CN114179790B - Vehicle driving assistance method and system during intersection yellow light, electronic equipment and storage medium - Google Patents

Vehicle driving assistance method and system during intersection yellow light, electronic equipment and storage medium Download PDF

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Publication number
CN114179790B
CN114179790B CN202111629240.4A CN202111629240A CN114179790B CN 114179790 B CN114179790 B CN 114179790B CN 202111629240 A CN202111629240 A CN 202111629240A CN 114179790 B CN114179790 B CN 114179790B
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vehicle
intersection
yellow light
decision
area
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CN114179790A (en
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代宗
秦忱忱
吴磊
丁神健
程佑邦
姚璐
朱文佳
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Anhui Baicheng Huitong Technology Co ltd
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Anhui Baicheng Huitong Technology Co ltd
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/02—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to ambient conditions
    • B60W40/04—Traffic conditions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/02—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to ambient conditions
    • B60W40/06—Road conditions

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  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Mathematical Physics (AREA)
  • Traffic Control Systems (AREA)

Abstract

The invention discloses a vehicle driving auxiliary method, a system, electronic equipment and a storage medium during a yellow lamp at an intersection, and belongs to the technical field of intelligent driving. The method comprises the steps of taking a yellow light dilemma of a vehicle at a signal control intersection as a starting point, configuring a decision area model where the vehicle is currently located according to the running position of the vehicle at an entrance road of the intersection, wherein the decision area model comprises a plurality of groups of decision areas; acquiring boundaries of the multiple groups of decision areas, and judging the position of a certain decision area where a vehicle is located when the yellow lamp at the intersection is lighted; determining a driving strategy according to the position of a certain decision area where the vehicle is located and the current running information of the vehicle, and outputting the driving strategy to a vehicle-mounted control terminal and/or a driver; by taking into account the dynamic variability of the yellow light dilemma and the actual decisions that a driver in the vicinity of an intersection may make, assistance information is provided to the driver during the yellow light to assist the driver in deciding whether to pass through the intersection.

Description

Vehicle driving assistance method and system during intersection yellow light, electronic equipment and storage medium
Technical Field
The invention belongs to the technical field of intelligent driving, and particularly relates to a vehicle driving assisting method, a system, electronic equipment and a storage medium during a yellow lamp of an intersection.
Background
The intersection is a main area where traffic flow conflicts occur in urban roads, and the mutual conflicts among the traffic flows not only lead to the decrease of road network traffic efficiency, so that the intersection becomes urban traffic bottleneck, but also cause the intersection to become accident multiple places. It is counted that the number of accidents occurring near the intersection is about 18% of the total number of accidents, wherein the traffic accidents occurring in the yellow light time are about more than 50% of the traffic accidents of the whole signalized intersection. Although the total number of traffic accidents in China shows a descending trend in the past, the number of accidents at intersections is still high, and the safety condition of the intersections cannot be effectively improved. Yellow lamps are important lamp colors for ensuring the safety and the efficiency of intersections during the transition period from green light signals to red light signals in road traffic signal control. Although the yellow light time is a small proportion of the entire signal period, safety issues during the yellow light are particularly important.
Originally, yellow light signals are introduced as transitional traffic signals, initially, a driver who drives into an intersection entrance way is warned of the fact that the last phase of vehicles stays is emptied, meanwhile, the driver is reminded of the fact that signals of the driver are about to change, so that the driver has enough time to make driving decisions in a transitional area, safe operation of the vehicles is guaranteed, the defects of the yellow light signals in certain aspects are gradually highlighted along with continuous changes of urban traffic compositions and increasing traffic scale, and particularly the problem of walking or stopping during the yellow light signals is brought into wide attention and heat. The public security department issued the most "severe" yellow light running regulations from the history of "motor vehicle drive license declaration and use regulations" issued on 10/8 of 2012. However, the provision of such a light source is not exact in logic and science, and under the provision of making a yellow light break equivalent to making a red light break, the yellow light signal cannot play a role of clearing an intersection of the light source, but rather becomes a cause of traffic accidents.
In the existing strategy, the time length of the yellow light signal is prolonged, which is always the main mode adopted by traffic managers for avoiding the trouble of the yellow light of vehicles. However, the overlong signal duration not only loses the meaning of the existence of the yellow light, but also can cause the condition that the vehicle runs the red light more easily. Therefore, in order to avoid the risk that the vehicle falls into yellow light dilemma when the yellow light signal is turned on, improve the driving safety at the signal intersection, take effective measures to cope with the yellow light dilemma, it is necessary to construct a driver assistant decision-making method and system during the yellow light, so as to determine the driving behavior of the vehicle before the yellow light is turned on, and avoid the yellow light dilemma.
Disclosure of Invention
In order to solve or at least partially solve the problem that a vehicle falls into a yellow light dilemma when a current yellow light signal is started to light, and potential accident risk is caused, the invention provides a vehicle driving auxiliary method during a yellow light of an intersection, which takes the yellow light dilemma of the vehicle at a signal control intersection as a starting point, and configures a decision area model in which the vehicle is currently located according to the running position of the vehicle at an entrance way of the intersection, wherein the decision area model comprises a plurality of groups of decision areas; acquiring boundaries of the multiple groups of decision areas, and judging the position of a certain decision area where a vehicle is located when the yellow lamp at the intersection is lighted; by taking into account the dynamic variability of the yellow light dilemma and the decision choices near the intersection, assistance information is provided to the driver during the yellow light, helping the driver decide whether to pass the intersection.
In order to achieve the purpose of the invention, the following technical scheme is adopted.
A first aspect of the present invention provides a method of vehicle driving assistance during a yellow light at an intersection, the method comprising the steps of:
acquiring current running information of a vehicle and intersection road information which the vehicle needs to pass through, wherein the intersection road information comprises intersection lane information and intersection signal control information;
Configuring a decision area model of a vehicle according to the current driving position of the vehicle at an entrance road of an intersection, wherein the decision area model comprises a plurality of groups of decision areas;
Acquiring boundaries of the multiple groups of decision areas, and judging the position of a decision area where the vehicle is located when the yellow lamp at the intersection is lighted;
And determining a driving strategy according to the position of a certain decision area where the vehicle is and the current running information of the vehicle, and outputting the driving strategy to a vehicle-mounted control terminal and/or a driver.
As one example, the plurality of sets of decision regions include: a traffic decision area, a yellow light dilemma area and a braking decision area;
The yellow lamp is turned on as the starting time, and the distance between the vehicle and the stop line of the intersection is set as S; the decision area, yellow light dilemma area and braking decision area judgment rules are as follows:
When S is more than or equal to S H and S is more than S F-S0-LV, the vehicle is positioned in a braking decision area;
when S is less than or equal to S F-S0-LV, the vehicle is positioned in a traffic decision area;
When S F-S0-LV<S<SH, the vehicle is located in a dilemma area;
Wherein S H denotes a vehicle stopping distance, which is a sum of a reaction distance and a braking distance of the vehicle; s F represents the maximum distance that the vehicle can travel before the point of conflict; s 0 is expressed as the distance between the parking line of the entrance road of the direction intersection where the vehicle is located in the intersection and the direction conflict point of the vehicle in the next conflict phase; l V denotes a body length of the vehicle.
As one example, the driving strategy step includes:
When the vehicle is on in the yellow light signal, and is positioned in the traffic decision area, the vehicle is determined to pass through the intersection at a constant speed or acceleration at the current speed.
As one example, the driving strategy step includes:
When the vehicle is on in the yellow light signal, if the vehicle is in the braking decision area or the yellow light dilemma area, determining that the vehicle cannot pass through the intersection at a constant speed at the current speed;
judging whether the current running state of the vehicle accords with an acceleration passing condition, if so, determining an acceleration driving strategy; the accelerating driving strategy comprises prompting the maximum speed limit of the intersection road and the estimated time of the vehicle falling into traffic conflict;
If not, determining a uniform speed driving or deceleration driving strategy.
As an example, the acceleration policy further includes: and acquiring the position of the vehicle in the current traffic flow queue, and prompting the vehicle to change lanes when the vehicle is not the head vehicle in the traffic flow queue.
As one example, the driving strategy includes:
Acquiring the position of the vehicle in a current traffic queue, and when the vehicle is not the head vehicle in the traffic queue;
judging whether the front vehicle meets the acceleration passing condition and the safe following condition; if yes, accelerating the vehicle to pass through the intersection along with the front vehicle;
If not, judging whether the current running information of the vehicle accords with the lane change acceleration passing condition;
if yes, determining a lane change acceleration passing strategy; if not, determining a deceleration parking strategy.
As one example, the driving strategy includes:
If the current lane cannot meet the condition that the vehicle passes through the intersection, and the adjacent lane cannot meet the condition that the vehicle passes through the intersection, determining a deceleration parking strategy of the vehicle in the current lane.
A second aspect of the present invention provides a vehicle driving assistance system during a yellow light of an intersection, the system comprising:
The data acquisition module is used for acquiring current running information of the vehicle and intersection road information which the vehicle needs to pass through, wherein the intersection road information comprises intersection lane information and intersection signal control information;
The model configuration module is used for configuring a decision area model where the vehicle is currently located according to the running position of the vehicle at the entrance of the intersection, and the decision area model comprises a plurality of groups of decision areas;
The position judging module is used for acquiring boundaries of the multiple groups of decision areas and judging the position of a decision area where the vehicle is located when the yellow lamp at the intersection is lighted;
and the strategy output module is used for determining a driving strategy according to the position of a certain decision area where the vehicle is and the current running information of the vehicle, and outputting the driving strategy to a vehicle control terminal and/or a driver.
As one example, the policy output module includes a first output module, a second output module, and a third output module;
the first output module is used for determining that the vehicle is located in a traffic decision area when the vehicle is started up by the yellow light signal, and determining that the vehicle passes through the intersection at a constant speed at the current speed.
And the second output module is used for determining that the vehicle is positioned in a braking decision area or a yellow light dilemma area when the vehicle is started up by the yellow light signal, and determining that the vehicle cannot pass through the intersection at a constant speed at the current speed.
A third aspect of the present invention provides an electronic device comprising a processor, an input device, an output device and a memory, the processor, the input device, the output device and the memory being connected in sequence, the memory being for storing a computer program comprising program instructions, the processor being configured to invoke the program instructions to perform the method described above.
A fourth aspect of the invention provides a readable storage medium storing a computer program comprising program instructions which, when executed by a processor, cause the processor to perform a method as described above.
Compared with the prior art, the invention has the beneficial effects that:
(1) The invention takes the yellow light dilemma of the vehicle at the signal control intersection as a starting point, and configures a decision area model where the vehicle is currently positioned according to the running position of the vehicle at the entrance of the intersection, wherein the decision area model comprises a plurality of groups of decision areas; acquiring boundaries of the multiple groups of decision areas, and judging the position of a certain decision area where a vehicle is located when the yellow lamp at the intersection is lighted; providing auxiliary information to the driver during the yellow light to help the driver decide whether to pass through the intersection by taking into account the dynamic variability of the yellow light dilemma and the actual situation that the driver near the intersection may make a wrong choice or decision;
(2) According to the invention, by considering the reaction distance, the braking distance and various possible conditions when the yellow light is started before the driver enters the intersection, the decision area judgment rule is reasonably constructed, the attribute factors influencing the dynamic change of the yellow light dilemma are fully considered, and the boundary range of the yellow light dilemma is accurately calculated.
(3) The lane change mechanism establishes a reasonable lane change mechanism in the system, relates to transverse induction of vehicles in an auxiliary system, increases the number of vehicles which avoid a two-difficulty zone and pass through an intersection, reduces waiting delay of the vehicles, and in an actual driving environment, a driver considers that the distance between the vehicles and a front vehicle does not meet the expected following distance in the process that the vehicles pass through the intersection in a current lane by virtue of subjective judgment, and considers that the adjacent lanes have passing conditions, so that the driver can change the lanes on the premise of allowing lane change and avoiding conflict, and the lane change mechanism is more in line with the actual situation.
Drawings
The above and other objects, features and advantages of the present application will become more apparent by describing embodiments of the present application in more detail with reference to the attached drawings. The accompanying drawings are included to provide a further understanding of embodiments of the application and are incorporated in and constitute a part of this specification, illustrate the application and together with the embodiments of the application, and not constitute a limitation to the application. In the drawings, like reference numerals generally refer to like parts or steps. In the accompanying drawings:
FIG. 1 is a flowchart of a method for assisting driving of a vehicle during a yellow light at an intersection according to an embodiment of the present invention;
FIG. 2 is a flowchart of a second method for assisting driving of a vehicle during a yellow light at an intersection according to an embodiment of the present invention;
FIG. 3 is a schematic diagram of a decision area according to an embodiment of the present invention;
FIG. 4 illustrates a block diagram of an electronic device in accordance with an embodiment of the application;
FIG. 5 is a schematic diagram of a vehicle collision according to an embodiment of the present invention;
Fig. 6 is a schematic view of a scenario application according to an embodiment of the present invention.
Detailed Description
Hereinafter, exemplary embodiments according to the present application will be described in detail with reference to the accompanying drawings. It should be apparent that the described embodiments are only some embodiments of the present application and not all embodiments of the present application, and it should be understood that the present application is not limited by the example embodiments described herein.
Summary of the application
The definition of yellow light dilemma refers to: when the driver finds that the yellow light is turned on before entering the intersection, a safe parking or safe passing decision is made under the normal condition, but a special condition exists that the vehicle cannot safely park before a parking line or safely pass through the intersection before the red light is turned on. Whichever decision is taken is unsafe, i.e. the vehicle cannot safely park in the stop line, nor can it pass through the stop line and safely through the intersection in the yellow light time without overspeed, thus creating a so-called yellow light dilemma.
The problem of yellow light dilemma has plagued drivers and traffic managers. For drivers, the potential safety hazard caused by yellow lamp dilemma can be avoided by continuously enhancing driving experience; however, since the existence of the yellow light dilemma and the boundary range thereof are affected by various factors such as the driver attribute, the vehicle attribute, the intersection attribute, and the like, the yellow light dilemma exhibits a dynamic variation characteristic, and thus, it is still impossible to ensure that the vehicle does not fall into the yellow light dilemma when the yellow light signal is turned on only by virtue of driving experience. Traffic managers also do a lot of work on yellow lights dilemma, taking various measures to alleviate dilemma, such as setting reasonable road speed limits, resetting yellow lights signals, installing warning signs, etc. In theory, setting reasonable road section speed limit and yellow light signal duration can eliminate yellow light dilemma, but due to the personal difference of drivers and the influence of other attribute factors in the actual driving environment, the yellow light dilemma of all vehicles cannot be eliminated by the improvement measures, so the phenomenon of yellow light dilemma caused by missing a deceleration position of the drivers still exists.
According to the invention, the dynamic variability of the yellow light dilemma and the uncertainty of whether the driver is safe for the driving behavior are taken as starting points, the attribute factors influencing the dynamic variability of the yellow light dilemma are fully considered, a specific driving decision is provided for the vehicle on the basis of accurately calculating the boundary range of the yellow light dilemma, the problem of the yellow light dilemma is solved from the aspect of active safety, and a new decision mode is provided for the research of a yellow light dilemma avoidance method.
Exemplary method
As shown in fig. 1 and 2, a method for assisting driving of a vehicle during a yellow light at an intersection, the method comprising the steps of:
S110: and acquiring current running information of the vehicle and intersection road information which the vehicle needs to pass through, wherein the intersection road information comprises intersection lane information and intersection signal control information.
Specifically, the current running information of the vehicle is mainly the instant speed of the vehicle, the length information of the vehicle and the like; the vehicle length information of the vehicle can be input through an input device, and can also be obtained according to the departure model of the vehicle. The intersection of this example may be in the form of a cross, T, X, Y, etc., temporarily irrespective of the annular intersection. The intersection road information mainly includes lane information, and for example, the intersection may be in the form of a cross intersection. The lanes of each entrance are all 1 left turn +2 straight run +1 right turn. The signal control information of the intersection can be opposite release, four phases and the signal period is 120s; the first phase is east-west straight, 30s (including 3s yellow lamp); the second phase is east-west left turn, 30s (including 3s yellow light); the third phase is the north-south straight running, 30s (including 3s yellow lamp); the fourth phase is a north-south left turn, 30s (including 3s yellow lights), where the road information can be accessed through the respective map program interfaces.
S120: and configuring a decision area model in which the vehicle is currently positioned according to the current driving position of the vehicle at the entrance of the intersection, wherein the decision area model comprises a plurality of groups of decision areas.
As shown in fig. 3, in particular, the multiple sets of decision regions here include: a traffic decision area, a yellow light dilemma area and a braking decision area. The vehicle-mounted auxiliary terminal is activated to assist the decision of the vehicle driver through the current driving position of the vehicle at the entrance road of the intersection, for example, within the range of 100m of the driving-in distance stop line of the vehicle; here, the decision area is constructed in advance according to a predetermined rule based on the stop line of the intersection where the vehicle is to pass.
S130: and acquiring boundaries of the multiple groups of decision areas, and judging the position of a decision area where the vehicle is located when the yellow lamp at the intersection is lighted.
Specifically, the boundaries of each decision area, such as a traffic decision area, a yellow light dilemma area and a length range defined by a brake decision area in a map, are obtained according to the steps, when a vehicle-mounted camera or a vehicle-mounted radar obtains a signal when a yellow light of an intersection is lighted, the position of the decision area where the vehicle is located in real time is judged according to the distance from the vehicle to the parking line of the intersection.
S140: and determining a driving strategy according to the position of a certain decision area where the vehicle is and the current running information of the vehicle, and outputting the driving strategy to a vehicle-mounted control terminal and/or a driver.
Specifically, when the vehicle is on in the yellow light signal, and is positioned in the traffic decision area, determining that the vehicle passes through the intersection at a constant speed or with an acceleration at the current speed; when the vehicle is on in the yellow light signal, the vehicle is positioned in a braking decision area or a yellow light dilemma area, and the vehicle is determined to be unable to pass through the intersection at a constant speed at the current speed, so as to prompt whether the vehicle is accelerated to pass through.
Exemplary scenario
In one scenario, when the vehicle is in an automatic driving state, driving decision information can be directly transmitted to the vehicle-mounted control terminal; when the vehicle is in a manual driving state, driving decision information can be transmitted to a driver through vehicle-mounted equipment, the situation that the vehicle falls into yellow light dilemma in front of an intersection can be avoided, the driver of the vehicle can finish the decision of the vehicle during the yellow light of the intersection according to the information of an auxiliary system, and the vehicle can avoid the yellow light dilemma of 'two difficulties of going in and going out', and can safely pass through the intersection or stop.
The method comprises the steps that a yellow lamp dilemma of a vehicle at a signal control intersection is taken as a starting point, a decision area model where the vehicle is currently located is configured according to the running position of the vehicle at an entrance way of the intersection, and when the yellow lamp of the intersection is lighted, the position of a decision area where the vehicle is located is judged; by taking into account the dynamic variability of the yellow light dilemma and the fact that a driver in the vicinity of an intersection may make a wrong selection or decision, assistance information is provided to the driver during the yellow light to assist the driver in deciding whether to pass the intersection.
As a possible implementation manner, configuring the area model of the decision where the vehicle is currently located includes the following steps: the yellow lamp is turned on as the starting time, and the distance between the vehicle and the stop line of the intersection is set as S; the decision area, yellow light dilemma area and braking decision area judgment rules are as follows:
as also shown in fig. 3, the present example intersection entrance may be divided into three areas, namely a traffic decision area, a dilemma area, a braking decision area; and calculating the boundary range of the yellow light dilemma, and judging the area where the vehicle is located when the yellow light is started.
(1) When the yellow light is found to be started before the vehicle enters the intersection, if the vehicle is judged that the vehicle cannot pass through the stop line before the red light is started or the vehicle cannot pass through the conflict point before the next phase of vehicle reaches the conflict point in the intersection, the vehicle is usually selected to be decelerated and stopped before the stop line. The deceleration and parking process of the driver is divided into two stages: the first stage is a driver perception-reaction stage, which is a process from the moment that a driver finds that a yellow lamp is turned on to the moment that a parking decision is made, and the vehicle keeps the original speed to run at a constant speed in the process; the second stage is a vehicle braking-reaction stage, namely, after a driver presses a brake pedal, the vehicle starts to decelerate from the original running speed to a stop, and the vehicle keeps uniform deceleration motion in the process. When the driver selects to decelerate and park before the parking line, the initial distance of the vehicle from the parking line is S, the running speed is V 0, the maximum braking deceleration when the vehicle does not influence the comfort is a 1, the response time is t R, and when the vehicle is completely parked, the parking distance S H of the vehicle is the sum of the response distance S R and the braking distance S B of the vehicle:
therefore, if the vehicle is to safely park before the parking line, the red light running is avoided, and the following needs to be satisfied:
S≥SH
(2) When a driver finds that the yellow light is started before entering the intersection, if the driver judges that the driver can safely pass through the intersection before the red light is started, the driver can always select to pass through the intersection at a constant speed. When the driver selects to pass through the intersection, the driver is assumed to find that the yellow light is turned on, the initial distance from the vehicle to the parking line is S, the running speed is V 0, and the remaining time of the yellow light is t G. Meanwhile, when the vehicles in the yellow light period pass through the intersection, the conflict point of the first vehicle which is driven out at the beginning of the next conflict phase is considered, the vehicles can safely pass through the conflict point, the first vehicle which is driven out at the beginning of the next conflict phase reaches the conflict point, and the maximum distance S F that the vehicles can travel before the conflict point is as follows:
SF＝V0·(tG+te)
where t e is the time from when the next conflicting traffic head car passes the stop line to reach the conflicting zone boundary. Therefore, if the vehicle passes through the stop line before the red light is started and passes through the conflict point before the traffic flow of the next conflict phase reaches the conflict point in the intersection, the collision between the vehicle and the vehicle of the next phase in the intersection is avoided, and the following requirements are satisfied:
SF≥S+S0+LV
S 0 is the distance between the parking line of the entrance road of the direction intersection where the vehicle is located in the intersection and the direction conflict point of the vehicle in the next conflict phase, and L V is the length of the vehicle body.
(3) When the driver finds that the yellow light is turned on before entering the intersection, a safe parking or safe passing decision can be made under the normal condition, but there is a special case that the vehicle cannot safely park before a parking line or safely pass through the intersection before the red light is turned on. Whichever decision is taken is unsafe, i.e. the vehicle cannot safely park in the stop line, nor can it pass through the stop line and safely through the intersection in the yellow light time without overspeed, thus creating a so-called yellow light dilemma. The yellow light dilemma area is a dynamic area which changes along with the speed of the vehicle, and is not a fixed area which can be marked on the ground of the entrance road, and when two vehicles are positioned at the same position of the entrance road, different decisions can be needed to be made due to different speeds.
In summary, the state of the vehicle before the stop line can be summarized as follows: when S is more than or equal to S H and S is more than S F-S0-LV, the vehicle is positioned in a braking decision area when the yellow light signal is started; when S is less than or equal to S F-S0-LV, the vehicle is positioned in the traffic decision area when the yellow light signal is started; when the yellow light signal is on, the vehicle is in a dilemma area S F-S0-LV<S<SH. It should be understood that the decision regions defined in this example may be provided in three, four, or more groups as desired, and should not be taken as limiting the invention herein.
Through the rules, the reasonable decision area judgment rules are constructed in consideration of various possible situations when the yellow light is found to be on before a driver enters an intersection, attribute factors affecting dynamic changes of the yellow light dilemma are fully considered, and the boundary range of the yellow light dilemma is accurately calculated.
As an example, when the vehicle is on in a yellow light signal, and is located in a braking decision area or a yellow light dilemma area, determining that the vehicle cannot pass through an intersection at a constant speed at the current speed; judging whether the current running state of the vehicle meets the acceleration passing condition at the moment, if so, determining an acceleration driving strategy; the accelerating driving strategy comprises prompting the maximum speed limit of the intersection road and the estimated time of the vehicle falling into traffic conflict; if not, determining a uniform speed driving or deceleration driving strategy.
In one embodiment, the acceleration passing condition and the deceleration driving strategy are determined as follows:
if the vehicle continues to run at the current speed when entering the intersection range, the vehicle is positioned in a braking decision area or a dilemma area when the yellow light signal is started, and the vehicle is prompted to be unable to pass through the intersection at the current speed at a constant speed. To increase the traffic efficiency at the intersection, it is assumed that the driving assistance system will attempt to safely pass the vehicle through the intersection by accelerating the vehicle. Based on the design thought of the example, when the yellow light signal is started, if the initial state of the vehicle is a passing decision area, the priority order of the guiding strategy is to accelerate the passing strategy firstly and then pass the strategy at a uniform speed; if the initial state of the vehicle is a braking decision area or a dilemma area, the priority order of the guiding strategy is to accelerate through the strategy and then decelerate the parking strategy. The driving behavior of the vehicle can be determined in advance, wrong selection or decision of the driver is avoided, and the vehicle is guided to pass through an intersection or stop at a reduced speed on the premise of avoiding a dilemma area.
(1) Conditions of acceleration passing
Distance that the vehicle can travel at most S 1 before the next conflicting traffic stream reaches the conflict point:
Wherein the initial speed of the current vehicle is The maximum acceleration a 2 of the vehicle, the speed limit V L,tI of the vehicle at the intersection is the remaining time for the next conflicting traffic flow to reach the conflict point, and t R represents the reaction time of the vehicle driver. If the vehicle can safely pass through the intersection, the following needs to be satisfied:
S1≥S+S0+LV
the vehicle satisfies the condition of a safe passing intersection, and the vehicle can pass through the intersection in an accelerating manner.
(2) Deceleration parking condition
If the vehicle is judged not to meet the condition of passing acceleration, the vehicle is selected to be decelerated and stopped, and the vehicle can be stoppedAfter the running is continued for a period of time t c, the vehicle is decelerated and stopped according to the braking deceleration a 1.
Wherein S q is the queuing length after the front vehicle is parked, if the vehicle is the head vehicle at the time and there is no front vehicle, S q =0.
As an example, the acceleration policy further includes: and acquiring the position of the vehicle in the current traffic flow queue, and prompting the vehicle to change lanes when the vehicle is not the head vehicle in the traffic flow queue. It should be appreciated that vehicles in either the braking decision area or the dilemma area will attempt to accelerate through the intersection. Meanwhile, the lane change of the vehicle needs to be considered, and if a plurality of steering lanes with the same function exist, the vehicle can select whether to change lanes or not. In the process of passing through the intersection, if the vehicle cannot safely pass through the intersection in the current lane due to the influence of the preceding vehicle and the adjacent lane meets the passing condition and the safety condition, the vehicle can change lanes.
As another example, the location of the vehicle in a current traffic queue is obtained, when the vehicle is not in the head of the traffic queue; judging whether the front vehicle meets the acceleration passing condition and the safe following condition; if yes, accelerating the vehicle to pass through the intersection along with the front vehicle; if not, judging whether the current running information of the vehicle accords with the lane change acceleration passing condition; if yes, determining a lane change acceleration passing strategy; if not, determining a deceleration parking strategy. When the front vehicle exists, the vehicle is not full of heel safety in the process of executing the acceleration strategy, and the acceleration process cannot be completed. In an actual running environment, if the distance between the vehicle and the front vehicle does not meet the expected following distance in the process that the vehicle passes through the intersection in the current lane, the vehicle cannot pass through the intersection; the adjacent lanes have the condition of passing through the intersection, so that a driver can change lanes on the premise of allowing lane changing and avoiding collision; the invention establishes a reasonable lane change mechanism and improves the traffic efficiency of the intersections.
When a vehicle is in front of the vehicle, the influence of the front vehicle needs to be taken into consideration. In order to avoid crashes, the vehicle needs to be kept at a safe distance from the front vehicle.
In a scene, when the vehicle does not have a lane changing condition, or the vehicle needs to follow a front vehicle; driving decisions of following vehicles are affected by driving decisions of preceding vehicles and are divided into two scenarios:
(1) Front vehicle passing scene
First, it is determined that if the lead vehicle is a pass decision, there are three choices for following the vehicle, including following the pass;
Selecting one: follow-through
The current vehicle meets the passing condition and the safe following condition, and can pass along with the front vehicle; the following conditions are required.
①The safe following condition is not required to be judged, and only the passing condition is met.
If the vehicle can pass through the intersection, the following needs to be satisfied: s 1≥S+S0+LV.
②It is necessary to satisfy both the safe following condition and the acceleration passing condition.
The safety following condition, i.e. the front vehicle is in an accelerating state if it is decided that the front vehicle is passing, in order to avoid collision with the front vehicle, the front vehicle is at a speedNot reach the current vehicle speedPreviously, the vehicle was not allowed to accelerate at that time, and was kept traveling at a constant speed. If the vehicle does not collide with the front vehicle, the following needs to be satisfied:
Wherein S g is the distance between the current vehicle and the preceding vehicle at the current time.
The acceleration passing conditions are as follows:
if the vehicle can pass through the intersection, the following needs to be satisfied:
S1≥S+S0+LV
Selecting two: lane changing passage
If the vehicle can not pass through the intersection when continuing to run in the current lane, and the lane is changed to the adjacent vehicle can pass through the intersection, the driver can drive the vehicle to change lanes, namely: the vehicle does not meet the following passing condition in the current lane; lane change to an adjacent vehicle if the condition for accelerating the passing is satisfied for the head car, and if the condition for following the passing is not satisfied for the head car.
Selecting three: deceleration parking
If the vehicle can not pass through the intersection when continuing to run in the current lane, and can not pass through the intersection when changing the lane to the adjacent vehicle, the driver can choose to stop in the current lane in a decelerating way, namely the vehicle in the current lane does not meet the following passing condition; lane changing to the adjacent vehicle does not meet the condition of accelerating passing if the head vehicle is not in the head vehicle, and does not meet the condition of following passing if the head vehicle is not in the head vehicle. Then it is determined that the vehicle canAfter the running is continued for a period of time t c, the vehicle is decelerated and stopped according to the braking deceleration a 1.
(2) Front vehicle parking scene
There are two options for following a vehicle if a vehicle is in front of it for braking and parking decisions.
Selecting one: and (5) changing the channel to pass.
The current lane cannot meet the condition of the vehicle passing through the intersection, while the adjacent lane can meet the condition of the vehicle passing through the intersection, namely, the lane is changed to the adjacent vehicle if the acceleration passing condition is met for the head car, and if the following passing condition is not met for the head car.
Selecting two: and (5) decelerating and stopping.
The current lane cannot meet the condition of the vehicle passing through the intersection, but the adjacent lane also cannot meet the condition of the vehicle passing through the intersection, namely, the lane is changed to the adjacent vehicle if the vehicle is not in the first place, and the following passing condition is not met if the vehicle is not in the first place. The vehicle can only be decelerated and stopped in the current lane. The vehicle can beAfter the running is continued for a period of time t c, the vehicle is decelerated and stopped according to the braking deceleration a 1.
As shown in fig. 5, in one application scenario, traffic environment information of an intersection is acquired. The intersection is in the form of a cross-shaped intersection. The lanes of each entrance are all 1 left turn +2 straight run +1 right turn. The signal control scheme of the intersection is opposite release, four phases and the signal period is 120s; the first phase is east-west straight, 30s (including 3s yellow lamp); the second phase is east-west left turn, 30s (including 3s yellow light); the third phase is the north-south straight running, 30s (including 3s yellow lamp); the fourth phase is left-turn north-south, 30s (including 3s yellow light). And acquiring the related traffic information of the vehicles entering the intersection. On one hand, the intelligent traffic auxiliary system is arranged on the vehicle, and on the other hand, the information such as the speed, the length and the like of the vehicle can be acquired; on the other hand, the intelligent traffic auxiliary system can send out an induction instruction to assist the driver in decision-making. Within 100m of the vehicle entrance distance stop line, the assistance system will be activated to assist the vehicle driver with decision making.
It should be understood that the human body may feel a change in the vehicle speed during acceleration or deceleration of the vehicle, and reasonable acceleration and deceleration are adopted, so that not only is the stability and efficiency of the vehicle operation related, but also the comfort of the driver is affected, and when the acceleration or deceleration exceeds a certain threshold value, the human body may feel discomfort, and the degree of discomfort may increase with an increase in the absolute value of the acceleration or deceleration. So in the condition of the vehicle of the embodiment that the comfort is not affected, the maximum deceleration a 1 is 3m/s, the maximum normal acceleration a 2 is 0.3m/s, and the acceleration at which the vehicle is started at the stop line is 1m/s. The reaction time t R of the vehicle driver is 1s and the vehicle length L V is 5m. Vehicle A was driven into the intersection at which time the speed of vehicle A was 30km/h (8.3 m/s).
Calculating a vehicle parking distance S H:
The maximum distance S F travelled before the collision is calculated:
The running direction of the vehicle A is that the west entrance is straight, the next phase of the east-west straight phase is east-west left turn, the conflict traffic of the vehicle A is east-west left turn, and the distance between the east-west left turn vehicle and the conflict point is S e; in this example, S e is 30m and S 0 is 60m.
SF＝V0·(tG+te)＝8.3×(3+7.7)＝88.8m
Assuming that when the vehicle A enters the intersection range, the remaining green light time is 6S, when the yellow light is started, the distance S between the vehicle and the parking line is as follows:
S＝100-8.3×6＝50.2m
And S is more than or equal to S H and S is more than S F-S0-LV, and the vehicle A is positioned in the braking decision area when the yellow light signal is started.
The determination of the driving behaviour of the vehicle is the most critical step, and it will be determined whether the vehicle passes or is parked at the current intersection. According to the driving strategy, when the vehicle A is the head vehicle of the traffic queue, no other vehicle exists between the current lane and the parking line, and the influence of the head vehicle is not needed to be considered. If the vehicle A continues running at the current speed when entering the intersection range, the vehicle A is located in a braking decision area when the yellow light signal is started, and the vehicle A cannot pass through the intersection at the current speed at a constant speed. To increase the traffic efficiency of an intersection, the auxiliary system will attempt to safely pass the vehicle through the intersection by accelerating the vehicle. The speed limit of the intersection is 40km/h (11.1 m/s)
Distance that vehicle a can travel at most S 1 before the next conflicting traffic stream reaches the conflict point:
At this time, the distance of the vehicle A safely passing through the intersection is as follows:
S+S0+LV＝100+60+5＝165m
Then
S1>S+S0+LV
The vehicle a satisfies the condition of a safe passing intersection through which the vehicle can pass in an accelerating manner.
Assuming that the vehicle B is traveling after the vehicle A and the vehicle B enters the intersection range, the remaining green time is 3s, and the speed of the vehicle B is 36km/h (10 m/s). At this point vehicle a is accelerating and the speed is less than the speed of vehicle B. The distance that vehicle B can travel in the current lane at most S 1 before the next conflicting traffic flow reaches the point of conflict:
At this time, the distance of the vehicle B at the current lane safety passing intersection is s+s 0+LV =100+60+5=165 m
S is then 1<S+S0+LV
The vehicle B does not satisfy the condition of the safety passing intersection in the current lane, so it is considered whether it can be changed to an adjacent straight lane.
The conflict point is changed when the vehicle is changed to an adjacent lane, and at the moment, S e is 40m, and S 0 is 55m.
Distance S 1 that vehicle B can travel at most in the adjacent lane before the next conflicting traffic flow reaches the conflict point:
At this time, the distance of the vehicle A safely passing through the intersection is as follows:
S+S0+LV＝100+55+5＝160m
Then:
S1>S+S0+LV
the vehicle B meets the condition of passing through the intersection safely and can be replaced by an adjacent vehicle to pass through the intersection again.
According to the driving strategy of the above example, the vehicles A and B complete the decision of the vehicles during the yellow lights of the intersection through the auxiliary system, and safely pass through the intersection, namely, the vehicle A accelerates through the intersection, the vehicle B changes to the adjacent straight lanes and accelerates through the intersection. It should be noted that the application examples are only for explaining the present invention, and are not intended to limit the scope of the present invention.
Exemplary System
As shown in fig. 6, a vehicle driving assistance system during a yellow light of an intersection, the system comprising:
The data acquisition module 20 is configured to acquire current running information of a vehicle and intersection road information that the vehicle needs to pass through, where the intersection road information includes intersection lane information and the intersection signal control information;
A model configuration module 30, configured to configure a decision area model in which a vehicle is currently located according to a driving position of the vehicle at the intersection entrance, where the decision area model includes a plurality of groups of decision areas;
the position judging module 40 is configured to obtain boundaries of the multiple groups of decision areas, and judge a position of a decision area where the vehicle is located when the intersection yellow light is turned on;
And the strategy output module 50 is used for determining a driving strategy according to the position of a certain decision area where the vehicle is and the current running information of the vehicle, and outputting the driving strategy to a vehicle control terminal and/or a driver.
As an example, the policy output module 50 includes a first output module, a second output module, and third, fourth, fifth, and sixth output modules. The first output module is used for determining that the vehicle is located in a traffic decision area when the vehicle is started up by the yellow light signal, and determining that the vehicle passes through the intersection at a constant speed at the current speed. And the second output module is used for determining that the vehicle is positioned in a braking decision area or a yellow light dilemma area when the vehicle is started up by the yellow light signal, and determining that the vehicle cannot pass through the intersection at a constant speed at the current speed. And the third output module is used for determining that the vehicle is positioned in the traffic decision area when the vehicle is started up by the yellow light signal, and determining that the vehicle passes through the intersection at a constant speed or with an acceleration at the current speed.
The fourth output module is used for determining that the vehicle cannot pass through the intersection at a constant speed at the current speed when the vehicle is positioned in a braking decision area or a yellow light dilemma area when the vehicle is started up by a yellow light signal;
judging whether the current running state of the vehicle accords with an acceleration passing condition, if so, determining an acceleration driving strategy; the accelerating driving strategy comprises prompting the maximum speed limit of the intersection road and the estimated time of the vehicle falling into traffic conflict;
If not, determining a uniform speed driving or deceleration driving strategy.
And the fifth output module is used for determining and acquiring the position of the vehicle in the current traffic flow queue, and prompting the vehicle to change lanes when the vehicle is not the head vehicle in the traffic flow queue.
The sixth output module is used for determining and acquiring the position of the vehicle in the current traffic queue, and when the vehicle is not the head vehicle in the traffic queue;
judging whether the front vehicle meets the acceleration passing condition and the safe following condition; if yes, accelerating the vehicle to pass through the intersection along with the front vehicle;
If not, judging whether the current running information of the vehicle accords with the lane change acceleration passing condition;
if yes, determining a lane change acceleration passing strategy; if not, determining a deceleration parking strategy.
As one example, the plurality of sets of decision regions include: a traffic decision area, a yellow light dilemma area and a braking decision area;
The model configuration module 30 is further configured to set the distance between the vehicle and the stop line of the intersection to S with the yellow light turned on as a start time; the decision area, yellow light dilemma area and braking decision area judgment rules are as follows:
When S is more than or equal to S H and S is more than S F-S0-LV, the vehicle is positioned in a braking decision area;
when S is less than or equal to S F-S0-LV, the vehicle is positioned in a traffic decision area;
When S F-S0-LV<S<SH, the vehicle is located in a dilemma area;
Wherein S H denotes a vehicle stopping distance, which is a sum of a reaction distance and a braking distance of the vehicle; s F represents the maximum distance that the vehicle can travel before the point of conflict; s 0 is expressed as the distance between the parking line of the entrance road of the direction intersection where the vehicle is located in the intersection and the direction conflict point of the vehicle in the next conflict phase; l V denotes a body length of the vehicle.
Exemplary electronic device
Next, an electronic device according to an embodiment of the present application is described with reference to fig. 4. The electronic device may be the mobile device itself, or a stand-alone device independent thereof, which may communicate with the mobile device to receive the acquired input signals therefrom and to transmit the selected target driving behavior thereto.
Fig. 4 illustrates a block diagram of an electronic device according to an embodiment of the application.
As shown in fig. 4, the electronic device 10 includes one or more processors 11 and a memory 12.
The processor 11 may be a Central Processing Unit (CPU) or other form of processing unit having data processing and/or instruction execution capabilities, and may control other components in the electronic device 10 to perform desired functions.
Memory 12 may include one or more computer program products that may include various forms of computer-readable storage media, such as volatile memory and/or non-volatile memory. The volatile memory may include, for example, random Access Memory (RAM) and/or cache memory (cache), and the like. The non-volatile memory may include, for example, read Only Memory (ROM), hard disk, flash memory, and the like. One or more computer program instructions may be stored on the computer readable storage medium that may be executed by the processor 11 to implement the driving behavior decision methods and/or other desired functions of the various embodiments of the application described above.
In one example, the electronic device 10 may further include: an input device 13 and an output device 14, which are interconnected by a bus system and/or other forms of connection mechanisms (not shown). For example, the input device 13 may include various devices such as an on-board diagnostic system (OBD), a Universal Diagnostic Service (UDS), an Inertial Measurement Unit (IMU), a camera, a laser radar, a millimeter wave radar, an ultrasonic radar, and vehicle-mounted communication (V2X). The input device 13 may also comprise, for example, a keyboard, a mouse, etc. The output means 14 may include, for example, a display, speakers, a printer, and a communication network and remote output devices connected thereto, etc.
Of course, only some of the components of the electronic device 10 that are relevant to the present application are shown in fig. 4 for simplicity, components such as buses, input/output interfaces, etc. are omitted. In addition, the electronic device 10 may include any other suitable components depending on the particular application.
Exemplary computer program product and computer readable storage Medium
In addition to the methods and apparatus described above, embodiments of the application may also be a computer program product comprising computer program instructions which, when executed by a processor, cause the processor to perform the steps in a driving behaviour decision method according to various embodiments of the application described in the "exemplary methods" section of this specification.
The computer program product may write program code for performing operations of embodiments of the present application in any combination of one or more programming languages, including an object oriented programming language such as Java, C++ or the like and conventional procedural programming languages, such as the "C" programming language or similar programming languages. The program code may execute entirely on the user's computing device, partly on the user's device, as a stand-alone software package, partly on the user's computing device, partly on a remote computing device, or entirely on the remote computing device or server.
Furthermore, embodiments of the present application may also be a computer-readable storage medium, on which computer program instructions are stored, which, when being executed by a processor, cause the processor to perform steps in a driving behavior decision method according to various embodiments of the present application described in the "exemplary method" section of the present specification.
The computer readable storage medium may employ any combination of one or more readable media. The readable medium may be a readable signal medium or a readable storage medium. The readable storage medium may include, for example, but is not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or a combination of any of the foregoing. More specific examples (a non-exhaustive list) of the readable storage medium would include the following: an electrical connection having one or more wires, a portable disk, a hard disk, random Access Memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.
The basic principles of the present application have been described above in connection with specific embodiments, but it should be noted that the advantages, benefits, effects, etc. mentioned in the present application are merely examples and not intended to be limiting, and these advantages, benefits, effects, etc. are not to be construed as necessarily possessed by the various embodiments of the application. Furthermore, the specific details disclosed herein are for purposes of illustration and understanding only, and are not intended to be limiting, as the application is not necessarily limited to practice with the above described specific details.
The block diagrams of the devices, apparatuses, devices, systems referred to in the present application are only illustrative examples and are not intended to require or imply that the connections, arrangements, configurations must be made in the manner shown in the block diagrams. As will be appreciated by one of skill in the art, the devices, apparatuses, devices, systems may be connected, arranged, configured in any manner. Words such as "including," "comprising," "having," and the like are words of openness and mean "including but not limited to," and are used interchangeably therewith. The terms "or" and "as used herein refer to and are used interchangeably with the term" and/or "unless the context clearly indicates otherwise. The term "such as" as used herein refers to, and is used interchangeably with, the phrase "such as, but not limited to.
It is also noted that in the apparatus, devices and methods of the present application, the components or steps may be disassembled and/or assembled. Such decomposition and/or recombination should be considered as equivalent aspects of the present application.
The previous description of the disclosed aspects is provided to enable any person skilled in the art to make or use the present application. Various modifications to these aspects will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other aspects without departing from the scope of the application. Thus, the present application is not intended to be limited to the aspects shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.
The foregoing description has been presented for purposes of illustration and description. Furthermore, this description is not intended to limit embodiments of the application to the form disclosed herein. Although a number of example aspects and embodiments have been discussed above, a person of ordinary skill in the art will recognize certain variations, modifications, alterations, additions, and subcombinations thereof.

Claims (10)

1. A method of vehicle driving assistance during a yellow light at an intersection, the method comprising the steps of:
acquiring current running information of a vehicle and intersection road information which the vehicle needs to pass through, wherein the intersection road information comprises intersection lane information and intersection signal control information;
Configuring a decision area model of a vehicle according to the current driving position of the vehicle at an entrance road of an intersection, wherein the decision area model comprises a plurality of groups of decision areas;
Acquiring boundaries of the multiple groups of decision areas, and judging the position of a decision area where the vehicle is located when the yellow lamp at the intersection is lighted;
determining a driving strategy according to the position of a certain decision area where the vehicle is located and the current running information of the vehicle, and outputting the driving strategy to a vehicle-mounted control terminal and/or a driver;
the multiple sets of decision regions include: a traffic decision area, a yellow light dilemma area and a braking decision area;
The yellow lamp is turned on as the starting time, and the distance between the vehicle and the stop line of the intersection is set as S; the traffic decision area, yellow light dilemma area and braking decision area judging rules are as follows:
When S is more than or equal to S H and S is more than S F-S0-LV, the vehicle is positioned in a braking decision area;
When S is less than or equal to S F-S0-LV, the vehicle is positioned in a traffic decision area;
when S F-S0-LV<S<SH, the vehicle is positioned in a yellow light dilemma area;
Wherein S H denotes a vehicle stopping distance, which is a sum of a reaction distance and a braking distance of the vehicle; s F represents the maximum distance that the vehicle can travel before the point of conflict; s 0 is expressed as the distance between the entrance road stop line of the direction intersection where the vehicle is located in the intersection and the direction conflict point of the vehicle in the next conflict phase; l V denotes a body length of the vehicle.
2. A method of vehicle driving assistance during a yellow light of an intersection as defined in claim 1, wherein said driving strategy comprises:
When the vehicle is on in the yellow light signal, and is positioned in the traffic decision area, the vehicle is determined to pass through the intersection at a constant speed or acceleration at the current speed.
3. A method of vehicle driving assistance during a yellow light of an intersection as defined in claim 1, wherein said driving strategy comprises:
When the vehicle is on in the yellow light signal, if the vehicle is in the braking decision area or the yellow light dilemma area, determining that the vehicle cannot pass through the intersection at a constant speed at the current speed;
judging whether the current running state of the vehicle accords with an acceleration passing condition, if so, determining an acceleration driving strategy; the accelerating driving strategy comprises prompting the maximum speed limit of the intersection road and the estimated time of the vehicle falling into traffic conflict;
If not, determining a deceleration driving strategy.
4. A method of vehicle driving assistance during a yellow light of an intersection as defined in claim 3, wherein said acceleration driving strategy further comprises: and acquiring the position of the vehicle in the current traffic flow queue, and prompting the vehicle to change lanes when the vehicle is not the head vehicle in the traffic flow queue.
5. A method of vehicle driving assistance during a yellow light of an intersection as claimed in claim 3, wherein said driving strategy comprises:
Acquiring the position of the vehicle in a current traffic queue, and when the vehicle is not the head vehicle in the traffic queue;
Judging whether the front vehicle meets the acceleration passing condition and the safe following condition at the same time; if yes, accelerating the vehicle to pass through the intersection along with the front vehicle;
If not, judging whether the current running information of the vehicle accords with the lane change acceleration passing condition;
If yes, determining a lane change acceleration passing strategy; if not, determining a deceleration parking strategy.
6. The method of vehicle driving assistance during a yellow light of an intersection of claim 5, wherein the driving strategy comprises:
If the current lane cannot meet the condition that the vehicle passes through the intersection, and the adjacent lane cannot meet the condition that the vehicle passes through the intersection, determining that the vehicle is in deceleration parking in the current lane.
7. A vehicle driving assistance system during a yellow light of an intersection, the system comprising:
The data acquisition module is used for acquiring current running information of the vehicle and intersection road information which the vehicle needs to pass through, wherein the intersection road information comprises intersection lane information and intersection signal control information;
The model configuration module is used for configuring a decision area model where the vehicle is currently located according to the running position of the vehicle at the entrance of the intersection, and the decision area model comprises a plurality of groups of decision areas;
The position judging module is used for acquiring boundaries of the multiple groups of decision areas and judging the position of a decision area where the vehicle is located when the yellow lamp at the intersection is lighted;
The strategy output module is used for determining a driving strategy according to the position of a certain decision area where the vehicle is and the current running information of the vehicle, and outputting the driving strategy to a vehicle control terminal and/or a driver;
the multiple sets of decision regions include: a traffic decision area, a yellow light dilemma area and a braking decision area;
The yellow lamp is turned on as the starting time, and the distance between the vehicle and the stop line of the intersection is set as S; the traffic decision area, yellow light dilemma area and braking decision area judging rules are as follows:
When S is more than or equal to S H and S is more than S F-S0-LV, the vehicle is positioned in a braking decision area;
When S is less than or equal to S F-S0-LV, the vehicle is positioned in a traffic decision area;
when S F-S0-LV<S<SH, the vehicle is positioned in a yellow light dilemma area;
Wherein S H denotes a vehicle stopping distance, which is a sum of a reaction distance and a braking distance of the vehicle; s F represents the maximum distance that the vehicle can travel before the point of conflict; s 0 is expressed as the distance between the entrance road stop line of the direction intersection where the vehicle is located in the intersection and the direction conflict point of the vehicle in the next conflict phase; l V denotes a body length of the vehicle.
8. The system of claim 7, wherein the strategic output module comprises a first output module and a second output module;
The first output module is used for determining that the vehicle is positioned in a traffic decision area when the vehicle is started up by a yellow light signal, and determining that the vehicle passes through an intersection at a constant speed at the current speed;
and the second output module is used for determining that the vehicle is positioned in a braking decision area or a yellow light dilemma area when the vehicle is started up by the yellow light signal, and determining that the vehicle cannot pass through the intersection at a constant speed at the current speed.
9. An electronic device comprising a processor, an input device, an output device and a memory, the processor, the input device, the output device and the memory being connected in sequence, the memory being for storing a computer program comprising program instructions, the processor being configured to invoke the program instructions to perform the method of any of claims 1-6.
10. A readable storage medium, characterized in that the storage medium stores a computer program comprising program instructions which, when executed by a processor, cause the processor to perform the method of any of claims 1-6.
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