CN115171413B - Control method and system for shielding scene of traffic light based on vehicle road sensing fusion technology - Google Patents
Control method and system for shielding scene of traffic light based on vehicle road sensing fusion technology Download PDFInfo
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- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/09—Arrangements for giving variable traffic instructions
- G08G1/0962—Arrangements for giving variable traffic instructions having an indicator mounted inside the vehicle, e.g. giving voice messages
- G08G1/0967—Systems involving transmission of highway information, e.g. weather, speed limits
- G08G1/096708—Systems involving transmission of highway information, e.g. weather, speed limits where the received information might be used to generate an automatic action on the vehicle control
- G08G1/096725—Systems involving transmission of highway information, e.g. weather, speed limits where the received information might be used to generate an automatic action on the vehicle control where the received information generates an automatic action on the vehicle control
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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, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
- B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
- B60W30/09—Taking automatic action to avoid collision, e.g. braking and steering
-
- 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, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
- B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
- B60W30/095—Predicting travel path or likelihood of collision
- B60W30/0956—Predicting travel path or likelihood of collision the prediction being responsive to traffic or environmental parameters
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- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/09—Arrangements for giving variable traffic instructions
- G08G1/0962—Arrangements for giving variable traffic instructions having an indicator mounted inside the vehicle, e.g. giving voice messages
- G08G1/0967—Systems involving transmission of highway information, e.g. weather, speed limits
- G08G1/096766—Systems involving transmission of highway information, e.g. weather, speed limits where the system is characterised by the origin of the information transmission
- G08G1/096783—Systems involving transmission of highway information, e.g. weather, speed limits where the system is characterised by the origin of the information transmission where the origin of the information is a roadside individual element
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
Abstract
The invention relates to the technical field of automatic driving, in particular to a control method and a system for shielding a scene of a traffic light based on a vehicle road sensing fusion technology, which realize the fusion of vehicle-mounted sensing and road side sensing information through a V2V technology, acquire front traffic light information so that a vehicle can pre-judge braking measures of the front shielding vehicle in advance, pre-warn, slow and stop the vehicle, and improve driving experience of a user while avoiding accidents and improving passing efficiency; judging a scene in which a traffic light at an intersection is blocked and a scene under the condition; the control decision function considers comfort, safety and collision avoidance, and is suitable for application of ADAS and automatic driving systems; and by using the sensing information, a braking pre-control strategy is applied, so that the reaction speed of the system is improved, the braking time delay is reduced, and the collision avoidance performance is improved.
Description
Technical Field
The invention relates to the technical field of automatic driving, in particular to a control method and a system for a traffic light shielding scene based on a vehicle road sensing fusion technology.
Background
According to the automobile sales volume statistics of 1-10 months in 2020, the total sales volume of 1-10 months intelligent network-connected passenger cars (L2 level) is 225.6 ten thousand, and the total sales volume of the passenger cars is 14.6%, so that the wide preassembly of the intelligent driving system provides reliable guarantee for driving safety. However, aiming at a high-incidence area of traffic accidents, particularly at an intersection, in an environment where the front part is shielded, the intelligent driving system of a bicycle is limited by the view angle limitation of a sensor, the necessary risk of being shielded cannot be identified, and a higher accident occurrence rate exists, as shown in fig. 1, at the intersection, the state of a front traffic light cannot be accurately identified due to the shielding of a front bus signal by a main bus SV, so that necessary deceleration or braking action is adopted, and the collision risk caused by the front shielding of a red bus brake is avoided.
The integration of automatic driving, road and intelligent city networking is a current development trend across industries. The technical development and maturation of the intelligent "+" networking "+" big data "cloud platform are the technical foundation and guarantee for realizing the intelligent automobile +".
The intelligent driving technology is one of the core technical fields of intelligent network-connected automobiles. Wherein, the environmental awareness and control decision is the core technical bottleneck of the intelligent driving system. At present, in the technical field of intelligent driving, the system environment perception capability is far immature, is a bottleneck in a technical bottleneck, and is also a key constraint factor for realizing intelligent driving. The bicycle sensing (vehicle-mounted sensor) and the bicycle-road cooperation (V2X) have limitations, and the combination of the bicycle sensing (vehicle-mounted sensor) and the bicycle-road cooperation (V2X) can realize breakthrough and leap of the intelligent sensing technology, so that the intelligent driving system is the most feasible system solution, the technical route and the direction at present. That is, the environment sensing capability of intelligent driving energy of the automobile is realized, and the sensing capability of the automobile is greatly enhanced by the fusion of the vehicle-mounted sensor and the vehicle-road cooperative information technology, so that the intelligent driving function, performance and safety and reliability of the automobile are greatly enhanced. Meanwhile, after the vehicle-road cooperative application is popularized, the intelligent perception cost of the bicycle can be greatly reduced.
The intelligent network-connected automobile based on the automobile-road cooperation is developed, the intelligent driving technology is realized, and the problem that the scene is super complex and changeable is solved, so that the intelligent network-connected automobile is a long road and a long process. Although the realization of full-automatic driving is a technical development direction of intelligent internet-connected automobiles. However, this is a long-term goal and requires a long path to achieve widespread commercial use. Market demand is a determinant of technological advances and landings. Recently, industry forms consensus, and the problems of traffic safety, traffic jam, traffic efficiency improvement and the like of key dangerous scenes are solved through a V2X technology, so that the method is the first most important market, and is also the problem of the biggest pain point of safe driving in traffic traveling, and the method is the problem to be gradually solved in decades later. That is, solving the driving safety problem of critical dangerous scenes is the most critical goal at present, and promotes the industrialization of technology to land.
ADAS is a typical system driver assistance system for solving driving safety, is also a technical basis for realizing automatic driving, is rapidly developing recently, and has a huge market. However, although ADAS system products have been applied to the market for many years, the technology is still far from mature, and the functions and performances of ADAS are severely limited by the perceptibility of the system. Especially in some special dangerous scenes, the ADAS can not realize an effective collision avoidance function.
Disclosure of Invention
The technical problems to be solved by the invention are as follows: the vehicle-mounted system and the road side perception information are provided for realizing fusion perception, the technical bottleneck of the system in the perception and decision algorithm in some high-risk scenes can be broken through, and the control method and the system for the traffic light shielding scene based on the vehicle road perception fusion technology, which are expanded in functions and enhanced in performances, are developed.
In order to solve the technical problems, the invention adopts the following technical scheme:
a control method for a traffic light shielding scene based on a vehicle road sensing fusion technology comprises the following steps of
Judging whether the vehicle is in a crossing shielding scene or not, if not, driving normally, and if so, executing an event A;
the event A comprises a first sub-scene and a second sub-scene;
the first sub-scene comprises
Judging whether the intersection is green light, if not, executing the event B, if so, judging whether the time TTC of the main vehicle reaching the stop line is matched with the phase of the green light timer, if so, normally running, otherwise, executing the event B;
the event B is used for judging whether the distance of a parking line is smaller than an emergency braking distance, if yes, executing the event C after emergency braking, otherwise judging whether the distance of the parking line is smaller than a mild braking threshold, if yes, executing the event C after mild braking, otherwise judging whether the distance of the parking line is smaller than a pedestrian early warning threshold, if yes, sending out a primary warning and executing the event C, otherwise, running normally;
the event C is that braking is released or early warning is eliminated when a green light is on, and the vehicle normally runs after the event C is executed;
the second sub-scene comprises
Judging whether the distance from the front vehicle is smaller than the emergency braking safety distance, if yes, performing emergency braking and normally running after the risk of the front vehicle is relieved, otherwise judging whether the distance from the front vehicle is smaller than a mild braking threshold, if yes, performing mild braking and normally running after the risk of the front vehicle is relieved, otherwise judging whether the distance from the front vehicle is smaller than a pedestrian early warning threshold, if yes, performing primary warning and normally running after the risk of the front vehicle is relieved, and otherwise normally running.
Preferably, before executing the event a, whether the intersection is a green light is determined, if not, directly executing the event a, if yes, determining whether the green light is within the last 10s, and if the distance from the front vehicle to the stop line is smaller than the trigger threshold of emergency braking, if yes, increasing the distance d from the front vehicle to the stop line by the respective trigger threshold advance of the second sub-scene of the event a TV Otherwise, executing the second sub-scene in the event A.
Preferably, the calculation formula of the TTC of the time for the host vehicle to reach the stop line is as follows
Wherein d rel The distance from the main vehicle to the target vehicle or the stop line is taken as an absolute value; the v is rel The relative running speed of the main vehicle and the target vehicle or the target stop line.
Preferably, the early warning threshold is set to realize safe parking of the host vehicle under the condition of mild deceleration;
the main vehicle is decelerated to a stop under mild brakingTime t of (2) stop The calculation formula of (2) is
Wherein a is SV Acceleration of the main vehicle;
distance d for decelerating the host vehicle to a standstill stop The calculation formula of (2) is
Wherein t is SVD Response time for the primary driver; t is t RBR The lag time is reflected for the host vehicle braking system.
Preferably, the triggering condition of the early warning is that
Judging the distance d between the main vehicle and the target rel <d stop +d pre1 Triggering when the signal lamp changes to a green lamp, and then the early warning is cancelled; said d pre1 And the preset constant value is pre-set for early warning.
Preferably, the mild braking threshold is a distance s from mild braking to slow down to stationary running br ，s br The calculation formula of (2) is
Distance s relative to target when mild braking is activated mbr The calculation formula of (2) is
s mbr ＝S br +v rel *t rbr
Wherein t is rbr Is the response time of the brake.
Preferably, the emergency braking distance D stop The calculation formula of (2) is
Wherein, |a SV |＞0.5g。
Preferably, the determining whether the intersection is in the blocking scene further comprises
The map providing information displays that the host vehicle is near an intersection road or the host vehicle is in an intersection shielding scene according to traffic light information received from the environment sensing system.
Preferably, the emergency braking gives a three-level warning and the mild braking gives a two-level warning;
if the first sub-scene and the second sub-scene of the event A are activated and output simultaneously, selecting a result with higher warning level for output, and selecting a result with stronger braking effect for output.
In order to solve the technical problems, the invention adopts another technical scheme that:
a control system based on a vehicle road sensing fusion technology in a traffic light shielding scene comprises
The road side end is provided with road side sensing equipment and an RSU for realizing communication;
the vehicle-mounted terminal is provided with an OBU and a controller which are communicated with the road side RSU, and the controller executes the control method of the traffic light shielding scene based on the vehicle road sensing fusion technology;
or the vehicle-mounted terminal also comprises other vehicle-mounted terminals, and the vehicle-mounted terminal bracket can be connected through OBU communication.
The invention has the beneficial effects that: the vehicle-mounted sensing and road side sensing (including other vehicles) information are fused through the V2V (or V2I) technology, and the front traffic light information is obtained, so that the vehicles can pre-judge the braking measures of the front shielding vehicles in advance, the vehicle is subjected to early warning, slow braking and braking operation in advance, accidents are avoided, the passing efficiency is improved, and meanwhile, the driving experience of users is improved; judging the scene where the intersection traffic light is blocked (possibly blocked by a front vehicle TV or blocked by a tree) and the situation; the control decision function considers comfort, safety and collision avoidance, and is suitable for application of ADAS and automatic driving systems; and by using the sensing information, a braking pre-control strategy is applied, so that the reaction speed of the system is improved, the braking time delay is reduced, and the collision avoidance performance is improved.
Drawings
FIG. 1 is a view of a control method of a traffic light shielding view based on a vehicle road sensing fusion technique according to an embodiment of the present invention;
FIG. 2 is a control method information interaction diagram of a traffic light shielding scene based on a vehicle road sensing fusion technology according to an embodiment of the invention;
FIG. 3 is a decision diagram of a control method of a traffic light shielding scene based on a vehicle road sensing fusion technology according to an embodiment of the present invention;
fig. 4 is a decision flow chart of a scene where a traffic light is blocked at an intersection of a control method of a traffic light blocking scene based on a vehicle road sensing fusion technology according to an embodiment of the present invention.
Detailed Description
In order to describe the technical contents, the achieved objects and effects of the present invention in detail, the following description will be made with reference to the embodiments in conjunction with the accompanying drawings.
Referring to fig. 1 to 4, a method for controlling a traffic light shielding scene based on a vehicle road sensing fusion technology includes
Judging whether the vehicle is in a crossing shielding scene or not, if not, driving normally, and if so, executing an event A;
the event A comprises a first sub-scene and a second sub-scene;
the first sub-scene comprises
Judging whether the intersection is green light, if not, executing the event B, if so, judging whether the time TTC of the main vehicle reaching the stop line is matched with the phase of the green light timer, if so, normally running, otherwise, executing the event B;
the event B is used for judging whether the distance of a parking line is smaller than an emergency braking distance, if yes, executing the event C after emergency braking, otherwise judging whether the distance of the parking line is smaller than a mild braking threshold, if yes, executing the event C after mild braking, otherwise judging whether the distance of the parking line is smaller than a pedestrian early warning threshold, if yes, sending out a primary warning and executing the event C, otherwise, running normally;
the event C is that braking is released or early warning is eliminated when a green light is on, and the vehicle normally runs after the event C is executed;
the second sub-scene comprises
Judging whether the distance from the front vehicle is smaller than the emergency braking safety distance, if yes, performing emergency braking and normally running after the risk of the front vehicle is relieved, otherwise judging whether the distance from the front vehicle is smaller than a mild braking threshold, if yes, performing mild braking and normally running after the risk of the front vehicle is relieved, otherwise judging whether the distance from the front vehicle is smaller than a pedestrian early warning threshold, if yes, performing primary warning and normally running after the risk of the front vehicle is relieved, and otherwise normally running.
From the above description, the fusion of vehicle-mounted sensing and road side sensing (including other vehicles) information is realized through the V2V (or V2I) technology, and the front traffic light information is obtained, so that the vehicle can pre-judge the braking measures of the front shielding vehicle in advance, and the vehicle is pre-warned, braked and braked in advance, so that accidents are avoided, the traffic efficiency is improved, and meanwhile, the driving experience of a user is improved; judging the scene where the intersection traffic light is blocked (possibly blocked by a front vehicle TV or blocked by a tree) and the situation; the control decision function considers comfort, safety and collision avoidance, and is suitable for application of ADAS and automatic driving systems; and by using the sensing information, a braking pre-control strategy is applied, so that the reaction speed of the system is improved, the braking time delay is reduced, and the collision avoidance performance is improved.
Further, whether the intersection is green light is required to be judged before the event A is executed, if the event A is not executed directly, whether the green light is within the last 10s is judged, and whether the distance from the front vehicle to the stop line is smaller than the trigger threshold value of emergency braking is judged, if the event A is executed, the distance d from the front vehicle to the stop line is increased by the advance of each trigger threshold value of the second sub-scene of the event A TV Otherwise, executing the second sub-scene in the event A.
Further, the calculation formula of the TTC of the time for the host vehicle to reach the stop line is as follows
Wherein d rel The distance from the main vehicle to the target vehicle or the stop line is taken as an absolute value; the v is rel The relative running speed of the main vehicle and the target vehicle or the target stop line.
Further, the early warning threshold is set to enable the host vehicle to safely stop under the condition of mild deceleration;
the main vehicle is decelerated to stop at a time t of mild braking stop The calculation formula of (2) is
Wherein a is SV Acceleration of the main vehicle;
distance d for decelerating the host vehicle to a standstill stop The calculation formula of (2) is
Wherein t is SVD Response time for the primary driver; t is t RBR The lag time is reflected for the host vehicle braking system.
Further, the triggering condition of the early warning is that
Judging the distance d between the main vehicle and the target rel <d stop +d pre1 Triggering when the signal lamp changes to a green lamp, and then the early warning is cancelled; said d pre1 And the preset constant value is pre-set for early warning.
Further, the mild braking threshold is the distance s from the mild braking to the stationary running br ，s br The calculation formula of (2) is
Distance s relative to target when mild braking is activated mbr The calculation formula of (2) is
s mbr ＝s br +v rel *t rbr
Wherein t is rbr Is the response time of the brake.
Further, the emergency braking distance D stop The calculation formula of (2) is
Wherein, |a SV |＞0.5g。
Further, the determining whether the intersection is in the shielding scene further includes
The map providing information displays that the host vehicle is near an intersection road or the host vehicle is in an intersection shielding scene according to traffic light information received from the environment sensing system.
Further, a third-level warning is sent out during emergency braking, and a second-level warning is sent out during mild braking;
if the first sub-scene and the second sub-scene of the event A are activated and output simultaneously, selecting a result with higher warning level for output, and selecting a result with stronger braking effect for output.
Example 1
A control method for a traffic light shielding scene based on a vehicle road sensing fusion technology comprises the following steps of
As shown in fig. 1, under the condition of straight-going at an intersection, aeb+straight-road driving sight is blocked from a scene, the cooperation is enhanced to prevent collision of straight-road forward, the front blocked traffic light is perceived in a perspective manner, and the perception capability of the traffic light at the intersection is not influenced by a large-sized vehicle in front. SV runs through the intersection, and the front TV bus shields traffic lights, so that emergency braking caused by the red lights is avoided.
Straight-through scenes at intersections.
(1) Under the intelligent condition of the bicycle, the system senses the braking and deceleration information of the front bicycle, and actively brakes and decelerates, so that the safety distance is kept or collision is avoided. If the preceding vehicle suddenly makes an emergency braking, the host vehicle then initiates an AEB emergency braking.
(2) Based on the condition of fusion perception with V2X, the system acquires the traffic light information of the shielding area through V2I, if the traffic light information is red light or yellow light, the system can judge in advance and decide, and necessary measures such as alarming, active deceleration or emergency braking are adopted in advance, so that the safety distance between the vehicle and the front vehicle is kept or the collision between the vehicle and the vehicle in front of the vehicle in emergency braking is avoided.
Environmental awareness and condition
The host vehicle SV configures sensing devices such as a vision camera and millimeter wave radar to recognize a front target (vehicle) and a position, and a distance of the front target, and to exercise a speed (and deceleration).
The main vehicle SV is provided with an OBU device (V2X vehicle-mounted information communication device) for realizing V2I real-time communication and information interaction with the road side RSU device.
If the front vehicle TV is equipped with an OBU device, V2V real-time communication and information interaction with the host vehicle SV are realized, and information such as the running speed, braking state, deceleration and the like can be transmitted to the host vehicle SV in real time.
Or the road side end is provided with road side sensing equipment and RSU equipment for realizing V2I communication (refer to FIG. 2, information interaction between the main vehicle SV and the road side end). Roadside awareness can monitor and identify vehicles on the road in real time, as well as their location and status information (e.g., travel speed and deceleration, etc.). The main car SV realizes real-time communication and information interaction with the RSU at the road side end, and the information of the TV is sent to the main car SV in real time.
According to the invention, the SV of the vehicle is in butt joint with the RSU equipment at the road side through the vehicle-mounted OBU equipment and V2X (V2I) communication, and the state information of the traffic light which is blocked by the TV at the front is cooperatively perceived, and then the state information is fused with the vehicle-mounted perception information of the vehicle. On the one hand, the vehicle senses the driving state and distance of the vehicle TV in the immediate front of the vehicle through the self-sensing system, and simultaneously obtains the traffic light state information in time through the perspective sensing capability obtained by the V2X. If the blocked traffic light changes, the system can obtain the information of the blocked traffic light in front in advance before the vehicle senses the deceleration of The Vehicle (TV) in front through the vehicle-mounted sensing equipment, make sensing and judgment on the environment in advance, and make decision in advance to take necessary measures such as alarm, active deceleration or emergency braking. The final objective is to keep the own vehicle SV at a safe travel distance from its immediately preceding vehicle TV, avoiding collisions in case of emergency. To achieve the technical objective of the above system, the following technical content technologies are mainly solved: and V2I real-time communication, predicting the behavior prediction of the front vehicle TV, and simultaneously combining SV perception information to judge the TV behavior and control the SV.
Scene determination
For the intersection occlusion 1 scene, the scene flag may be activated when the following conditions are met, while the intersection occlusion 1 scene is activated to make a relevant decision:
map providing information showing that the vehicle is located near an intersection road;
the vehicle receives traffic light information sent by the RSU from the OBU;
when at least one of the conditions is met, namely the scene in the 'intersection shielding 1' is judged, the scene flag is activated, and the scene manager schedules the execution of the intersection shielding 1 sub-scene to carry out relevant decision judgment.
Situation assessment and decision judgment
The decision flow for the intersection occlusion 1 scene is shown in fig. 3. Firstly, defining an event A, executing Sub-Screen 1 (first Sub-scene) and Sub-Screen 2 (second Sub-scene) decisions at the same time when the event A is satisfied, and finally, performing comprehensive decision judgment. And Sub-Screen 1 is a safety state decision judgment scene of a vehicle from an intersection stop line, and when the vehicle cannot pass through the intersection within a green light range, a driver is reminded or the vehicle is actively controlled to brake in a first early warning, mild braking and emergency braking mode to prevent red light running. Sub-Screen 2 is a safety state decision judgment scene of a target vehicle in front of the vehicle, and with the increase of collision risks of two vehicles, a driver is reminded or the vehicle is actively controlled to brake in a first early warning, mild braking and emergency braking mode to avoid collision with the front vehicle.
For the scene of intersection shielding 1, as shown in fig. 4, firstly, whether the signal lamp is a green lamp is judged, when the signal lamp is a non-green lamp, both the front vehicle and the main vehicle should stop before the stop line under normal conditions, the main vehicle should execute Sub-Screen 2 judgment logic, but the red light running behavior of the front vehicle cannot be eliminated, so the Sub-Screen 1 judgment logic needs to be considered to ensure that the vehicle stops outside the safety line, and the event A is executed. If the green light is the green light, further judging whether the green light is in a countdown state (last 10 s), and if the green light is in a non-countdown state, normally passing both the front vehicle and the main vehicle, but not excluding the front vehicle from sudden braking action caused by unknown reasons such as faults, so that Sub-Screen 2 judgment logic in the event A needs to be executed; if the signal lamp is in a countdown state, the behavior of the front vehicle is fuzzy, because the actions executed when facing the situation are likely to be different for drivers of different driving styles, the driver with driving shock can accelerate to pass, the driver with conservative driving can park for waiting in a large probability, in addition, the sudden braking behavior caused by inaccurate judgment of the driver is not excluded, so that the risk level state of the front vehicle to an intersection needs to be further judged for conservation, when the front vehicle can safely park through sudden braking, the triggering thresholds of all levels in the event A Screen 2 need to be advanced by dTV (the distance from the front vehicle to a stop line) to ensure that the vehicle and the front vehicle avoid collision, and otherwise, excessive intervention should not be carried out on the vehicle. In addition, the host vehicle needs to determine in real time whether or not the host vehicle can pass through the intersection before the green light ends, and therefore, sub-Screen 1 in event A needs to be executed.
For a concrete description of situation assessment and decision flow, assume:
the relative running speed of the test vehicle SV (host vehicle) and the target (comprising the target vehicle and the target stop line) is v rel 。
SV is a distance d from the target rel Here, the absolute value is taken.
SV acceleration is a SV 。
The reaction time of the SV driver of the vehicle is t SVD SV braking system reaction lag time is t RBR ；
For Sub-Screen 1 Sub-field, the judgment whether the green light and timer phase match is based on the comparison of the time TTC of the main vehicle reaching the stop line and the green light ending time. The TTC calculation formula is as follows:
when the signal lamp is in a red-yellow or evergreen state, the calculation method of the threshold value of each level in the event A is as follows:
a) Early warning
Calculation of early warning distance
The safe distance setting method comprises the following steps: the test vehicle may be decelerated at a gentle rate (e.g., |a SV |<0.2g, which can be adjusted and optimized according to the requirement).
Test vehicle SV motion estimation (control target under mild brake conditions), time t to slow to stop stop ：
(wherein, for example, a SV =0.2 g or other appropriate value) (2)
SV is decelerated to a stationary travel distance d stop ：
Triggering conditions of early warning:
when the distance d between the vehicle SV and the target rel <d stop +d pre1 And triggering the system early warning when the signal lamp is changed into a green lamp, and canceling the early warning. Wherein d pre1 The method is characterized in that the method is a preset constant value (such as 2m, specific value, and can be adjusted and optimized according to the requirement) of early warning.
b) Mild brake
Principle of triggering mild braking
Distance d of vehicle from stop line of intersection rel More recently, it is desirable to gently decelerate the vehicle to a stop at a small deceleration by automatically controlling the vehicle.
A mild braking distance formula:
wherein s is br (br, braking) the distance from the mild braking deceleration to the stationary travel, a=0.2 g (specific deceleration value, calculated and optimized according to the current relative vehicle speed and relative distance).
Start-up gentle deceleration distance s relative to target mbr Braking response time t rbr (response braking time)
s mbr ＝s br +v rel *t rbr (5)
c) Emergency braking
Distance d between vehicle and stop line of intersection rel Having reached the emergency braking requirement, a high-intensity braking is required (e.g. deceleration |a SV |>0.5 g) to achieve stopping before stopping the line.
Emergency braking distance formula:
when the signal lamp is in a green light countdown state and the distance between the front vehicle and the stop line is smaller than the emergency braking trigger threshold value, d is added to the threshold value parameter calculated by A Screen 2 TV And collision caused by sudden emergency braking of the front vehicle can be avoided.
The following two-point principle is followed in the aspect of comprehensive decision on two sub-scenes:
when braking is carried out, taking the maximum braking capacity of the two;
when an alarm exists, the alarm state with higher frequency (including sound and vision) is adopted.
Example two
A control system based on a vehicle road sensing fusion technology in a traffic light shielding scene comprises
The road side end is provided with road side sensing equipment and an RSU for realizing communication;
the vehicle-mounted terminal is provided with an OBU and a controller, wherein the OBU is communicated with the road side RSU, and the controller executes the control method of the traffic light shielding scene based on the vehicle road sensing fusion technology;
or the vehicle-mounted terminal also comprises other vehicle-mounted terminals, and the vehicle-mounted terminal bracket can be connected through OBU communication.
The foregoing description is only illustrative of the present invention and is not intended to limit the scope of the invention, and all equivalent changes made by the specification and drawings of the present invention, or direct or indirect application in the relevant art, are included in the scope of the present invention.
Claims (10)
1. A control method for a traffic light shielding scene based on a vehicle-road sensing fusion technology is characterized by comprising the following steps of
Judging whether the vehicle is in a crossing shielding scene or not, if not, driving normally, and if so, executing an event A;
the event A comprises a first sub-scene and a second sub-scene;
the first sub-scene comprises
Judging whether the intersection is green light, if not, executing the event B, if so, judging whether the time TTC of the main vehicle reaching the stop line is matched with the phase of the green light timer, if so, normally running, otherwise, executing the event B;
the event B is used for judging whether the distance of a parking line is smaller than an emergency braking distance, if yes, executing the event C after emergency braking, otherwise judging whether the distance of the parking line is smaller than a mild braking threshold, if yes, executing the event C after mild braking, otherwise judging whether the distance of the parking line is smaller than a pedestrian early warning threshold, if yes, sending out a primary warning and executing the event C, otherwise, running normally;
the event C is that braking is released or early warning is eliminated when a green light is on, and the vehicle normally runs after the event C is executed;
the second sub-scene comprises
Judging whether the distance from the front vehicle is smaller than the emergency braking safety distance, if yes, performing emergency braking and normally running after the risk of the front vehicle is relieved, otherwise judging whether the distance from the front vehicle is smaller than a mild braking threshold, if yes, performing mild braking and normally running after the risk of the front vehicle is relieved, otherwise judging whether the distance from the front vehicle is smaller than a pedestrian early warning threshold, if yes, performing primary warning and normally running after the risk of the front vehicle is relieved, and otherwise normally running.
2. The method for controlling a traffic light shielding scene based on a road sensing fusion technology according to claim 1, wherein the method is characterized in that whether an intersection is a green light is judged before the event A is executed, if the event A is not executed directly, whether the green light is within the last 10s is judged, and whether the distance from the front vehicle to a stop line is smaller than the trigger threshold of emergency braking is judged, if the distance from the front vehicle to the stop line is increased by the advance of each trigger threshold of the second sub-scene of the event A, the distance d from the front vehicle to the stop line is increased TV Otherwise, executing the second sub-scene in the event A.
3. The method for controlling a traffic light shielding scene based on a vehicle-road sensing fusion technology according to claim 1, wherein a calculation formula of a time to stop TTC of the host vehicle is as follows
Wherein d rel The distance from the main vehicle to the target vehicle or the stop line is taken as an absolute value; the v is rel The relative running speed of the main vehicle and the target vehicle or the target stop line.
4. The control method of the traffic light shielding scene based on the road sensing fusion technology according to claim 1, wherein the pre-warning threshold is set to be that the main vehicle is safely parked under the condition of mild deceleration;
the main vehicle is decelerated to stop at a time t of mild braking stop The calculation formula of (2) is
Wherein a is SV Acceleration of the main vehicle;
distance d for decelerating the host vehicle to a standstill stop The calculation formula of (2) is
Wherein t is SVD Response time for the primary driver; t is t RBR The lag time is reflected for the host vehicle braking system.
5. The method for controlling a traffic light shielding scene based on a vehicle-road sensing fusion technology according to claim 4, wherein the triggering condition of the early warning is that
Judging the distance d between the main vehicle and the target rel <d stop +d pre1 Triggering when the signal lamp changes to a green lamp, and then the early warning is cancelled; said d pre1 And the preset constant value is pre-set for early warning.
6. The method for controlling a traffic light shielding scene based on a road sensing fusion technology according to claim 1, wherein the mild braking threshold is a distance s from mild braking to decelerating to stationary driving br ，s br The calculation formula of (2) is
Distance s relative to target when mild braking is activated mbr The calculation formula of (2) is
s mbr ＝s br +v rel *t rbr
Wherein t is rbr Is the response time of the brake.
7. The method for controlling a traffic light shielding scene based on a vehicle road sensing fusion technology according to claim 4, wherein the emergency braking distance D stop The calculation formula of (2) is
Wherein, |a SV |＞0.5g。
8. The method for controlling a traffic light shielding scene based on a vehicle road sensing fusion technique according to claim 1, wherein the determining whether the traffic light shielding scene is in an intersection shielding scene further comprises
The map providing information displays that the host vehicle is near an intersection road or the host vehicle is in an intersection shielding scene according to traffic light information received from the environment sensing system.
9. The control method for a traffic light shielding scene based on the road sensing fusion technology according to claim 1, wherein a third-level warning is given out during emergency braking, and a second-level warning is given out during mild braking;
if the first sub-scene and the second sub-scene of the event A are activated and output simultaneously, selecting a result with higher warning level for output, and selecting a result with stronger braking effect for output.
10. A control system for shielding a scene in a traffic light based on a vehicle-road sensing fusion technology is characterized by comprising
The road side end is provided with road side sensing equipment and an RSU for realizing communication;
the vehicle-mounted terminal is provided with an OBU and a controller, wherein the OBU is communicated with the road side RSU, and the controller executes the control method of the road sensing fusion technology based on the traffic light shielding scene according to any one of claims 1-9;
or the vehicle-mounted terminal also comprises other vehicle-mounted terminals, and the vehicle-mounted terminal bracket can be connected through OBU communication.
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