main vehicleSVAnd calculating the uniform speed segment distance (namely the distance between the initial position of the weak traffic participant and the collision point) of the weak traffic participant aiming at different collision points E, F, G. Furthermore, the uniform speed section distance of the weak traffic participants and the speed V of the weak traffic participants can be combinedVRUAnd a host vehicle velocity Vsv, the trigger distance of the host vehicle H is calculated.
As shown in fig. 2, the distance between the center line T of the lane1Position of/2, second vulnerable traffic participantWhen the initial position B point or B' point is used as the initial position of the uniform velocity section of the vulnerable traffic participant, if the collision point of the VRU of the vulnerable traffic participant and the main vehicle H is set as E point, the distance of the uniform velocity section of the vulnerable traffic participant is Dp1= (T1–LSV) [ 2] trigger distance Dp of host vehicle H0Is Dp1×VSV/VVRU. If the collision point is set as the point F, the uniform speed section distance of the vulnerable traffic participant is Dp2= T1/2, trigger distance Dp of host vehicle H0Is Dp2×VSV/VVRU. If the collision point is set as the G point, the constant speed section distance of the vulnerable traffic participant is Dp3= (T1 +LSV) [ 2] trigger distance Dp of host vehicle H0Is Dp3×VSV/ VVRU。
On the other hand, when the position from the lane center line T1, i.e., the point a or a' of the first vulnerable traffic participant origin position is set as the vulnerable traffic participant constant velocity stage origin position, if the collision point between the vulnerable traffic participant VRU and the host vehicle H is set as the point E, the vulnerable traffic participant constant velocity stage distance is Dp4= T1Lsv/2, trigger distance Dp of host vehicle H0Is Dp4×VSV/ VVRU. If the collision point is set as the point F, the distance of the uniform speed section of the vulnerable traffic participant is Dp5= T1Trigger distance Dp of host vehicle H0Is Dp5×VSV/ VVRU. If the collision point is set as the G point, the uniform speed section distance of the vulnerable traffic participant is Dp6=T1+LSV[ 2] trigger distance Dp of host vehicle H0Is Dp6× VSV/ VVRU. Table 2 shows the calculated distance traveled by the host vehicle H, i.e., the trigger distance Dp, when the host vehicle H collides with the vulnerable traffic participant VRU at E, F, G points set in advance0。
TABLE 2
In the present embodiment, the test scenario designing unit may be, for exampleSetting a lane width T1And 3.2m, and the host vehicle width Lsv is set to 1.9 m. When the vulnerable traffic participant VRU is a pedestrian, the movement state of the pedestrian may be set to three states of slow walking, normal walking, and running. Correspondingly, the speed of the pedestrian in the slow walking state can be set to be 2km/h, the speed in the normal walking state can be set to be 5km/h, and the speed in the running state can be set to be 8 km/h. By setting the pedestrian speed to a constant value, it is helpful to ensure the consistency and repeatability of each test at the time of testing. The above parameters are merely examples, and the lane width, the vehicle width of the host vehicle, and the speed of the pedestrian can be appropriately set and changed.
As shown in fig. 2, when the initial position of the constant speed section of the pedestrian is point B, the pedestrian passes through the first crosswalk 10 from left to right at a constant speed of 2km/h, 5km/h and 8km/h from the position 1.6m away from the central line of the lane, and the host vehicle drives from the lane perpendicular to the first crosswalk to the no-signal control intersection at a constant speed of 5km/h, for example.
Specifically, the host vehicle H is driven at a constant speed of 5km/H from a first straight lane 12 perpendicular to the first crosswalk 10 toward the no-signal control intersection, and the pedestrian is driven at a constant speed of 2km/H from a point B on the first crosswalk, that is, the pedestrian is driven at a constant speed from left to right from a position 1.6m from the center line of the lane, through the first crosswalk 10. When the pedestrian is set to collide with the E point of the host vehicle H on the first pedestrian crossing 10, in other words, the pedestrian collides with the edge point position of the left headlamp of the host vehicle H on the first pedestrian crossing 10, the constant velocity section distance of the pedestrian is Dp1= 3.2-1.9)/2 =0.65m, and the trigger distance Dp of the host vehicle H is further calculated0=0.65 × 5/2=1.63 m. When the pedestrian is set to collide with the host vehicle at the point F on the first crosswalk 10, in other words, the pedestrian and the host vehicle H collide with the central point of the front bumper of the host vehicle (the position of the vehicle brand logo) on the first crosswalk 10, the constant velocity section distance of the pedestrian is Dp2=1.6m, and the trigger distance Dp of the host vehicle H is further calculated0=1.6 × 5/2=4.0 m. When it is set that the pedestrian collides with the G point of the host vehicle H on the first crosswalk 10, in other words, the pedestrian collides with the host vehicle H on the inner edge point of the headlight on the right side of the host vehicle H on the first crosswalk 10When the pedestrian is in position, the constant speed section distance of the pedestrian is Dp3=2.55m, and the trigger distance Dp of the host vehicle H is further calculated0=6.38 m. When a pedestrian crosses the first crosswalk 10 from the point B' and collides E, F, G with the host vehicle H, the trigger distance Dp corresponding to the host vehicle H is calculated in the above manner0Respectively 6.38m, 4.0m and 1.63 m. Therefore, at this time, the host vehicle H can smoothly pass through the no-signal controlled intersection without collision by automatically selecting the deceleration running mode at the trigger distance of 6.38m to reduce the running speed to 5km/H or less or braking for a predetermined time.
Likewise, the pedestrian passes the first crosswalk 10 at a constant speed from the point B on the first crosswalk 10, i.e., from the position 1.6m from the center line of the lane, from the left to the right at a normal walking speed of 5 km/h. When the pedestrian is set to collide with the E point of the host vehicle H on the first pedestrian crossing 10, in other words, the pedestrian collides with the edge point position of the left headlamp of the host vehicle H on the first pedestrian crossing 10, the constant velocity section distance of the pedestrian is Dp1=0.65m, and the trigger distance Dp of the host vehicle H is further calculated0Is 0.65 m. When the pedestrian is set to collide with the host vehicle H at the point F on the first crosswalk 10, in other words, the pedestrian collides with the host vehicle H at the front-bumper intermediate position point (the vehicle brand logo position) on the first crosswalk 10, the constant velocity section distance of the pedestrian is Dp2=1.6m, and the trigger distance Dp of the host vehicle H is further calculated0Is 1.6 m. When the pedestrian is set to collide with the host vehicle H at the point F on the first crosswalk 10, in other words, the pedestrian collides with the host vehicle H at the inner edge point position of the headlight on the right side of the host vehicle when the pedestrian collides with the host vehicle H on the first crosswalk 10, the constant velocity section distance of the pedestrian is Dp3=2.55m, and the trigger distance Dp of the host vehicle H is further calculated0And was 2.55 m. When a pedestrian crosses the first crosswalk 10 from the point B' and collides E, F, G with the host vehicle H, the trigger distance Dp corresponding to the host vehicle H is calculated in the above manner02.55m, 1.6m and 0.65m respectively. Therefore, at this time, the host vehicle H can smoothly pass through the no-signal controlled intersection without collision by automatically selecting the deceleration running mode to reduce the running speed to 5km/H or less or braking for a predetermined time at the trigger distance of 2.55 m.
Similarly, the pedestrian passes the first crosswalk 10 at a constant speed from the point B on the first crosswalk 10, i.e., from the position 1.6m from the center line of the lane, from the left to the right at a normal walking speed of 8 km/h. When the pedestrian is set to collide with the E point of the host vehicle H on the first pedestrian crossing 10, in other words, the pedestrian collides with the edge point position of the left headlamp of the host vehicle H on the first pedestrian crossing 10, the constant velocity section distance of the pedestrian is Dp1=0.65m, and the trigger distance Dp of the host vehicle H is further calculated0Is 0.4 m. When the pedestrian is set to collide with the host vehicle H at the point F on the first crosswalk 10, in other words, the pedestrian collides with the host vehicle H at the front-bumper intermediate position point (the vehicle brand logo position) on the first crosswalk 10, the constant velocity section distance of the pedestrian is Dp2=1.6m, and the trigger distance Dp of the host vehicle H is further calculated0Is 1.0 m. When the pedestrian is set to collide with the host vehicle H at the point F on the first crosswalk 10, in other words, the pedestrian collides with the host vehicle H at the inner edge point position of the headlight on the right side of the host vehicle when the pedestrian collides with the host vehicle H on the first crosswalk 10, the constant velocity section distance of the pedestrian is Dp3=2.55m, and the trigger distance Dp of the host vehicle H is further calculated0It was 1.59 m. When a pedestrian crosses the first crosswalk 10 from the point B' and collides E, F, G with the host vehicle H, the trigger distance Dp corresponding to the host vehicle H is calculated in the above manner01.59m, 1.0m and 0.4m, respectively. Therefore, at this time, the host vehicle H can smoothly pass through the no-signal controlled intersection without collision by automatically selecting the deceleration running mode to reduce the running speed to 5km/H or less or braking for a predetermined time at the trigger distance of 1.59 m.
As such, when the pedestrian is located at the point B or B' on the first crosswalk, i.e. the pedestrian is 1.6m away from the center line of the lane, and the set main vehicle speed VSVAt 5km/H, the calculated maximum trigger distance of the host vehicle H is 6.38m, in other words, the host vehicle H automatically selects the deceleration running mode to reduce the running speed to be below 5km/H or brake for a specified time under the trigger distance of 6.38m, so that the pedestrian can pass through the no-signal control intersection without colliding with the pedestrian when reaching the E point, the F point or the G point.
On the other hand, when the initial position of the constant speed section of the pedestrian is the point A or the point A', the pedestrian is at the following distanceAt a position 3.2m from the center line of the lane, the host vehicle passes through the first crosswalk 10 at a constant speed from left to right at a movement speed of 2km/h, 5km/h and 8km/h, respectively, and then drives to the no-signal control intersection at a constant speed from a lane perpendicular to the first crosswalk at a speed of 5km/h, for example. When the pedestrian is set to collide with the host vehicle H at the point E, the point F or the point G on the first pedestrian crossing 10, in other words, the pedestrian collides with the host vehicle H on the first pedestrian crossing 10 at the inner edge point of the left headlamp of the host vehicle, the middle position point of the front bumper of the host vehicle (the logo position of the brand of the vehicle) or the inner edge point of the right headlamp of the host vehicle, the constant velocity section distance of the pedestrian is Dp4、Dp5、Dp62.25m, 3.2m and 4.15m, respectively. When a pedestrian crosses the first crosswalk 10 at a slow walking speed of 2km/H and collides with the host vehicle H at E, F, G, respectively, the trigger distance Dp of the host vehicle H is calculated05.63m, 8.0m and 10.38m, respectively. When a pedestrian crosses the first crosswalk 10 at a normal walking speed of 5km/H and collides with the host vehicle H at E, F, G, respectively, the trigger distance Dp of the host vehicle H is calculated02.25m, 3.2m and 4.15m, respectively. When a pedestrian crosses the first crosswalk 10 at a running speed of 8km/H and collides with the host vehicle H at E, F, G, respectively, the trigger distance Dp of the host vehicle H is calculated01.41m, 2.0m and 2.59m, respectively.
As such, when the pedestrian is located at the point A or A' on the first crosswalk, i.e. the pedestrian is 3.2m away from the center line of the lane, and the set main vehicle speed VSVAt 5km/H, the maximum trigger distance of the host vehicle H is 6.38m, in other words, the host vehicle H automatically selects the deceleration running mode to reduce the running speed to be below 5km/H or brake for a specified time under the trigger distance of 10.38m, so that the pedestrian can pass through the no-signal control intersection without colliding with the pedestrian when reaching the E point, the F point or the G point.
When the vulnerable traffic participant VRU is a bicycle, the movement speed of the bicycle may be set to 10 km/h. Further, when the initial position of the bicycle uniform velocity section is point B or point B', the bicycle passes through the first crosswalk 10 from left to right at a uniform velocity from a position 1.6m away from the center line of the lane at a moving velocity of 10km/h, and the host vehicle passes through the first crosswalk 10 at a velocity perpendicular to the first crosswalk at a velocity of 5km/hThe lane of the crossroad is driven to the signal-free control intersection at a constant speed. When the bicycle is set to collide with the E point, the F point or the G point of the main bus H on the first crosswalk 10, the triggering distance Dp of the main bus H is calculated00.33m, 0.8m and 1.13m, respectively. When the starting position of the bicycle constant speed section is point A or point A', the bicycle passes through the first crosswalk 10 from left to right at a constant speed of 10km/h from the position 3.2m away from the center line of the lane, and the main vehicle drives to the non-signal control intersection from the lane perpendicular to the first crosswalk at a constant speed of 5 km/h. When the bicycle is set to collide with the E point, the F point or the G point of the main bus H on the first crosswalk 10, the triggering distance Dp of the main bus H is calculated01.13m, 1.6m and 2.08m, respectively. That is, the host vehicle H automatically selects the deceleration running mode to reduce the running speed to 5km/H or less or brake for a predetermined time at the trigger distance of 2.08m, and can pass through the no-signal control intersection without colliding with the bicycle when the bicycle reaches the point E, the point F or the point G.
In the above description, in the test scenario 1-1, that is, in the scenario where the host vehicle H travels straight through the intersection at a certain speed and the first crosswalk 10 has the vulnerable traffic participant VRU to traverse, the host vehicle H can smoothly pass through the no-signal controlled intersection without colliding with the vulnerable traffic participant VRU by automatically selecting the deceleration traveling mode to reduce the traveling speed to below 5km/H or for a predetermined time of braking at the trigger distance of 10.38 m.
Fig. 3 to 7 are schematic diagrams of test scenarios 1-2 to 1-6, respectively, in which the host vehicle H collides with the vulnerable traffic participant VRU at the intersection without signal control. As with the test scenario 1-1, it is possible to calculate the maximum trigger distance Dp of the host vehicle H when the vulnerable traffic participant VRU is a pedestrian and collides with the host vehicle H at speeds of 2km/H, 5km/H and 8km/H, respectively, or when the vulnerable traffic participant VRU is a bicycle and collides with the host vehicle H at a speed of 10km/H0And 10.38 m. In other words, the host vehicle H can smoothly pass through the no-signal controlled intersection without colliding with the vulnerable traffic participant VRU by automatically selecting the deceleration traveling mode to reduce the traveling speed to 5km/H or less or braking for a predetermined time at the trigger distance of 10.38 m.
[ example 2]
As example 2, table 3 lists the cross-scene classifications that the test system was designed for the interfering vehicle J, specifically the following eight.
TABLE 3
FIG. 8 shows a main vehicle H at a main vehicle velocity Vsv and an interfering vehicle J at an interfering vehicle velocity VVTThe method comprises the following steps that (a) a test scene 2-1 of collision at a signal-free control intersection is schematic, wherein the test scene is a scene that a main vehicle H runs straight through the intersection and a right-hand vehicle channel has an interference vehicle J to turn right, (b) a scene that the main vehicle H runs straight through the intersection and the right-hand vehicle channel has the interference vehicle J to run straight, and (c) a scene that the main vehicle H runs straight through the intersection and the right-hand vehicle channel has the interference vehicle J to turn left. Referring first to fig. 8 (a), a test scene 2-1-1 in which a host vehicle H goes straight through a first intersection and an interfering vehicle J located on a right-hand road turns right is taken as an example to illustrate various scene elements in the test scene.
As shown in fig. 8 (a), the scene elements in the test scene include:
a) the speed Vsv of the master vehicle is the maximum speed which the master vehicle H needs to reach before a stop line, so that the speed of the master vehicle H is consistent before each test is started;
b) trigger distance Dp0Defined as the distance (arc length) that the host vehicle H travels when the host vehicle H collides with the interfering vehicle J at a prescribed collision point;
c) distance Dp of uniform speed section of interference vehicle1The distance that the interfering vehicle J travels when the interfering vehicle J collides with the host vehicle H at a predetermined collision point (the distance during left and right turn is an arc length) is defined.
As shown in fig. 8 (a), the host vehicle H travels straight forward along the first straight lane 12 at a constant speed at the host vehicle speed Vsv, and the interfering vehicle J is positioned in the right-hand lane, that is, the fourth right-turn lane at the fourth intersection, at the interfering vehicle speed VVTAnd (5) rotating at a constant speed to the right. At the moment, the collision point of the two vehicles is designed to be the position of the right front headlight of the main vehicle and the B column on the left side of the interference vehicle. Table 4 shows the subject vehicle H andthe trigger distance Dp, which is the distance traveled by the host vehicle H and is calculated when the interfering vehicle J collides at a preset collision point0。
TABLE 4
In the present embodiment, the traveling speed V of the host vehicle HSVCan be set to be different from each other in the case of left turn, right turn and straight travel. As an example, the travel speed V of the host HSVThe left-turn running speed is 5km/h, the right-turn running speed is 5km/h, the straight running speed is 15km/h, and the speed V of the interference vehicleVTIt can be set to 15km/h, 20km/h, 25km/h and 30 km/h. By setting the speed of the interference vehicle to a fixed value, the consistency and repeatability of each test can be guaranteed during the test. The above parameters are merely examples, and the lane width, the main vehicle width, and the interfering vehicle speed may be appropriately set and changed.
As shown in fig. 8 (a), the interfering vehicle J turns right from the right hand vehicle lane into the second intersection at traveling speeds of 15km/H, 20km/H, 25km/H and 30km/H, respectively, while the host vehicle H travels straight from the first intersection at a constant speed of 15km/H, for example, toward the no-signal control intersection. When the interference vehicle J and the main vehicle H are set to collide at a specified collision point, namely the position of the right front headlamp of the main vehicle and the left B column of the interference vehicle, the uniform velocity section distance Dp of the interference vehicle at each interference vehicle speed can be obtained by calculation or measurement1Further respectively calculating to obtain the trigger distance Dp of the main vehicle H0. Thus, the host H is now at the trigger distance Dp0When the speed-reducing running mode is automatically selected to reduce the running speed to below 15km/h or brake for a specified time, the vehicle can smoothly pass through the non-signal control intersection without collision.
As shown in fig. 8 (b), the interfering vehicle J travels straight from the right hand vehicle road to the third intersection at traveling speeds of 15km/H, 20km/H, 25km/H and 30km/H, respectively, and the host vehicle H travels straight from the first intersection to the no-signal control intersection at a constant speed of 15 km/H. When the interference vehicle J and the main vehicle H are set at a specified collision point,Namely, when the middle of the front bumper of the main vehicle collides with the position of the B pillar on the left side of the interfering vehicle, the uniform velocity section distance Dp of the interfering vehicle at the speed of each interfering vehicle can be obtained by calculation or measurement1Further respectively calculating to obtain the trigger distance Dp of the main vehicle H0. Thus, the host H is now at the trigger distance Dp0When the speed-reducing running mode is automatically selected to reduce the running speed to below 15km/h or brake for a specified time, the vehicle can smoothly pass through the non-signal control intersection without collision.
Also as shown in fig. 8 (c), the interfering vehicle J turns left from the right hand vehicle lane to the first intersection at traveling speeds of 15km/H, 20km/H, 25km/H and 30km/H, respectively, and the host vehicle H travels straight from the first intersection at a constant speed of 15km/H to the no-signal control intersection. When the interference vehicle J and the main vehicle H are set to collide at a specified collision point, namely the position of the left headlamp of the main vehicle and the left B pillar of the interference vehicle, the uniform velocity section distance Dp of the interference vehicle at each interference vehicle speed can be obtained by calculation or measurement1Further respectively calculating to obtain the trigger distance Dp of the main vehicle H0. Thus, the host H is now at the trigger distance Dp0When the speed-reducing running mode is automatically selected to reduce the running speed to below 15km/h or brake for a specified time, the vehicle can smoothly pass through the non-signal control intersection without collision.
Fig. 9 to 15 are schematic views of test scenes 2-2 to 2-8 in which the host vehicle H and the interfering vehicle J collide at the intersection without signal control, respectively. As with the test scenario 2-1, it is possible to calculate the trigger distance Dp of the host vehicle H when the interfering vehicle J collides with the host vehicle H at speeds of 15km/H, 20km/H, 25km/H and 30km/H, respectively0In other words, the host vehicle H is at the trigger distance Dp0When the speed-down driving mode is automatically selected to reduce the driving speed or brake for a predetermined time, the vehicle can smoothly pass through the non-signal control intersection without colliding with the interfering vehicle J.
According to the automatic vehicle passing capacity testing system based on the no-signal control intersection, the invention also provides a vehicle automatic passing capacity testing method based on the no-signal control intersection, which comprises the following steps:
(1) testing traffic participants as they pass through a signalless controlled intersectionSpeed (speed of vulnerable traffic participants V)VRUOr interference vehicle VVT）；
(2) A test traffic participant starting location, such as starting at the first vulnerable traffic participant starting location A, A 'or the second vulnerable traffic participant starting location B, B', etc.;
(3) testing the movement direction of the traffic participants when the traffic participants enter the intersection without signal control;
(4) testing the speed Vsv of the main vehicle when the main vehicle H drives into the intersection without signal control;
(5) testing the driving direction of the main vehicle when the main vehicle H drives into the non-signal control intersection;
(6) designing test scene types of traffic participants and a main vehicle passing through a signal-free control intersection based on scene elements including the driving direction of the main vehicle, the speed of the main vehicle, the initial positions of the traffic participants, the movement directions of the traffic participants and the speed of the traffic participants;
(7) designing a collision point at which a traffic participant collides with the body position of the host vehicle at the no-signal control intersection based on the test scene type, and designing a traveling mode of the host vehicle by using the speed of the host vehicle, the speed of the traffic participant and a preset safety distance so that the vehicle passes without collision.
The invention can set different test scenes according to the characteristics of different traffic participants (road users which may collide with the main vehicle), and controls or designs the running mode of the vehicle according to the test scenes so as to lead the vehicle to pass through without collision with other traffic participants. By the test system or the test method, the obstacle avoidance capability of the AVP vehicle when encountering pedestrians, vehicles and the like in the straight-going, left-turning and right-turning driving processes at the intersection can be evaluated.
The above embodiments are intended to illustrate and not to limit the scope of the invention, which is defined by the claims, but rather by the claims, and all changes which come within the meaning and range of equivalency of the claims are therefore intended to be embraced therein. Any modification, equivalent replacement, improvement and the like made within the spirit and principle of the present invention shall be included in the protection scope of the present invention.
Claims (9)
1. A vehicle automatic traffic capacity test system based on a signal-free control intersection is characterized by comprising:
a test scene design unit for designing a test scene type of a traffic participant and a host vehicle passing through a no-signal control intersection, the test scene type being designed based on scene elements including a host vehicle traveling direction and a host vehicle speed in which the host vehicle travels into the no-signal control intersection, and a traffic participant start position, a traffic participant movement direction, and a traffic participant speed in which the traffic participant enters the no-signal control intersection; and
a test control unit for testing the automatic passing ability of the host vehicle driving into the no-signal control intersection, wherein the test control unit designs a collision point of the traffic participant colliding with the body position of the host vehicle at the no-signal control intersection based on the test scene type, calculates a trigger distance of the host vehicle based on the scene element and the pre-designed collision point, and controls the driving mode of the host vehicle to pass without collision;
the triggering distance is the distance traveled by the main vehicle when the main vehicle collides with the traffic participants at the specified collision point, and the collision point of the main vehicle and the traffic participants comprises an inner edge point of a left headlamp of the main vehicle, a middle position point of a front bumper of the main vehicle or an inner edge point of a right headlamp of the main vehicle; calculating to obtain the uniform speed section distance of the traffic participants aiming at different collision points according to the initial position of the traffic participants, the lane width of the main vehicle and the vehicle width of the main vehicle; then, the distance of the uniform velocity section of the traffic participant, the speed of the traffic participant and the speed of the main vehicle are combined, and the triggering distance of the main vehicle is calculated according to the fact that the distance of the uniform velocity section of the traffic participant is multiplied by the speed of the main vehicle and divided by the speed of the traffic participant; the distance of the constant speed section of the traffic participant is the distance between the initial position of the traffic participant and the collision point.
2. The system for testing automatic vehicle passing ability based on a signalless control intersection according to claim 1,
the test control unit controls the main vehicle to decelerate or stop for a specified time when the main vehicle drives into the triggering distance.
3. The system for testing automatic vehicle passing ability based on a signalless control intersection according to claim 1,
the test scenario design unit includes:
an intersection environment generating unit that generates the no-signal control intersection;
a traffic participant generation unit that generates the traffic participants at the no-signal control intersection and specifies a movement state of the traffic participants; and
a host vehicle generation unit that generates the host vehicle at the no-signal control intersection and specifies a traveling state of the host vehicle.
4. The system for testing automatic vehicle passing ability based on a signalless control intersection according to claim 1,
the test control unit includes:
a collision point setting section that sets a collision point of the traffic participant with the host vehicle;
a trigger distance calculation section that calculates a trigger distance of the host vehicle based on the scene element and the collision point; and
a host vehicle control section that controls the host vehicle to pass through without collision.
5. The system for testing automatic vehicle passing ability based on a signalless control intersection according to claim 3,
the motion state of the main vehicle comprises straight running, left turning and right turning.
6. The system for testing automatic vehicle passing ability based on a signalless control intersection according to claim 1,
the traffic participants include weak traffic participants moving on pedestrian crossings and interfering vehicles traveling on driveways.
7. The system for testing automatic vehicle passing ability based on a signalless control intersection according to claim 6,
the vulnerable traffic participants include pedestrians and bicycles.
8. The system for testing automatic vehicle passing ability based on a signalless control intersection according to claim 1,
the no-signal control intersection is an intersection without traffic signals.
9. A vehicle automatic trafficability testing method based on the no-signal control intersection of the vehicle automatic trafficability testing system according to any one of claims 1 to 8, comprising:
testing the speed of the traffic participants when the traffic participants pass through the intersection without signal control;
testing a traffic participant start position of the traffic participant;
testing the movement direction of the traffic participants when the traffic participants enter the intersection without signal control;
testing the speed of the main vehicle when the main vehicle drives into the non-signal control intersection;
testing the driving direction of the main vehicle when the main vehicle drives into the non-signal control intersection;
designing a test scene type of the traffic participant and the host vehicle passing through the no-signal control intersection based on scene elements including the host vehicle driving direction, the host vehicle speed, the traffic participant starting position, the traffic participant moving direction and the traffic participant speed; and
designing a collision point at which a traffic participant collides with the body position of the host vehicle at a no-signal control intersection based on the test scene type, and designing a running mode of the host vehicle by using the speed of the host vehicle, the speed of the traffic participant and a preset safety distance so that the vehicle passes without collision.
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