技术领域technical field
本发明涉及自动驾驶技术领域，具体涉及一种基于车路感知融合技术在交通灯遮挡场景的控制方法以及系统。The present invention relates to the technical field of automatic driving, in particular to a control method and system based on vehicle-road perception fusion technology in traffic light occlusion scenes.
背景技术Background technique
据2020年1-10月份汽车销量统计1-10月智能网联乘用车(L2级)总销量225.6万辆，占乘用车销售总量的14.6％，智能驾驶系统的广泛预装对驾驶安全提供了可靠保证。但针对交通事故的高发区域，尤其是十字路口，在前方被遮挡的环境中，单车智能驾驶系统受到传感器视角局限限制，无法识别被遮挡的必要风险，有较高的事故发生率，如图1所示在十字路口，主车SV受前方公交车信号遮挡无法准确识别前方交通灯状态，进而采取必要的减速或刹车动作，避免前方遮挡红灯公交车刹车带来的碰撞风险。According to the statistics of automobile sales from January to October 2020, the total sales volume of intelligent connected passenger vehicles (L2 level) from January to October 2020 was 2.256 million, accounting for 14.6% of the total sales of passenger vehicles. Safety provides a reliable guarantee. However, for areas with a high incidence of traffic accidents, especially intersections, in an environment where the front is blocked, the single-vehicle intelligent driving system is limited by the sensor's viewing angle and cannot recognize the necessary risk of being blocked, resulting in a high accident rate, as shown in Figure 1. As shown in the intersection, the main vehicle SV is blocked by the front bus signal and cannot accurately identify the status of the traffic lights ahead, and then take necessary deceleration or braking actions to avoid the risk of collision caused by the braking of the bus blocking the red light ahead.
自动驾驶车、路、智慧城市网联融合一体化是当前跨行业的发展趋势。“智能”+“网联”+“大数据”云平台技术发展和成熟是实现“智能汽车+”的技术基础和保障。The integration of self-driving cars, roads, and smart city networks is the current cross-industry development trend. The development and maturity of "smart" + "network connection" + "big data" cloud platform technology is the technical basis and guarantee for the realization of "smart car +".
智能驾驶技术是智能网联汽车的核心技术领域之一。其中，环境感知和控制决策是智能驾驶系统的核心技术瓶颈。当前在智能驾驶技术领域，系统环境感知能力远不成熟，是技术瓶颈中的瓶颈，也是实现智能驾驶的关键制约因素。单车感知(车载传感器)和车路协同(V2X)各有其局限性，两者的组合才能实现智能感知技术的突破和飞跃，是智能驾驶目前最可行系统解决方案和技术路线和方向。也就是说，实现为汽车智能驾驶赋能的环境感知能力，需要通过车载传感器和车路协同信息技术的融合，从而大大增强汽车的感知能力，最终达到大幅度增强汽车智能驾驶的功能、性能和安全可靠度。同时，车路协同应用普及后可以大大降低单车智能感知的成本。Intelligent driving technology is one of the core technical fields of intelligent networked vehicles. Among them, environmental perception and control decision-making are the core technical bottlenecks of the intelligent driving system. At present, in the field of intelligent driving technology, the system environment perception ability is far from mature, which is the bottleneck of the technical bottleneck and the key restricting factor for the realization of intelligent driving. Bicycle perception (vehicle sensor) and vehicle-to-road coordination (V2X) have their own limitations. The combination of the two can achieve breakthroughs and leaps in intelligent perception technology. It is currently the most feasible system solution and technical route and direction for intelligent driving. That is to say, to realize the environmental perception ability that empowers the intelligent driving of automobiles, it is necessary to integrate vehicle-mounted sensors and vehicle-road collaborative information technology, thereby greatly enhancing the perception ability of automobiles, and finally greatly enhancing the functions, performance and capabilities of intelligent driving of automobiles. Safety and reliability. At the same time, the popularization of vehicle-road collaborative applications can greatly reduce the cost of single-vehicle intelligent perception.
开发基于车路协同的智能网联汽车，实现智能驾驶技术，解决场景超级复杂多变的问题是一个漫长的道路和过程。尽管实现全自动驾驶是智能网联汽车技术发展方向。但这是一个长远目标，实现普遍的商业化应用还需要很长的路要走。市场需求是推动技术进步和落地的决定因素。最近行业开始形成共识，通过V2X技术，解决关键危险场景的行车安全、交通拥堵和提高交通效率等问题，是最重要的市场第一刚需，也是交通出行中安全行车的最大痛点问题，这是今后几十年内需要逐步解决的问题。也就是说，解决关键危险场景的行车安全问题为当前最关键的目标，并促进技术的产业化落地。It is a long road and process to develop intelligent networked vehicles based on vehicle-road coordination, realize intelligent driving technology, and solve the problem of super complex and changeable scenarios. Although the realization of fully automatic driving is the development direction of intelligent networked vehicle technology. But this is a long-term goal, and there is still a long way to go to achieve universal commercial application. Market demand is the decisive factor to promote technological progress and implementation. Recently, the industry has begun to form a consensus. Using V2X technology to solve the problems of driving safety, traffic congestion, and improving traffic efficiency in key dangerous scenarios is the most important first demand in the market, and it is also the biggest pain point of safe driving in traffic travel. This is the future. A problem that needs to be solved step by step over decades. That is to say, solving the driving safety problem in key dangerous scenes is the most critical goal at present, and promoting the industrialization of technology.
ADAS是解决行车安全的典型系统驾驶员辅助系统，也是实现自动驾驶的技术基础，最近正在迅速发展，并且市场巨大。然而，尽管ADAS系统产品在市场上应用已经多年，但其技术还远不够成熟，ADAS的功能和性能也是严重受制于系统的感知能力。尤其在一些特殊的危险场景下，ADAS无法实现有效避撞功能。ADAS is a typical driver assistance system that solves driving safety and is also the technical basis for automatic driving. It is developing rapidly recently and has a huge market. However, although ADAS system products have been used in the market for many years, its technology is far from mature enough, and the function and performance of ADAS are also severely restricted by the perception ability of the system. Especially in some special dangerous scenarios, ADAS cannot achieve effective collision avoidance.
发明内容Contents of the invention
本发明所要解决的技术问题是：提供一种车载系统与路侧感知信息实现融合感知，可以突破系统在一些高风险场景中在感知和决策算法上的技术瓶颈，开发在功能得到拓展和和在性能上得到加强的种基于车路感知融合技术在交通灯遮挡场景的控制方法以及系统。The technical problem to be solved by the present invention is: to provide a vehicle-mounted system and roadside perception information to achieve fusion perception, which can break through the technical bottleneck of the system in perception and decision-making algorithms in some high-risk scenarios, and expand the functions of the development and in- A control method and system based on vehicle road perception fusion technology in traffic light occlusion scenes with enhanced performance.
为了解决上述技术问题，本发明采用的技术方案为：In order to solve the problems of the technologies described above, the technical solution adopted in the present invention is:
一种基于车路感知融合技术在交通灯遮挡场景的控制方法，包括A control method based on vehicle road perception fusion technology in traffic light occlusion scenes, including
判断是否处于交叉口遮挡场景，若否则正常驾驶，若是则执行事件A；Determine whether it is in an intersection occlusion scene, if not, drive normally, and if so, execute event A;
所述事件A包括第一子场景和第二子场景；The event A includes a first sub-scene and a second sub-scene;
所述第一子场景包括The first sub-scene includes
判断交叉口是否为绿灯，若否执行事件B，若是则判断主车到达停止线的时间TTC和绿灯计时器相位是否匹配，若是则正常行驶，否则执行事件B；Determine whether the intersection is a green light, if not, execute event B, if so, judge whether the time TTC of the main vehicle reaching the stop line matches the phase of the green light timer, if so, drive normally, otherwise execute event B;
所述事件B为判断停车线距离是否小于紧急制动距离，若是则紧急制动且紧急制动后执行事件C，否则判断停车线距离是否小于温和制动阈值，若是则温和制动且温和制动后执行事件C，否则判断停车线距离是否小于行人预警阈值，若是则发出一级警告并执行事件C，否则正常行驶；The event B is to determine whether the distance to the stop line is less than the emergency braking distance, if so, perform emergency braking and execute event C after emergency braking, otherwise determine whether the distance to the stop line is less than the gentle braking threshold, and if so, perform gentle braking and moderate braking. Execute event C after moving, otherwise judge whether the distance to the stop line is less than the pedestrian warning threshold, if so, issue a first-level warning and execute event C, otherwise drive normally;
所述事件C为绿灯亮时释放制动或消除预警，且事件C执行完毕后正常行驶；The event C is to release the brake or cancel the warning when the green light is on, and to drive normally after the execution of event C;
所述第二子场景包括The second sub-scenario includes
判断距前车距离是否小于紧急制动安全距离，若是则紧急制动并在与前车风险解除后正常行驶，否则判断距前车距离是否小于温和制动阈值，若是则温和制动并在与前车风险解除后正常行驶，否则判断判断距前车距离是否小于行人预警阈值，若是则进行一级警告并在与前车风险解除后正常行驶，否则正常行驶。Judging whether the distance to the vehicle in front is less than the safety distance of emergency braking, if so, perform emergency braking and drive normally after the risk with the vehicle in front is eliminated, otherwise determine whether the distance to the vehicle in front is less than the threshold of gentle braking, if so, brake gently and Drive normally after the risk of the vehicle in front is removed, otherwise judge whether the distance to the vehicle in front is less than the pedestrian warning threshold, if so, issue a first-level warning and drive normally after the risk with the vehicle in front is resolved, otherwise drive normally.
优选地，所述执行事件A前需判断交叉口是否为绿灯，若否则直接执行事件A，若是则判断绿灯是否处于最后10s内，且前车到停车线的距离是否小于紧急制动的触发阈值，若是将事件A的第二子场景各个触发阈值提前量增加前车到停止线的距离dTV，否则执行事件A中的第二子场景。Preferably, before executing event A, it is necessary to judge whether the intersection is a green light, if not, execute event A directly, and if so, judge whether the green light is within the last 10s, and whether the distance from the vehicle in front to the stop line is less than the trigger threshold of emergency braking , if the advance amount of each trigger threshold of the second sub-scene of event A is increased by the distance dTV from the vehicle in front to the stop line, otherwise the second sub-scene of event A is executed.
优选地，所述主车到达停止线的时间TTC的计算公式为Preferably, the calculation formula of the time TTC when the main vehicle reaches the stop line is
其中，drel为主车到目标车或停止线的距离，并取绝对值；所述vrel为主车与目标车或目标停止线的相对行驶车速。Among them, drel is the distance from the main vehicle to the target vehicle or the stop line, and takes an absolute value; the vrel is the relative speed of the main vehicle and the target vehicle or the target stop line.
优选地，所述预警阈值的设定为主车通过温和减速的条件下实现安全停车；Preferably, the pre-warning threshold is set to achieve safe parking under the condition of gentle deceleration of the main vehicle;
所述主车在温和刹车减速到停止的时间tstop的计算公式为The calculation formula of the time tstop for the main vehicle to decelerate to stop under gentle braking is
其中，aSV为主车加速度；Among them,aSV is the acceleration of the main vehicle;
主车减速到静止的行驶距离dstop的计算公式为The calculation formula of the driving distance dstop when the main vehicle decelerates to a standstill is
其中，tSVD为主车驾驶员反应时间；tRBR为主车制动系统反映滞后时间。Among them,tSVD is the reaction time of the driver of the main vehicle;tRBR is the lag time reflected by the braking system of the main vehicle.
优选地，所述预警的触发条件为Preferably, the trigger condition of the warning is
判断主车与目标的距离drel<dstop+dpre1时触发，当信号灯变化为绿灯则预警撤销；所述dpre1为提前预警的预设常值。It is triggered when the distance between the main vehicle and the target is judged as drel <dstop +dpre1 , and the warning is canceled when the signal light changes to green; the dpre1 is the preset constant value of the early warning.
优选地，所述温和制动阈值为温和刹停减速到静止行驶的距离sbr，sbr的计算公式为Preferably, the gentle braking threshold is the distance sbr from gentle braking and deceleration to stationary driving, and the calculation formula of sbr is
启动温和制动时相对于目标的距离smbr的计算公式为The formula for calculating the distance smbr to the target when gentle braking is activated is
smbr＝Sbr+vrel*trbrsmbr =Sbr +vrel *trbr
其中，trbr为制动的响应时间。Among them, trbr is the response time of braking.
优选地，所述紧急制动距离Dstop的计算公式为Preferably, the formula for calculating the emergency braking distance Dstop is
其中，其中，|aSV|＞0.5g。Wherein, wherein |aSV |>0.5g.
优选地，所述判断是否处于交叉口遮挡场景进一步包括Preferably, the judging whether it is in an intersection occlusion scene further includes
地图提供信息显示主车位于交叉口道路附近或者主车在从环境感知系统中接收到的红绿灯信息即判定处于交叉口遮挡场景。The information provided by the map shows that the main vehicle is located near the road at the intersection or the main vehicle is judged to be in the intersection occlusion scene based on the traffic light information received from the environment perception system.
优选地，所述紧急制动时发出三级警告，所述温和制动时发出二级警告；Preferably, a third-level warning is issued during the emergency braking, and a second-level warning is issued during the gentle braking;
若事件A的第一子场景和第二子场景同时激活并输出结果，则选择警告等级更高的结果进行输出，同时选择制动效果更强的结果进行输出。If the first sub-scene and the second sub-scene of event A are activated at the same time and the results are output, the result with a higher warning level is selected for output, and the result with stronger braking effect is selected for output.
为了解决上述技术问题，本发明采用的另一技术方案为：In order to solve the above technical problems, another technical solution adopted by the present invention is:
一种基于车路感知融合技术在交通灯遮挡场景的控制系统，包括A control system based on vehicle road perception fusion technology in traffic light occlusion scenes, including
路侧端，具有路侧感知设备以及实现通讯的RSU；Roadside end, with roadside sensing equipment and RSU for communication;
车载端，具有与路侧RSU通信的OBU、控制器，所述控制器执行上述一种基于车路感知融合技术在交通灯遮挡场景的控制方法；The vehicle-mounted terminal has an OBU and a controller that communicate with the roadside RSU, and the controller executes the above-mentioned control method based on the vehicle road perception fusion technology in the traffic light occlusion scene;
或者还包括其他车载端，所述车载端支架能通过OBU通讯连接。Or other vehicle-mounted terminals are also included, and the brackets of the vehicle-mounted terminals can be connected through OBU communication.
本发明的有益效果在于：通过通过V2V(或V2I)技术，实现车载感知和路侧感知(包括其他车辆)信息的融合，获得前方红绿灯信息使车辆可以提前预判前方遮挡车辆的制动措施，对本车提前预警、缓刹和刹停操作，避免事故发生、提升通行效率的同时提升用户驾乘体验；对存在交叉路口红绿灯被遮挡场景(可能是前车TV遮挡，也可能是树木遮挡)及情况下的场景判断；控制决策功能，考虑舒适、安全和避撞，适用于ADAS和自动驾驶系统的应用；利用感知信息，应用制动预控制策略，提高系统反应速度，降低制动时延，提高避撞性能。The beneficial effect of the present invention is that: through the V2V (or V2I) technology, the integration of on-vehicle perception and roadside perception (including other vehicles) information is realized, and the traffic light information in front is obtained so that the vehicle can predict in advance the braking measures of the vehicle blocking the front, Early warning, slow braking and brake stop operations for the vehicle to avoid accidents, improve traffic efficiency and improve user driving experience; for scenes where traffic lights at intersections are blocked (may be blocked by the TV in front, or blocked by trees) and Scenario judgment under certain circumstances; control decision-making function, considering comfort, safety and collision avoidance, suitable for ADAS and automatic driving system applications; using perception information, applying braking pre-control strategy, improving system response speed, reducing braking delay, Improve collision avoidance performance.
附图说明Description of drawings
图1为本发明具体实施方式的一种基于车路感知融合技术在交通灯遮挡场景的控制方法的场景；FIG. 1 is a scene of a control method based on vehicle road perception fusion technology in a traffic light occlusion scene according to a specific embodiment of the present invention;
图2为本发明具体实施方式的一种基于车路感知融合技术在交通灯遮挡场景的控制方法信息交互图；FIG. 2 is an information interaction diagram of a control method based on vehicle road perception fusion technology in a traffic light occlusion scene according to a specific embodiment of the present invention;
图3为本发明具体实施方式的一种基于车路感知融合技术在交通灯遮挡场景的控制方法的决策图；Fig. 3 is a decision-making diagram of a control method based on vehicle-road perception fusion technology in a traffic light occlusion scene according to a specific embodiment of the present invention;
图4为本发明具体实施方式的一种基于车路感知融合技术在交通灯遮挡场景的控制方法的交叉路口红绿灯被遮挡场景决策流程图。FIG. 4 is a flow chart of decision-making for a scene where traffic lights are blocked at an intersection based on a control method for traffic light blocking scenes based on vehicle road perception fusion technology according to a specific embodiment of the present invention.
具体实施方式Detailed ways
为详细说明本发明的技术内容、所实现目的及效果，以下结合实施方式并配合附图予以说明。In order to describe the technical content, achieved goals and effects of the present invention in detail, the following descriptions will be made in conjunction with the embodiments and accompanying drawings.
请参照图1至图4，一种基于车路感知融合技术在交通灯遮挡场景的控制方法，包括Please refer to Figures 1 to 4, a control method based on vehicle road perception fusion technology in traffic light occlusion scenes, including
判断是否处于交叉口遮挡场景，若否则正常驾驶，若是则执行事件A；Determine whether it is in an intersection occlusion scene, if not, drive normally, and if so, execute event A;
所述事件A包括第一子场景和第二子场景；The event A includes a first sub-scene and a second sub-scene;
所述第一子场景包括The first sub-scene includes
判断交叉口是否为绿灯，若否执行事件B，若是则判断主车到达停止线的时间TTC和绿灯计时器相位是否匹配，若是则正常行驶，否则执行事件B；Determine whether the intersection is a green light, if not, execute event B, if so, judge whether the time TTC of the main vehicle reaching the stop line matches the phase of the green light timer, if so, drive normally, otherwise execute event B;
所述事件B为判断停车线距离是否小于紧急制动距离，若是则紧急制动且紧急制动后执行事件C，否则判断停车线距离是否小于温和制动阈值，若是则温和制动且温和制动后执行事件C，否则判断停车线距离是否小于行人预警阈值，若是则发出一级警告并执行事件C，否则正常行驶；The event B is to determine whether the distance to the stop line is less than the emergency braking distance, if so, perform emergency braking and execute event C after emergency braking, otherwise determine whether the distance to the stop line is less than the gentle braking threshold, and if so, perform gentle braking and moderate braking. Execute event C after moving, otherwise judge whether the distance to the stop line is less than the pedestrian warning threshold, if so, issue a first-level warning and execute event C, otherwise drive normally;
所述事件C为绿灯亮时释放制动或消除预警，且事件C执行完毕后正常行驶；The event C is to release the brake or cancel the warning when the green light is on, and to drive normally after the execution of event C;
所述第二子场景包括The second sub-scenario includes
判断距前车距离是否小于紧急制动安全距离，若是则紧急制动并在与前车风险解除后正常行驶，否则判断距前车距离是否小于温和制动阈值，若是则温和制动并在与前车风险解除后正常行驶，否则判断判断距前车距离是否小于行人预警阈值，若是则进行一级警告并在与前车风险解除后正常行驶，否则正常行驶。Judging whether the distance to the vehicle in front is less than the safety distance of emergency braking, if so, perform emergency braking and drive normally after the risk with the vehicle in front is eliminated, otherwise determine whether the distance to the vehicle in front is less than the threshold of gentle braking, if so, brake gently and Drive normally after the risk of the vehicle in front is removed, otherwise judge whether the distance to the vehicle in front is less than the pedestrian warning threshold, if so, issue a first-level warning and drive normally after the risk with the vehicle in front is resolved, otherwise drive normally.
从上述描述可知，通过通过V2V(或V2I)技术，实现车载感知和路侧感知(包括其他车辆)信息的融合，获得前方红绿灯信息使车辆可以提前预判前方遮挡车辆的制动措施，对本车提前预警、缓刹和刹停操作，避免事故发生、提升通行效率的同时提升用户驾乘体验；对存在交叉路口红绿灯被遮挡场景(可能是前车TV遮挡，也可能是树木遮挡)及情况下的场景判断；控制决策功能，考虑舒适、安全和避撞，适用于ADAS和自动驾驶系统的应用；利用感知信息，应用制动预控制策略，提高系统反应速度，降低制动时延，提高避撞性能。From the above description, it can be seen that through the V2V (or V2I) technology, the fusion of on-board perception and roadside perception (including other vehicles) information can be achieved, and the traffic light information in front can be obtained so that the vehicle can predict in advance the braking measures of the vehicle blocking the vehicle ahead. Early warning, slow braking and brake stop operations to avoid accidents, improve traffic efficiency and improve user driving experience; for scenes where traffic lights at intersections are blocked (may be blocked by the TV in front or trees) and the situation Scenario judgment; control decision-making function, considering comfort, safety and collision avoidance, suitable for ADAS and automatic driving system applications; using perception information, applying braking pre-control strategy, improving system response speed, reducing braking delay, and improving avoidance crash performance.
进一步的，所述执行事件A前需判断交叉口是否为绿灯，若否则直接执行事件A，若是则判断绿灯是否处于最后10s内，且前车到停车线的距离是否小于紧急制动的触发阈值，若是将事件A的第二子场景各个触发阈值提前量增加前车到停止线的距离dTV，否则执行事件A中的第二子场景。Further, before executing event A, it is necessary to judge whether the intersection is a green light, if not, execute event A directly, and if so, judge whether the green light is within the last 10s, and whether the distance from the vehicle in front to the stop line is less than the trigger threshold of emergency braking , if the advance amount of each trigger threshold of the second sub-scene of event A is increased by the distance dTV from the vehicle in front to the stop line, otherwise the second sub-scene of event A is executed.
进一步的，所述主车到达停止线的时间TTC的计算公式为Further, the calculation formula of the time TTC when the main vehicle reaches the stop line is
其中，drel为主车到目标车或停止线的距离，并取绝对值；所述vrel为主车与目标车或目标停止线的相对行驶车速。Among them, drel is the distance from the main vehicle to the target vehicle or the stop line, and its absolute value is taken; the vrel is the relative speed of the main vehicle and the target vehicle or the target stop line.
进一步的，所述预警阈值的设定为主车通过温和减速的条件下实现安全停车；Further, the setting of the warning threshold value realizes safe parking of the main vehicle under the condition of gentle deceleration;
所述主车在温和刹车减速到停止的时间tstop的计算公式为The calculation formula of the time tstop for the main vehicle to decelerate to stop under gentle braking is
其中，aSV为主车加速度；Among them,aSV is the acceleration of the main vehicle;
主车减速到静止的行驶距离dstop的计算公式为The calculation formula of the driving distance dstop when the main vehicle decelerates to a standstill is
其中，tSVD为主车驾驶员反应时间；tRBR为主车制动系统反映滞后时间。Among them,tSVD is the reaction time of the driver of the main vehicle;tRBR is the lag time reflected by the braking system of the main vehicle.
进一步的，所述预警的触发条件为Further, the trigger condition of the warning is
判断主车与目标的距离drel<dstop+dpre1时触发，当信号灯变化为绿灯则预警撤销；所述dpre1为提前预警的预设常值。It is triggered when the distance between the main vehicle and the target is judged as drel <dstop +dpre1 , and the warning is canceled when the signal light changes to green; the dpre1 is the preset constant value of the early warning.
进一步的，所述温和制动阈值为温和刹停减速到静止行驶的距离sbr，sbr的计算公式为Further, the mild braking threshold is the distance sbr from gentle braking to deceleration to stationary driving, and the calculation formula of sbr is
启动温和制动时相对于目标的距离smbr的计算公式为The formula for calculating the distance smbr to the target when gentle braking is activated is
smbr＝sbr+vrel*trbrsmbr =sbr +vrel *trbr
其中，trbr为制动的响应时间。Among them, trbr is the response time of braking.
进一步的，所述紧急制动距离Dstop的计算公式为Further, the formula for calculating the emergency braking distance Dstop is
其中，|aSV|＞0.5g。Wherein, |aSV |>0.5g.
进一步的，所述判断是否处于交叉口遮挡场景进一步包括Further, the judging whether it is in an intersection occlusion scene further includes
地图提供信息显示主车位于交叉口道路附近或者主车在从环境感知系统中接收到的红绿灯信息即判定处于交叉口遮挡场景。The information provided by the map shows that the main vehicle is located near the road at the intersection or the main vehicle is judged to be in the intersection occlusion scene based on the traffic light information received from the environment perception system.
进一步的，所述紧急制动时发出三级警告，所述温和制动时发出二级警告；Further, a third-level warning is issued during the emergency braking, and a second-level warning is issued during the gentle braking;
若事件A的第一子场景和第二子场景同时激活并输出结果，则选择警告等级更高的结果进行输出，同时选择制动效果更强的结果进行输出。If the first sub-scene and the second sub-scene of event A are activated at the same time and the results are output, the result with a higher warning level is selected for output, and the result with stronger braking effect is selected for output.
实施例一Embodiment one
一种基于车路感知融合技术在交通灯遮挡场景的控制方法，包括A control method based on vehicle road perception fusion technology in traffic light occlusion scenes, including
如图1所示，交叉路口直行条件下，AEB+直道行驶视线被遮挡场景，协作增强直道前向防碰撞，透视感知前方被遮挡交通灯，对路口交通灯的感知能力不受前方大型车辆影响。SV行驶通过交叉路口，前方TV公交车遮挡交通灯，避免因红灯紧急制动。As shown in Figure 1, under the condition of going straight at the intersection, the AEB+ straight road driving line of sight is blocked, and the cooperation enhances the forward collision avoidance of the straight road, and the perspective perception of the blocked traffic lights ahead, the perception of the traffic lights at the intersection is not affected by the large vehicles in front. The SV drives through the intersection, and the TV bus in front blocks the traffic lights to avoid emergency braking due to red lights.
交叉路口直行场景。Scene of going straight at an intersection.
①在单车在智条件下，系统感知前方车辆刹车、减速信息，系统主动制动减速，保持安全距离或避免碰撞。若前方车辆突然紧急制动，本车辆继而启动AEB紧急制动。① Under the condition of the bicycle in the smart condition, the system senses the braking and deceleration information of the vehicle in front, and the system actively brakes and decelerates to maintain a safe distance or avoid collisions. If the vehicle in front suddenly brakes suddenly, the vehicle will then activate AEB emergency braking.
②基于与V2X融合感知的条件下，系统通过V2I获取遮挡区域红绿灯信息，若为红灯或者黄灯，系统可以提前判断决策，提前采取必要的措施，如报警、主动减速或紧急制动，保持与前车的安全距离或避免与前方紧急制动的车辆发生碰撞。②Based on the condition of integrated perception with V2X, the system obtains traffic light information in the occluded area through V2I. If it is a red light or a yellow light, the system can judge and make decisions in advance, and take necessary measures in advance, such as alarm, active deceleration or emergency braking, to maintain Maintain a safe distance from the vehicle ahead or avoid a collision with a vehicle ahead that brakes suddenly.
环境感知和条件Environmental Perception and Conditioning
主车SV配置感知设备，如视觉摄像头和毫米波雷达，识别前方目标(车辆)和位置，以及前方目标的距离，行使速度(和减速度)。The main vehicle SV is equipped with perception equipment, such as a visual camera and a millimeter-wave radar, to identify the target (vehicle) and position ahead, as well as the distance to the target ahead, and the driving speed (and deceleration).
主车SV配置OBU设备(V2X车载信息通讯设备)，用于与路侧RSU设备实现V2I的实时通讯和信息交互。The main vehicle SV is equipped with OBU equipment (V2X vehicle information communication equipment), which is used to realize V2I real-time communication and information interaction with the roadside RSU equipment.
若前方车辆TV配备OBU设备，实现与主车SV的V2V实时通讯和信息交互，可以将其行使速度，制动状态和减速度等信息实时传送到主车SV。If the front vehicle TV is equipped with OBU equipment, it can realize V2V real-time communication and information interaction with the main vehicle SV, and can transmit its driving speed, braking status and deceleration information to the main vehicle SV in real time.
或路侧端安装有路侧感知设备和实现V2I通讯的RSU设备(参照图2，主车SV与路侧端的信息交互)。路侧感知可以实时监测和识别路上的车辆，以及其位置和状态信息(如行使速度和减速度等)。主车SV实现与路侧端的RSU实现V2I的实时通讯和信息交互，实时将TV的信息发送到主车SV。Or the roadside terminal is installed with roadside sensing equipment and RSU equipment for realizing V2I communication (refer to Figure 2, information interaction between the main vehicle SV and the roadside terminal). Roadside perception can monitor and identify vehicles on the road in real time, as well as their location and status information (such as driving speed and deceleration, etc.). The main vehicle SV realizes V2I real-time communication and information interaction with the roadside RSU, and sends the TV information to the main vehicle SV in real time.
本发明中，本车SV通过其车载OBU设备，通过V2X(V2I)通讯，实现与路侧RSU设备对接，协同感知到前方被TV遮挡交通灯的状态信息，然后与本车车载感知信息进行融合。一方面，本车通过自身感知系统感知其紧邻前方车辆TV的行车状态和距离，同时，通过V2X获得的透视感知能力，及时获取交通灯状态信息。若被遮挡交通灯发生变化的情况，在本车通过车载感知设备感知到紧邻前方车辆(TV)减速之前，系统可以提前获得前方被遮挡交通灯信息，提前对环境作出感知和判断，提前决策采取必要的措施，如报警、主动减速或紧急制动。最终目的是让本车SV与其紧邻前方车辆TV保持的安全行使距离，在紧急情况下避免碰撞。要实现以上系统技术目标，主要解决以下几个方面的技术内容技术：V2I的实时通讯，预判前车TV的行为预测，同时结合SV感知信息对TV行为判断，SV的控制决策算法。In the present invention, the vehicle SV realizes docking with the roadside RSU equipment through its vehicle-mounted OBU equipment through V2X (V2I) communication, cooperatively senses the status information of the traffic light blocked by the TV ahead, and then fuses with the vehicle-mounted perception information . On the one hand, the car perceives the driving status and distance of the vehicle TV in front of it through its own perception system. At the same time, through the perspective perception ability obtained by V2X, it can obtain the traffic light status information in time. If the blocked traffic light changes, before the car perceives the deceleration of the vehicle (TV) in front through the on-board sensing device, the system can obtain the information of the blocked traffic light in advance, make a perception and judgment of the environment in advance, and make an early decision. Necessary measures such as warning, active deceleration or emergency braking. The ultimate goal is to maintain a safe driving distance between the vehicle SV and the vehicle directly in front of it TV, and avoid collisions in emergency situations. To achieve the above technical goals of the system, the technical contents and technologies of the following aspects are mainly solved: V2I real-time communication, predicting the behavior prediction of the preceding vehicle TV, and combining SV perception information to judge TV behavior, and SV control decision-making algorithm.
场景判断scene judgment
对于交叉口遮挡1场景，当满足以下条件时，可激活该场景flag，同时激活交叉口遮挡1场景进行相关决策：For the intersection occlusion 1 scene, when the following conditions are met, the scene flag can be activated, and the intersection occlusion 1 scene can be activated to make relevant decisions:
地图提供信息显示车辆位于交叉口道路附近；The map provides information showing that the vehicle is located near the intersection road;
车辆在从OBU接收到RSU发送的红绿灯信息；The vehicle receives the traffic light information sent by the RSU from the OBU;
上述情况至少满足一种时，即判定处于“交叉口遮挡1”场景，激活该场景flag，由场景管理器调度交叉口遮挡1子场景的执行，以进行相关决策判定。When at least one of the above conditions is satisfied, that is, it is determined to be in the "intersection occlusion 1" scene, the scene flag is activated, and the scene manager schedules the execution of the intersection occlusion 1 sub-scene for relevant decision-making.
态势评估与决策判断Situation assessment and decision making
交叉口遮挡1场景的决策流如图3所示。首先，定义事件A，A事件满足时同时执行Sub-Scen1(第一子场景)、Sub-Scen2(第二子场景)两个子场景决策，最后再做综合决策判断。Sub-Scen1为车辆距离路口停止线的安全状态决策判断场景，当车辆无法在绿灯范围内通过路口时，先后通过第一预警、温和刹停、紧急制动方式提醒驾驶员或主动控制车辆刹车以防止闯红灯。Sub-Scen2为车辆距离前方目标车的安全状态决策判断场景，随着两车碰撞风险的增加，先后通过第一预警、温和刹停、紧急制动方式提醒驾驶员或主动控制车辆刹车以避免与前车碰撞。The decision flow for the intersection occlusion 1 scene is shown in Figure 3. First, define event A. When event A is satisfied, two sub-scene decisions, Sub-Scen1 (first sub-scenario) and Sub-Scen2 (second sub-scenario), are executed at the same time, and finally a comprehensive decision is made. Sub-Scen1 is the decision-making and judgment scene of the safety state of the vehicle from the stop line at the intersection. When the vehicle cannot pass the intersection within the range of the green light, the driver will be reminded through the first warning, gentle braking, and emergency braking, or the vehicle will be actively controlled. Avoid running red lights. Sub-Scen2 is the decision-making and judging scene of the safety state of the vehicle from the target vehicle in front. As the risk of collision between the two vehicles increases, the driver is reminded through the first warning, gentle braking, and emergency braking, or the vehicle is actively controlled to avoid collisions. The vehicle ahead collides.
对于交叉口遮挡1场景，如图4所示，首先判断信号灯是否为绿灯，在为非绿灯时，正常情况下前车和主车都应该停止在停止线前，主车应该执行Sub-Scen2判断逻辑，但不能排除前车存在闯红灯行为，所以还需考虑Sub-Scen1判断逻辑以保证车辆停止在安全线外，故执行A事件。若为绿灯，进一步判断绿灯是否处于倒计时状态(最后10s)，在为非倒计时状态时，正常情况下前车和主车都会正常通行，但不能排除前车因为故障等未知原因导致其存在突然刹车行为，故需执行事件A中的Sub-Scen2判断逻辑；若信号灯已处于倒计时状态，前车的行为比较模糊，因为对于不同驾驶风格的司机来说，在面对这种情况时执行的动作很可能是不一样的，驾驶激进的司机大概率会加速通过，驾驶保守的司机大概率会停车等待，另外，不排除司机判断不准导致的急刹车行为，所以为了保守起见，需要进一步判断前车到路口的风险等级状态，当前车必须通过紧急制动才能安全停车时，事件A Scen2中的各级触发阈值需提前dTV(前车到停止线的距离)的距离，以保证车辆与前车避免碰撞，否则不应该对车辆做过多干预。另外，主车也需要实时判断是否能够在绿灯结束前通过路口，故也需要执行事件A中的Sub-Scen1。For the intersection occlusion 1 scene, as shown in Figure 4, first judge whether the signal light is green. If the light is not green, the vehicle in front and the main vehicle should stop before the stop line under normal circumstances, and the main vehicle should perform Sub-Scen2 judgment Logic, but it cannot be ruled out that the vehicle in front has the behavior of running a red light, so the judgment logic of Sub-Scen1 needs to be considered to ensure that the vehicle stops outside the safety line, so event A is executed. If it is a green light, further judge whether the green light is in the countdown state (the last 10s). When it is not in the countdown state, the vehicle in front and the main vehicle will pass normally under normal circumstances, but it cannot be ruled out that the vehicle in front brakes suddenly due to unknown reasons such as failure. Therefore, it is necessary to execute the judgment logic of Sub-Scen2 in event A; if the signal light is already in the countdown state, the behavior of the vehicle in front is relatively vague, because for drivers with different driving styles, the actions to be performed when facing this situation are very different. It may be different. Aggressive drivers will most likely speed up and pass, while conservative drivers will most likely stop and wait. In addition, the sudden braking behavior caused by the driver's inaccurate judgment cannot be ruled out. Therefore, in order to be conservative, it is necessary to further judge the vehicle ahead. In the state of the risk level of the intersection, when the vehicle in front must pass emergency braking to stop safely, the trigger thresholds of all levels in event A Scen2 need to be advanced by dTV (the distance from the vehicle in front to the stop line) to ensure that the vehicle and the vehicle in front avoid Collision, otherwise there should not be too much intervention in the vehicle. In addition, the host car also needs to judge in real time whether it can pass the intersection before the green light ends, so Sub-Scen1 in event A also needs to be executed.
为具体说明态势评估和决策流程，假设：To illustrate the situational assessment and decision-making process in detail, it is assumed that:
试验车辆SV(主车)与目标(包括目标车、目标停止线两部分)的相对行驶车速为vrel。The relative speed of the test vehicle SV (main vehicle) and the target (including the target vehicle and the target stop line) is vrel .
SV到目标的距离为drel，此处取绝对值。The distance from the SV to the target is drel , where the absolute value is taken.
SV加速度为aSV。The SV acceleration is aSV .
本车SV驾驶员反应时间为tSVD，SV制动系统反应滞后时间为tRBR；The reaction time of the SV driver of the vehicle is tSVD , and the reaction lag time of the SV braking system is tRBR ;
对于Sub-Scen1子场，其中的绿灯和计时器相位是否匹配判断依据是主车到达停止线的时间TTC与绿灯结束时间大小比较。TTC计算公式如下：For the Sub-Scen1 subfield, whether the phases of the green light and the timer match is judged based on the comparison between the time TTC when the main vehicle reaches the stop line and the end time of the green light. The TTC calculation formula is as follows:
当信号灯处于红黄或常绿状态时，事件A中的各级阈值计算方法如下：When the signal light is in the red-yellow or evergreen state, the calculation method of the thresholds at all levels in event A is as follows:
a)预警a) early warning
预警距离的计算Calculation of warning distance
安全距离设定方法：试验车辆可以在温和减速(譬如|aSV|<0.2g,此值可根据需要调整优化)的条件下实现安全停车。Safety distance setting method: The test vehicle can realize safe parking under the condition of moderate deceleration (for example, |aSV |<0.2g, this value can be adjusted and optimized according to needs).
试验车辆SV运动估算(在温和刹停条件下，控制目标)，减速到停止的时间tstop：Test vehicle SV motion estimation (under mild braking conditions, control target), deceleration to stop time tstop :
(其中,譬如aSV＝0.2g或其他适当值)(2) (wherein, such as aSV = 0.2g or other appropriate values) (2)
SV减速到静止的行驶距离dstop：The driving distance dstop for the SV to decelerate to a standstill:
预警的触发条件：Trigger conditions for alerts:
当本车辆SV与目标的距离drel<dstop+dpre1时触发系统预警，当信号灯变为绿灯时，预警撤销。其中，dpre1为一个提前预警的预设常值(譬如2m，具体取值，可以根据需要调整优化)。When the distance between the vehicle SV and the target is drel <dstop +dpre1 , the system warning is triggered, and when the signal light turns green, the warning is cancelled. Among them, dpre1 is a preset constant value of early warning (such as 2m, the specific value can be adjusted and optimized according to needs).
b)温和刹停b) Gentle braking
触发温和刹停原则Trigger the gentle braking principle
车辆距离路口停止线的距离drel较近，需要通过自动控制车辆以较小减速度温和减速制动至停车。The distance drel between the vehicle and the stop line at the intersection is relatively short, and it is necessary to automatically control the vehicle to brake with a small deceleration and gentle deceleration to stop.
温和刹停距离公式：Moderate braking distance formula:
其中，sbr(br,braking)温和刹停减速到静止行驶的距离，a＝0.2g(具体减速度取值，要根据当前相对车速和相对距离实时计算和优化决定)。Among them, sbr (br,braking) is the distance between deceleration and stationary driving, a=0.2g (the specific deceleration value should be calculated and optimized in real time according to the current relative vehicle speed and relative distance).
启动温和减速时相对于目标的距离smbr(mildbraking，温和刹停),制动响应时间trbr(response braking，制动响应时间)The distance to the target when starting mild deceleration smbr (mildbraking, mild braking), braking response time trbr (response braking, braking response time)
smbr＝sbr+vrel*trbr(5)smbr =sbr +vrel *trbr (5)
c)紧急制动c) Emergency braking
车辆距离路口停止线距离drel已达到紧急制动要求，需要高强度制动(例如减速度|aSV|>0.5g)才能在停止线之前实现停车。The distance drel from the stop line at the intersection has reached the emergency braking requirement, and high-intensity braking (such as deceleration |aSV |>0.5g) is required to stop before the stop line.
紧急制动距离公式:Emergency braking distance formula:
当信号灯为绿灯倒计时状态且前车距停止线距离小于紧急制动触发阈值时，AScen2计算的阈值参数中加上dTV即可，以避免因前车突然紧急制动而导致的碰撞。When the signal light is in the countdown state of the green light and the distance between the vehicle in front and the stop line is less than the emergency braking trigger threshold, dTV can be added to the threshold parameter calculated by AScen2 to avoid collisions caused by sudden emergency braking of the vehicle in front.
在对两个子场景综合决策方面遵循以下两点原则：The following two principles are followed in the comprehensive decision-making of the two sub-scenarios:
在有制动时，取二者最大制动能力；When there is braking, take the maximum braking capacity of the two;
在有报警时，取频率更高的报警状态(包括声音+视觉)。When there is an alarm, take the alarm state with higher frequency (including sound + vision).
实施例二Embodiment two
一种基于车路感知融合技术在交通灯遮挡场景的控制系统，包括A control system based on vehicle road perception fusion technology in traffic light occlusion scenes, including
路侧端，具有路侧感知设备以及实现通讯的RSU；Roadside end, with roadside sensing equipment and RSU for communication;
车载端，具有与路侧RSU通信的OBU、控制器，所述控制器执行实施例一所述一种基于车路感知融合技术在交通灯遮挡场景的控制方法；The vehicle-mounted terminal has an OBU and a controller that communicate with the roadside RSU, and the controller executes a control method based on the vehicle-road perception fusion technology in the traffic light occlusion scene described in Embodiment 1;
或者还包括其他车载端，所述车载端支架能通过OBU通讯连接。Or other vehicle-mounted terminals are also included, and the brackets of the vehicle-mounted terminals can be connected through OBU communication.
以上所述仅为本发明的实施例，并非因此限制本发明的专利范围，凡是利用本发明说明书及附图内容所作的等同变换，或直接或间接运用在相关的技术领域，均同理包括在本发明的专利保护范围内。The above description is only an embodiment of the present invention, and does not limit the patent scope of the present invention. All equivalent transformations made by using the description of the present invention and the contents of the accompanying drawings, or directly or indirectly used in related technical fields, are all included in the same principle. Within the scope of patent protection of the present invention.
| Application Number | Priority Date | Filing Date | Title |
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| CN202210573342.7ACN115171413B (en) | 2022-05-25 | 2022-05-25 | Control method and system for shielding scene of traffic light based on vehicle road sensing fusion technology |
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| CN202210573342.7ACN115171413B (en) | 2022-05-25 | 2022-05-25 | Control method and system for shielding scene of traffic light based on vehicle road sensing fusion technology |
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| CN202210573342.7AActiveCN115171413B (en) | 2022-05-25 | 2022-05-25 | Control method and system for shielding scene of traffic light based on vehicle road sensing fusion technology |
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