CN115148048A

CN115148048A - Blind area intersection supporting method and system using V2V communication

Info

Publication number: CN115148048A
Application number: CN202110347706.5A
Authority: CN
Inventors: 周碧云
Original assignee: Bayerische Motoren Werke AG
Current assignee: Bayerische Motoren Werke AG
Priority date: 2021-03-31
Filing date: 2021-03-31
Publication date: 2022-10-04

Abstract

The invention provides a blind area intersection supporting method and a system using V2V communication, wherein the method comprises the following steps: receiving own vehicle information INDV from other automobiles and obstacle detection sensor information ODSI through V2V communication, the ODSI indicating whether an obstacle exists in front of the other automobiles; performing blind area intersection judgment based on the INDV and the ODSI; and providing a blind area intersection warning to the user in response to determining that there is a collision risk.

Description

Blind zone intersection supporting method and system using V2V communication

Technical Field

The invention relates to the technical field of road traffic safety, in particular to a blind area intersection supporting method and system using V2V communication.

Background

In recent years, with the development of the automobile industry, the total keeping quantity of automobiles is increasing, so that the traffic flow on the road surface is also greatly increased. When a driver of an automobile drives a vehicle to perform a lane change, a turn, or the like, the driver needs to observe the vehicle through a rearview mirror. However, the rear view mirror has a blind zone of vision, thereby causing a traffic accident. For the problem of the blind area of the visual field, safety auxiliary systems such as a blind area monitoring system, a lane changing auxiliary system and a doubling auxiliary system have been developed and widely applied to automobiles. Such systems monitor the presence of vehicles, pedestrians or other objects in the blind zone through additional sensors (infrared, radar or camera) and, if so, issue a prompt (e.g., via a blind spot light on the rear view mirror, an audible alarm, etc.) to alert the driver.

However, such blind area detection is only directed to the field of view blind area of the rear view mirror, and other types of blind areas exist in real environments. For example, at the corners of a street, the driver's view may be obscured by buildings or trees and not be able to see if another vehicle is approaching in the vertical direction. Similarly, vehicles parked at the roadside at the doorway of a cell/factory floor can also cause blind spots. Such blind visual field areas can only be used for observing road conditions through convex mirrors arranged at intersections. If no convex mirror is provided, the driver can only look after slowly probing out at a very slow speed, however this may still be unsafe and road passing efficiency is severely affected because of the slow speed of the vehicle.

With the development of 5G and intelligent networking automobile technology, a solution of a blind area intersection support system based on V2V communication is provided for the vision blind area. Two vehicles equipped with an on-board unit OBU for V2V communication (hereinafter, referred to as "OBU vehicles") can inform each other of their positions and traveling speeds, directions, and the like, so that the blind zone junction support system can calculate whether the two vehicles are to be joined, and if so, the system can prompt the driver, and if not, the driver can normally travel. However, this solution has a problem in that the system is designed in an ideal environment in which all vehicles are equipped with V2V communication, and detection and warning cannot be performed for vehicles not equipped with V2V communication (hereinafter referred to as "non-OBU vehicles").

Accordingly, it is desirable to provide an improved blind zone junction support system that can function effectively in an environment where both OBU and non-OBU vehicles are present.

Disclosure of Invention

This summary is provided to introduce a selection of concepts in a simplified form that are further described below in the detailed description. This summary is not intended to identify key features or essential features of the claimed subject matter, nor is it intended to be used as an aid in determining the scope of the claimed subject matter.

In view of the above problems, according to an aspect of the present invention, there is provided a blind spot junction support method for an automobile, the method including:

receiving own vehicle information INDV from other automobiles and obstacle detection sensor information ODSI through V2V communication, the ODSI indicating whether an obstacle exists in front of the other automobiles;

performing blind area intersection judgment based on the INDV and the ODSI; and

and responding to the judgment that the collision risk exists, and providing a blind area intersection warning for the user.

According to a further embodiment of the invention, the method further comprises:

acquiring traffic flow information within a certain range near the current position of the automobile; and

when the traffic flow within the range is lower than a first threshold indicating that the current traffic flow is low, the blind area intersection determination is made using only the INDV.

According to a further embodiment of the invention, the traffic flow information is measured in real time by road side units arranged within the range.

According to a further embodiment of the invention, the first threshold is 300 vehicles/hour.

obtaining OBU vehicle permeability information; and

and when the OBU vehicle permeability is lower than a second threshold value indicating that the OBU vehicle permeability is low, only using the INDV to perform blind zone intersection judgment.

According to a further embodiment of the invention, the OBU vehicle permeability is calculated by an overall vehicle information capture probability mean, MEVIAP, and the MEVIAP is calculated by:

the method comprises the steps that a flow measurement vehicle judges whether information of all vehicles in a V2V communication range of the flow measurement vehicle can be captured or not at regular time; and

and calculating the probability of successfully capturing all the vehicle information in the full time period.

According to a further embodiment of the present invention, the periodically determining by the flow measurement vehicle whether information of all vehicles within the V2V communication range of the flow measurement vehicle can be captured further comprises:

for each vehicle within the V2V communication range of the flow measurement vehicle, it is determined that the vehicle can be captured at the current measurement timing as long as the vehicle can be captured at least once in the past several measurement timings.

According to a further embodiment of the invention, the second threshold is 50%.

According to a further embodiment of the invention, said OBU vehicle permeability information is obtained from an interconnection platform or a road side unit.

According to another aspect of the present invention, there is provided a blind area intersection support system including:

an information acquisition module configured to receive own vehicle information INDV transmitted by other automobiles through V2V communication and obstacle detection sensor information ODSI indicating whether an obstacle exists in front of the other automobiles;

a blind zone intersection determination module configured to perform a blind zone intersection determination based on the INDV and the ODSI; and

a warning module configured to provide a blind zone intersection warning to a user in response to determining that there is a risk of collision.

According to still another aspect of the present invention, there is provided an automobile including:

the V2V communication module is used for carrying out V2V communication with other automobiles; and

the blind zone intersection support system according to the present invention.

According to a further embodiment of the invention, the vehicle further comprises:

a sensor configured to detect an obstacle in front of the automobile.

According to a further embodiment of the invention, the automobile further comprises:

a V2I communication module for receiving traffic flow information from a roadside unit within a range near the roadside unit, and

when the traffic flow in the range is lower than a first threshold value indicating that the current traffic flow is low flow, the sensor does not detect an obstacle in front of the automobile, and the V2V communication module only sends the INDV to supply other automobiles to perform blind area intersection judgment.

According to a further embodiment of the invention, the V2I communication module is further configured to obtain OBU vehicle permeability information, and

when the OBU vehicle permeability is lower than the second threshold value indicating that the OBU vehicle permeability is low permeability, the sensor does not detect the barrier in front of the automobile, and the V2V communication module only sends the INDV supplies other automobiles to carry out blind area intersection judgment.

According to a further embodiment of the present invention, when the traffic flow is between 300-600 vehicles/hour and the OBU vehicle permeability is between 30% -60%, the V2V communication module sends the INDV and the ODSI for other cars to make blind spot crossing judgment.

In view of the problems in the prior art, the present invention provides a blind zone intersection supporting system using V2V communication, which has at least the following advantages:

1. the front obstacle detection is carried out through the OBU vehicle, and the blind area intersection collision risk judgment is carried out based on the INDV and the ODSI, so that the missed detection risk of the non-OBU vehicle is reduced, and the overall safety and reliability of the system are improved; and

2. the blind area intersection supporting system can be suitable for the real environment in which the OBU vehicle and the non-OBU vehicle are mixed, and the reliability of detection is obviously improved under the conditions of traffic flow and OBU vehicle permeability within a certain range.

These and other features and advantages will become apparent upon reading the following detailed description and upon reference to the accompanying drawings. It is to be understood that both the foregoing general description and the following detailed description are explanatory only and are not restrictive of aspects as claimed.

Drawings

So that the manner in which the above recited features of the present invention can be understood in detail, a more particular description of the invention, briefly summarized above, may be had by reference to embodiments, some of which are illustrated in the appended drawings. It is to be noted, however, that the appended drawings illustrate only some typical aspects of this invention and are therefore not to be considered limiting of its scope, for the description may admit to other equally effective aspects.

Fig. 1 is a schematic diagram depicting an application scenario of a blind zone junction support system according to an embodiment of the present invention.

Fig. 2 is a schematic diagram depicting an application scenario of a blind spot junction support system according to another embodiment of the present invention.

FIG. 3 depicts an example process for calculating OBU vehicle penetration by an all vehicle information capture probability mean MEVIAP.

FIG. 4 illustrates an example distribution of selections for a blind spot junction support system to judge using a combination of OSDI and INDV, and using INDV alone.

FIG. 5 is an exemplary flowchart of a blind spot junction support method for an automobile according to one embodiment of the present invention.

FIG. 6 is an exemplary block diagram of a blind zone junction support system in accordance with one embodiment of the present invention.

FIG. 7 is an exemplary block diagram of an automobile in accordance with one embodiment of the invention.

Detailed Description

The present invention will be described in detail below with reference to the attached drawings, and the features of the present invention will be further apparent from the following detailed description.

Fig. 1 is a schematic diagram depicting an application scenario of a blind spot junction support system according to an embodiment of the present invention. As shown in fig. 1, the intersection is a common scenario in which branches merge into a main road. At this time, it is assumed that an OBU vehicle (vehicle U) equipped with an on-board unit is traveling along the right lane of the branch road to the approach intersection, and may be parking-observed after the stop line according to the regulations. Ideally, the driver of the vehicle U can visually observe the traffic flow in the incoming direction (right lane) of the main road, and turn right to enter the main road while ensuring safety. It will be appreciated that the vehicle U may also want to turn left, which may require further observation of the flow of traffic in the reverse lane of the main road. For convenience of description, it is assumed in this example that the vehicle U is ready to turn right.

As mentioned above, in some cases, the driver of the vehicle U may not observe the complete vehicle coming situation, such as the vision is blocked, the weather condition is bad, the street lamp is dim or missing, etc., or the driver may make a wrong prediction on the distance and the speed of the vehicle coming from the vehicle due to the situations, so that the driver makes a wrong decision to turn the vehicle U to the right into the main road at a wrong time, and the vehicle coming from the main road needs to be braked, avoided, or even collided.

The blind zone intersection support system based on the V2V communication in the prior art is designed to solve the problem. For example, as shown in fig. 1, the vehicle a and the vehicle C on the main road are OBU vehicles like the vehicle U, and therefore the vehicle a and the vehicle C broadcast information of their own position, vehicle speed, traveling direction, and the like (hereinafter, collectively referred to as "own vehicle information", INDV) within the communication distance of V2V, and thus when the distance between the vehicle a and the vehicle C and the vehicle U is shortened to within the communication distance of V2V, the vehicle U becomes aware of the existence of the vehicle a and the vehicle C one after another. The blind zone intersection support system on the vehicle U determines whether there is a vehicle in the blind zone and whether there is a collision risk based on the received information about other vehicles. For example, when the blind area intersection support system of the vehicle U judges that there is no vehicle in the incoming direction at this time, the system is safe and does not give a warning; when the self vehicle information of the vehicle A is received and the information such as the position, the speed, the direction and the like of the vehicle A is combined, the fact that the vehicle U does not have collision risk when turning right at the moment is judged (for example, the vehicle A is far away from the intersection, the time required for driving to the intersection at the current speed is enough for the vehicle U to complete the turning right and acceleration, and collision cannot be caused), and then the system does not give a warning; however, when it is determined that there is a collision risk in the right turn of the vehicle U based on the own vehicle information of the vehicle a, a warning is issued to remind the driver not to make a right turn until the collision risk comes into contact.

However, as mentioned earlier, a problem with this system is that not every car is an OBU vehicle, e.g. in the example of fig. 1, vehicle B, which is located between vehicle a and vehicle C, is a non-OBU vehicle. The existing blind area intersection support system may judge that there is a window for the vehicle U to turn right between the vehicle a and the vehicle C after knowing the information of the vehicle a and the vehicle C, and thus temporarily remove the blind area warning after the vehicle a passes by, at this time, if the driver turns right about the driving vehicle U, there is a risk of collision with the vehicle B.

In order to solve the problem, the blind zone intersection support system requires each OBU vehicle to further report Obstacle Detection Sensor Information ODSI (Obstacle Detection Sensor Information) in addition to broadcasting its own vehicle Information. As a basic example, the obstacle detection sensor information ODSI indicates whether there is an obstacle, such as an automobile, in front of the vehicle. Returning to the example of FIG. 1, both vehicle A and vehicle C contain sensors for detecting obstacles in front of the vehicle, including but not limited to radar, lidar, cameras, and the like. At this time, there is no obstacle ahead of the vehicle a, and the vehicle C detects the presence of the vehicle B. Therefore, when the V2V broadcast is performed, the broadcast information of the vehicle C includes the obstacle detection sensor information ODSI that reports the presence of the vehicle B in addition to the original vehicle information INDV. Thus, the blind zone intersection support system of the vehicle U will know the information of the vehicle B, and thus will not generate an erroneous blind zone detection result.

Fig. 2 is a schematic diagram depicting an application scenario of a blind spot junction support system according to another embodiment of the present invention. The improved blind zone junction support system described in fig. 1 can be effectively applied to road conditions where OBU vehicles and non-OBU vehicles are mixed, and in particular, detection of non-OBU vehicles can be solved through ODSI. However, obstacle detection requires not only relevant sensors, but also considerable computing power to process these sensors. Therefore, although the effect of using ODSI as an aid is theoretically at least not lower than the original mode using INDV only, if the effect of using ODSI information is not clearly different from the effect of not using ODSI information in some scenarios, switching the blind spot convergence support system back to the mode using INDV information only will save the overall resource consumption.

The effect of using ODSI information in combination with INDV information has been studied in relation to traffic flow and OBU permeability within an area.

The traffic flow refers to the density of traffic in an area per unit time. For example, as shown in fig. 2, within a certain distance range (e.g., 200-250 meters) from the intersection of the main road, the traffic density can be detected by a sensor, for example, by a monitoring camera, an in-ground sensor, or the like, and the unit of the traffic density can be unified into "vehicle/hour". The larger the value is, the larger the current traffic flow is, and the smaller the current traffic flow is. It will be appreciated that when the traffic flow is large, the vehicle speed is typically relatively slow with a small separation between the leading and trailing vehicles, and when the traffic flow is small, the vehicle speed is typically relatively fast with a large separation between the leading and trailing vehicles. For the application scenario that the blind zone intersection supports, it is easy to understand that when the current interval of the rear vehicles is small, the risk of missed detection of the original mode only depending on the INDV information is high. For example, vehicle B is more likely to be blocked by vehicle a when vehicle a and vehicle B are spaced less apart, particularly when vehicle a is a large vehicle (e.g., a heavy truck, a work truck, a bus, etc.) and vehicle B is a small vehicle. In contrast, when the vehicle a and the vehicle B are widely spaced, the vehicle B is not easily blocked by the vehicle a, and therefore the driver has a high probability of being able to see the vehicle B.

OBU permeability refers to the proportion of all vehicles that an OBU vehicle occupies over a range of areas. It will be appreciated that when the permeability is very high, say close to 100%, the effect of using OSDI is less different than without OSDI, since almost all vehicles are OBU vehicles, which is very close to the ideal design of the existing blind spot junction support system, i.e. the location of the relevant vehicle can be detected using only INDV information. On the other hand, when the permeability is low, for example less than 30%, in which case most vehicles are non-OBU vehicles, the vehicle situation cannot be accurately or reliably reflected even if OSDI is used. For example, assuming that only the vehicle C among the vehicles a, B, and C in fig. 2 is an OBU vehicle, even if the vehicle C reports the vehicle B, it is impossible to report the vehicle a, and for example, if only the vehicle a is an OBU vehicle, it is impossible to report both the vehicle B and the vehicle C behind. Thus, at lower permeabilities, neither OSDI nor INDV alone provides reliable detection and therefore the effect is less different. Thus, it can be appreciated that the enhancement of prediction accuracy using OSDI is relatively more pronounced when the permeability is within a certain range of proportions (e.g., 30% -60%).

OBU permeability is not readily available compared to traffic flow. One way that can be envisaged is to use the RSU and/or other sensors to count the total number of vehicles in the measurement area on the one hand and the total number of vehicles in which the RSU can be communicatively interfaced (i.e. OBU vehicles) on the other hand, the proportion of OBU vehicles in all vehicles being regarded as OBU permeability. Alternatively, the indirect estimation may be performed by the overall Vehicle Information capture Probability Mean MEVIAP (Mean of all Vehicle Information acquisition availability). As one example, MEVIAP may be calculated in the following manner.

1. The flow measurement vehicle (hereinafter referred to as "measurement vehicle") can periodically determine whether information of all vehicles in the V2V communication range can be captured, and if so, the information is recorded as success. As an example, in order to avoid the interference of accidental factors, assuming that the vehicle U is periodically judged at a certain timing step, the judgment can be comprehensively judged by the detection results of several past timing steps. Fig. 3 depicts the decision process of this example. For example, assuming that the current timing step is K, for all vehicles in the V2V communication range of the vehicle U, the measuring vehicle is considered to be able to capture the vehicle as long as it has at least one measured vehicle capture (i.e., can obtain its vehicle information through V2V communication) in the time range from the timing step K-N to the current timing step K, where N may be any natural number, and preferably, N =2. Thus, as shown in fig. 4, it is assumed that there are 4 vehicles, respectively vehicle 1-vehicle 4, within the V2V communication range of the vehicle U. In the three detections of the timing steps K-2 to K, the vehicles 1 to 4 are all captured more than 1 time (denoted as "T"), and by the or operation, it can be considered that the vehicles 1 to 4 are all captured (denoted as "T"), and then the captured results of the respective vehicles are subjected to the and operation as the overall vehicle information capture result (also denoted as "T") of the current timing step K. Similarly, if one or more vehicles are not captured in the V2V communication range in a certain time range, the capturing result of the vehicle is "F", and after the and operation, the entire vehicle information capturing result of the timing step is also "F".

2. And calculating the probability of successfully capturing all the vehicle information in the full time period. Through the last step, all vehicle information capturing results at each timing step can be obtained and recorded, and the average value MEVIAP of all vehicle information capturing probabilities can be obtained by dividing the number of results "T" by the total number of all probed timing steps.

In view of the above two aspects, fig. 4 shows an example selection distribution in which the blind spot intersection support system uses a combination of OSDI and INDV and uses only INDV for judgment, in consideration of both environmental parameters, i.e., traffic flow and OBU permeability. In the example of fig. 4, when the traffic flow is less than 300 vehicles/hour, the blind spot convergence judgment is made using only INDV. And when the traffic flow is higher than 300 vehicles per hour, further judging the OBU permeability, and when the OBU permeability is higher than 30%, performing blind area intersection judgment by adopting a mode of combining INDV and ODSI. Furthermore, as mentioned earlier, although the combination of INDV and ODSI may be used when the traffic flow is above 300 vehicles/hour and the OBU permeability is above 30%, the effect is more pronounced in areas where both traffic flow and OBU permeability are moderate, such as between 300-600 vehicles/hour and between 30% -60% in this example, as compared to the use of INDV alone. It is to be understood that the specific values mentioned above are merely examples, and that different selection thresholds may exist for different road segments, different regions, different time periods, and the like.

FIG. 5 is an exemplary flow diagram of a blind spot junction support method 500 for an automobile according to one embodiment of the invention. As shown in fig. 5, the method 500 begins at step 502 by receiving, via V2V communication, own-vehicle information INDV from another automobile and obstacle-detecting sensor information ODSI indicating whether an obstacle, such as another vehicle, is present in front of the automobile.

In step 504, a blind zone convergence determination is made based on the received INDV and ODSI. The process of blind zone convergence judgment is similar to that of using INDV only originally, but the additional ODSI information further improves the detection of non-OBU vehicles and enhances the overall reliability.

At step 506, in response to determining that there is a risk of collision, a blind zone intersection alert is provided to the user. For example, the system may determine whether the vehicle is at risk of collision if the vehicle is currently entering the intersection by using information such as the position and speed of the vehicle on the intersection lane.

As previously mentioned, in an alternative embodiment, traffic flow information within a certain range around the current position of the car may be further acquired, and when the traffic flow is lower than a first threshold (e.g., 300 vehicles/hour) indicating that the current traffic flow is low, the blind spot junction determination may be made using only INDV. As one example, this traffic flow information may be measured in real time by roadside units and/or other sensors disposed within the vicinity of the intersection.

Additionally, in yet another alternative embodiment, OBU vehicle permeability information may be further obtained, and when OBU vehicle permeability is below a second threshold (e.g., 50%) indicating OBU vehicle permeability is low, blind zone junction determinations may still be made using only INDV. OBU vehicle permeability as described above, may be calculated, for example, by statistically measuring the percentage of OBU vehicles in the area among all vehicles, or indirectly estimated by the total vehicle information capture probability mean MEVIAP. This OBU vehicle permeability information may be obtained from a cloud platform, official platform or roadside unit associated with the automobile, or may be preset and periodically updated at the time of vehicle manufacture.

FIG. 6 is an exemplary block diagram of a blind spot junction support system 600 according to one embodiment of the invention. As shown in fig. 6, the blind zone intersection support system 600 may include an information obtaining module 602, a blind zone intersection judging module 604, and an alert module 606. The information acquisition module 602 may be configured to receive the own vehicle information INDV transmitted by the other automobile through V2V communication and the obstacle detection sensor information ODSI indicating whether there is an obstacle in front of the other automobile. The blind zone intersection determination module 604 may be configured to make a blind zone intersection determination based on the INDV and the ODSI. The alert module 606 may be configured to provide a blind spot junction alert to a user in response to determining that there is a risk of collision.

Fig. 7 is an exemplary block diagram of an automobile 700 according to one embodiment of the invention. As shown in fig. 7, the automobile 700 may include a V2V communication module 702 for V2V communication with other automobiles, and the blind spot junction support system 600 depicted in fig. 6. It is understood that the automobile 700 is an OBU vehicle with V2V communication capability, and the identity of the OBU vehicle may be not only the vehicle U in fig. 1 and 2, which is performing blind zone junction detection on the branch road, but also any OBU vehicle traveling in the main road. Accordingly, the automobile 700 may further include a sensor 704 for detecting an obstacle in front of the automobile to provide obstacle detection sensor information ODSI. The sensor 704 may include, but is not limited to, a radar, lidar, camera, or other suitable sensing device.

In addition, the automobile 700 may further include a V2I communication module 706, configured to receive traffic flow information in a certain range nearby from the roadside unit, and when the traffic flow in the range is lower than a first threshold (e.g., 300 vehicles/hour) indicating that the current traffic flow is low, the sensor 704 may not work to save resources, and at this time, the V2I communication module 702 only sends INDV for other automobiles to perform blind spot crossing determination. The V2I communication module may further acquire OBU vehicle permeability information. Similarly, the sensor 704 may be deactivated when the OBU vehicle permeability is below a second threshold (e.g., 50%) indicating the OBU vehicle permeability is low. As an alternative embodiment, the sensor 704 may be operated only when the traffic flow is between 300-600 vehicles/hour and the OBU vehicle permeability is between 30% -60%, and accordingly, the V2V communication module 702 may send INDV and ODSI for other vehicles to perform blind spot crossing judgment.

What has been described above includes examples of aspects of the claimed subject matter. It is, of course, not possible to describe every conceivable combination of components or methodologies for purposes of describing the claimed subject matter, but one of ordinary skill in the art may recognize that many further combinations and permutations of the claimed subject matter are possible. Accordingly, the disclosed subject matter is intended to embrace all such alterations, modifications and variations that fall within the spirit and scope of the appended claims.

Claims

1. A blind spot junction support method for an automobile, the method comprising:

performing blind area intersection judgment based on the INDV and the ODSI; and

2. The method of claim 1, wherein the method further comprises:

3. The method of claim 2, wherein the traffic flow information is measured in real time by roadside units disposed within the range.

4. The method of claim 2, wherein the first threshold is 300 vehicles/hour.

5. The method of claim 2, wherein the method further comprises:

obtaining OBU vehicle permeability information; and

6. The method of claim 5, wherein the OBU vehicle permeability is calculated by an all vehicle information capture probability mean MEVIAP, and the MEVIAP is calculated by:

7. The method of claim 6, wherein periodically determining whether information can be captured for all vehicles within a V2V communication range of a flow measurement vehicle further comprises:

8. The method of claim 5, wherein the second threshold is 50%.

9. The method of claim 5, wherein the OBU vehicle permeability information is obtained from an interconnect platform or a roadside unit.

10. A blind zone junction support system, the system comprising:

an information acquisition module configured to receive own vehicle information INDV transmitted by other automobiles through V2V communication and obstacle detection sensor information ODSI indicating whether there is an obstacle in front of the other automobiles;

a warning module configured to provide a blind zone intersection warning to a user in response to determining that there is a collision risk.

11. An automobile, comprising:

the blind zone intersection support system of claim 10.

12. The automobile of claim 11, further comprising:

a sensor configured to detect an obstacle in front of the automobile.

13. The automobile of claim 12, further comprising:

a V2I communication module for receiving traffic flow information from the road side unit within a certain range near the road side unit, and

when the traffic flow in the scope is lower than the first threshold value that indicates current traffic flow is low flow, the sensor does not detect the barrier in front of the car to V2V communication module only sends INDV supplies other cars to carry out the blind area and joins and judge.

14. The automobile of claim 13, wherein the V2I communication module is further configured to obtain OBU vehicle permeability information, and

15. The car of claim 14, wherein when the traffic flow is between 300-600 vehicles/hour and the OBU vehicle permeability is between 30% -60%, the V2V communication module sends the INDV and the ODSI for other cars to make blind spot junction judgment.