A vehicle auxiliary driving method based on vehicle-road cooperation
By acquiring vehicle and road condition information through vehicle-road cooperative technology, analyzing risks and formulating control plans, the safety of vehicle-assisted driving systems at high speeds is solved, enabling faster data processing and accurate hazard assessment, thus ensuring vehicle safety.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Patents(China)
- Current Assignee / Owner
- SHANDONG EXPRESSWAY INFORMATION GRP CO LTD
- Filing Date
- 2023-02-10
- Publication Date
- 2026-06-16
AI Technical Summary
Existing vehicle driver assistance systems lack dynamic road information, resulting in insufficient safety at high speeds and a high risk of traffic accidents.
By using vehicle-road cooperative technology, basic information about the auxiliary vehicle and external road conditions are obtained, safety analysis is performed and risk coefficients are set, and the controller of the auxiliary vehicle formulates an auxiliary control scheme to actively intervene in the vehicle's driving status to avoid danger.
It improves vehicle safety at high speeds, can quickly process and calculate dangerous situations, and provides accurate auxiliary control solutions to ensure safe vehicle operation.
Smart Images
Figure CN116176570B_ABST
Abstract
Description
Technical Field
[0001] This application relates to a vehicle-road cooperative driving method. Background Technology
[0002] Highways, as a primary mode of long-distance travel, are prone to serious traffic accidents due to factors such as high speeds. While advancements in vehicle intelligence have led to advancements in assisted driving and even autonomous driving, numerous accidents involving assisted or autonomous driving systems have occurred in other countries, resulting in injuries and fatalities. This situation arises primarily because current intelligent technologies are based on vehicle intelligence, with the road serving only as a static reference, unable to provide dynamic information. Therefore, they cannot provide sufficient reference data for safe driving assistance, especially at high speeds. Summary of the Invention
[0003] To address the aforementioned issues, this application discloses a vehicle-road cooperative driving assistance method, comprising the following steps:
[0004] Obtain basic information about the auxiliary vehicle and the road conditions outside the auxiliary vehicle;
[0005] For auxiliary vehicles, a safety analysis is performed over a set time period. If a risk is found, the risk factor is determined, and the controller of the auxiliary vehicle sets an auxiliary control scheme.
[0006] The auxiliary vehicle executes an auxiliary control scheme. This application uses a combination of internal information and external road conditions to obtain an auxiliary control scheme, thereby enabling faster data processing and calculation in the event of a hazard, resulting in a suitable auxiliary control scheme. Based on this scheme, the vehicle's driving state is actively intervened to ensure vehicle safety.
[0007] Preferably, the road conditions outside the auxiliary vehicle are provided to the auxiliary vehicle by a roadside monitor; the road conditions outside the auxiliary vehicle include the following:
[0008] Road conditions, including lane location, roadbed location, lane width, and road markings;
[0009] Other vehicle information includes driving speed, positional relationship with auxiliary vehicles, lane location, deviation angle of driving direction relative to the center line of the lane, and positional relationship with road markings.
[0010] Preferably, the risk coefficient R is determined in the following manner:
[0011] The braking distance S1 of the auxiliary vehicle is calculated, the closest distance S2 between the auxiliary vehicle and other vehicles in front is obtained, and the closest distance S3 between the auxiliary vehicle and other vehicles behind is obtained. If S1 > S2, R is set to 100 and an emergency avoidance is performed; otherwise, R = 10*(S1 / S2) + 5*(S1 / S3), and an emergency warning is sent to the auxiliary vehicle according to the risk coefficient. This application judges risk by comparing the braking distance with the distances to vehicles in front and behind. Regardless of the distance in front or behind, a small distance indicates a greater risk. Using this judgment coefficient can detect most risks, thus ensuring the accuracy of risk point judgment.
[0012] Preferably, the basic information includes road-side information and vehicle-side data;
[0013] The roadside information includes the measured vehicle distance between the auxiliary vehicle and other vehicles, the vehicle-road distance between the auxiliary vehicle and the roadbed, the driving speed of the auxiliary vehicle, the lane in which the auxiliary vehicle is located, the center-axis distance between the center-axis of the auxiliary vehicle and the center-axis of the lane, and the deviation angle of the center-axis of the auxiliary vehicle from the center-axis of the lane.
[0014] The vehicle-side data includes the assisted vehicle's driving speed, the assisted vehicle's predetermined acceleration, and the assisted vehicle's predetermined driving deviation angle.
[0015] Preferably, if R>20, data calibration should be performed first, and then emergency avoidance should be performed.
[0016] Preferably, the data calibration is performed in the following manner:
[0017] Based on roadside data, a simulation was performed to predict a scenario in which a direct collision would occur within 5 seconds.
[0018] The vehicles involved in the predicted scenario are extracted, and combined with the road infrastructure information of their location, if the road infrastructure is good, and the center distance between the vehicle's centerline and the lane's centerline, and the deviation angle of the vehicle's centerline from the lane's centerline are within the set threshold range, the vehicle's position is corrected to the lane's centerline, and the deviation angle is set to 0.
[0019] Then, the corrected roadside data is calculated and simulated. Data with a danger occurrence time lower than the warning threshold is extracted to obtain primary data. Based on the primary data, vehicle-side data is extracted from the vehicles involved as primary matching data.
[0020] The warning threshold is 3 seconds.
[0021] Preferably, the primary data is generated as follows: if the deviation angle of the vehicle's centerline from the lane centerline exceeds 10° when a vehicle collision is predicted, then the vehicle distance or vehicle-road distance, the deviation angle of the vehicle's centerline from the lane centerline, and the vehicle speed are used as primary data, and the vehicle's predetermined acceleration and the vehicle's predetermined deviation angle are used as primary matching data.
[0022] If the predicted deviation angle of the vehicle's centerline from the lane centerline at the time of a vehicle collision does not exceed 10°, then the vehicle distance or vehicle-road distance and vehicle speed are used as primary data, and the vehicle's predetermined deviation angle is used as primary matching data. This application first performs a pre-calculation simulation to obtain the predicted scenario, then further centralizes the information of vehicles that may collide, and then, considering the possibility of self-adjustment, performs a secondary correction on the data. After the secondary correction, a new calculation simulation is performed to obtain a screening effect that more closely approximates the actual situation.
[0023] Preferably, the primary data and primary matching data are transmitted to the controller of the auxiliary vehicle. The controller processes the primary data and primary matching data to obtain an auxiliary control scheme, which is then immediately executed by the vehicle.
[0024] Preferably, the auxiliary control scheme includes lane changing and safe deceleration.
[0025] Preferably, the set time period does not exceed 20 seconds.
[0026] This application can bring the following beneficial effects:
[0027] 1. This application uses a combination of internal information and external road conditions to obtain an auxiliary control scheme for the assisted vehicle. This allows for faster data processing and calculation when a hazard occurs, resulting in a suitable auxiliary control scheme. The vehicle's driving status is then actively intervened based on this scheme to ensure vehicle safety.
[0028] 2. This application assesses risk by measuring braking distance and distance to vehicles in front and behind. Regardless of the distance to the front or rear, a small distance indicates a significant risk. This assessment coefficient can detect most risks, thus ensuring the accuracy of risk point assessment.
[0029] 3. This application first performs a pre-calculation simulation to obtain the predicted scenario, then further centralizes the information of vehicles that may collide, and then, taking into account the possibility of self-adjustment, performs a second correction on the data. After the second correction, the calculation simulation is performed again to obtain a screening effect that is closer to the actual situation. Attached Figure Description
[0030] The accompanying drawings, which are included to provide a further understanding of this application and form part of this application, illustrate exemplary embodiments and are used to explain this application, but do not constitute an undue limitation of this application. In the drawings:
[0031] Figure 1 This is a schematic diagram of Example 1; Detailed Implementation
[0032] To clearly illustrate the technical features of this solution, the following detailed description of specific implementation methods will be provided.
[0033] In the first embodiment, such as Figure 1 As shown, a vehicle-road cooperative driving assistance method includes the following steps:
[0034] S101 obtains basic information about the auxiliary vehicle and the road conditions outside the auxiliary vehicle;
[0035] The road conditions outside the auxiliary vehicle are provided to the auxiliary vehicle by a roadside monitor; the road conditions outside the auxiliary vehicle include the following:
[0036] Road conditions, including lane location, roadbed location, lane width, and road markings;
[0037] Other vehicle information includes driving speed, positional relationship with auxiliary vehicles, lane location, deviation angle of driving direction relative to the center line of the lane, and positional relationship with road markings.
[0038] The basic information includes road-side information and vehicle-side data;
[0039] The roadside information includes the measured vehicle distance between the auxiliary vehicle and other vehicles, the vehicle-road distance between the auxiliary vehicle and the roadbed, the driving speed of the auxiliary vehicle, the lane in which the auxiliary vehicle is located, the center-axis distance between the center-axis of the auxiliary vehicle and the center-axis of the lane, and the deviation angle of the center-axis of the auxiliary vehicle from the center-axis of the lane.
[0040] The vehicle-side data includes the assisted vehicle's driving speed, the assisted vehicle's predetermined acceleration, and the assisted vehicle's predetermined driving deviation angle.
[0041] S102 performs a safety analysis on the auxiliary vehicle within a set time period. If a risk is found, the risk coefficient is determined, and the controller of the auxiliary vehicle sets an auxiliary control scheme.
[0042] The set time period shall not exceed 20 seconds;
[0043] The risk coefficient R is determined as follows:
[0044] Calculate the braking distance S1 of the auxiliary vehicle, obtain the closest distance S2 between the auxiliary vehicle and other vehicles in front, and obtain the closest distance S3 between the auxiliary vehicle and other vehicles behind. If S1>S2, set R to 100 and perform emergency avoidance; otherwise, R=10*(S1 / S2)+5*(S1 / S3), and send an emergency warning to the auxiliary vehicle according to the risk coefficient.
[0045] If R>20, perform data calibration first, and then perform emergency avoidance.
[0046] The data calibration is performed as follows:
[0047] Based on roadside data, a simulation was performed to predict a scenario in which a direct collision would occur within 5 seconds.
[0048] The vehicles involved in the predicted scenario are extracted, and combined with the road infrastructure information of their location, if the road infrastructure is good, and the center distance between the vehicle's centerline and the lane's centerline, and the deviation angle of the vehicle's centerline from the lane's centerline are within the set threshold range, the vehicle's position is corrected to the lane's centerline, and the deviation angle is set to 0.
[0049] Then, the corrected roadside data is calculated and simulated. Data with a danger occurrence time lower than the warning threshold is extracted to obtain primary data. Based on the primary data, vehicle-side data is extracted from the vehicles involved as primary matching data.
[0050] The warning threshold is 3 seconds.
[0051] The primary data is generated as follows: if the deviation angle of the vehicle's centerline from the lane centerline exceeds 10° when a vehicle collision is predicted, then the vehicle distance or vehicle-road distance, the deviation angle of the vehicle's centerline from the lane centerline, and the vehicle speed are used as primary data, and the vehicle's predetermined acceleration and the vehicle's predetermined deviation angle are used as primary matching data.
[0052] If it is predicted that when a vehicle collision occurs, the deviation angle of the vehicle's centerline from the lane centerline will not exceed 10°, then the vehicle distance or vehicle-road distance and the vehicle speed will be used as primary data, and the vehicle's predetermined deviation angle will be used as primary matching data.
[0053] S103 assists in implementing auxiliary control schemes for vehicles.
[0054] The primary data and primary matching data are transmitted to the controller of the assisted vehicle. The controller processes the primary data and primary matching data to obtain an assisted control scheme, which is then immediately executed by the vehicle. The assisted control scheme includes lane changing and safe deceleration.
[0055] The above are merely embodiments of this application and are not intended to limit the scope of this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of the claims of this application.
Claims
1. A vehicle-road cooperative driving assistance method, characterized in that: Includes the following steps: Obtain basic information about the auxiliary vehicle and the road conditions outside the auxiliary vehicle; For the auxiliary vehicle, a safety analysis is performed within a set time period. If a risk is found, the risk coefficient R is determined, and the auxiliary vehicle's controller sets an auxiliary control scheme. Assist vehicles in implementing auxiliary control schemes; The risk coefficient R is determined as follows: Calculate the braking distance S1 of the auxiliary vehicle, obtain the closest distance S2 between the auxiliary vehicle and other vehicles in front, and obtain the closest distance S3 between the auxiliary vehicle and other vehicles behind. If S1>S2, the risk coefficient R is set to 100 and an emergency avoidance is performed; otherwise, R=10*(S1 / S2)+5*(S1 / S3), and an emergency warning is sent to the auxiliary vehicle according to the risk coefficient R. The basic information includes road-side information and vehicle-side data; The roadside information includes the measured vehicle distance between the auxiliary vehicle and other vehicles, the vehicle-road distance between the auxiliary vehicle and the roadbed, the driving speed of the auxiliary vehicle, the lane in which the auxiliary vehicle is located, the center-axis distance between the center-axis of the auxiliary vehicle and the center-axis of the lane, and the deviation angle of the center-axis of the auxiliary vehicle from the center-axis of the lane. The vehicle-side data includes the assisted vehicle's driving speed, the assisted vehicle's predetermined acceleration, and the assisted vehicle's predetermined driving deviation angle. If R > 20, perform data calibration first, and then perform emergency avoidance. The data calibration is performed as follows: Based on roadside data, a simulation was performed to predict a scenario in which a direct collision would occur within 5 seconds. The vehicles involved in the predicted scenario are extracted, and combined with the road infrastructure information of their location, if the road infrastructure is good, and the center distance between the vehicle's centerline and the lane's centerline, and the deviation angle of the vehicle's centerline from the lane's centerline are within the set threshold range, the vehicle's position is corrected to the lane's centerline, and the deviation angle is set to 0. Then, the corrected roadside data is calculated and simulated. Data with a hazard occurrence time lower than the warning threshold is extracted to obtain primary data. Based on the primary data, vehicle-side data is extracted from the vehicles involved as primary matching data.
2. The vehicle-road cooperative driving assistance method according to claim 1, characterized in that: The road conditions outside the auxiliary vehicle are provided to the auxiliary vehicle by a roadside monitor; the road conditions outside the auxiliary vehicle include the following: Road conditions, including lane location, roadbed location, lane width, and road markings; Other vehicle information includes driving speed, positional relationship with auxiliary vehicles, lane location, deviation angle of driving direction relative to the center line of the lane, and positional relationship with road markings.
3. The vehicle-road cooperative driving assistance method according to claim 1, characterized in that: The warning threshold is 3 seconds.
4. The vehicle-road cooperative driving assistance method according to claim 1, characterized in that: The primary data is generated as follows: if the deviation angle of the vehicle's centerline from the lane centerline exceeds 10° when a vehicle collision is predicted, then the vehicle distance or vehicle-road distance, the deviation angle of the vehicle's centerline from the lane centerline, and the vehicle speed are used as primary data, and the vehicle's predetermined acceleration and the vehicle's predetermined deviation angle are used as primary matching data. If it is predicted that when a vehicle collision occurs, the deviation angle of the vehicle's centerline from the lane centerline will not exceed 10°, then the vehicle distance or vehicle-road distance and the vehicle speed will be used as primary data, and the vehicle's predetermined deviation angle will be used as primary matching data.
5. A vehicle-road cooperative driving assistance method according to claim 4, characterized in that: The primary data and primary matching data are transmitted to the controller of the auxiliary vehicle. The controller processes the primary data and primary matching data to obtain the auxiliary control scheme, which is then immediately executed by the vehicle.
6. A vehicle-road cooperative driving assistance method according to claim 5, characterized in that: The auxiliary control scheme includes lane changing and safe deceleration.
7. A vehicle-road cooperative driving assistance method according to claim 1, characterized in that: The set time period shall not exceed 20 seconds.