Ramp merging decision control method, electronic device and vehicle

Abstract

The present invention relates to the technical field of vehicle automatic driving, and in particular to a ramp merging decision control method, electronic device and vehicle. The present invention maps the main road and ramp vehicles to one lane in the upper decision module, thereby converting the vehicle merging problem into a virtual vehicle following problem, and further calculates the time when each vehicle arrives at the merging point. The time to merge into the main road is decided by time series, which can greatly improve the safety and efficiency of vehicle ramp merging. The vehicle speed is controlled in real time by cooperating with the bottom control module, so that the vehicle can merge into the main road at the right time, taking into account the comfort and safety of automatic driving.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle automatic driving, and in particular to a ramp merging decision control method, electronic equipment and a vehicle. Background Art

[0002] As the current autonomous driving technology becomes more and more mature, according to the autonomous driving levels classified by SAE (Society of Automotive Engineers), L2+ / L3-level vehicles are becoming more and more common in the market. Its functions mainly include: AEB (emergency brake assist system), ACC (adaptive cruise control system), LKA (lane keeping assist system), ICA (intelligent navigation system), TLC (trigger lane change function), etc., among which the intelligent navigation system has gradually become an important application scenario. The automatic entry and exit ramp scenario is the key to highway traffic operation. The merging operation will frequently interfere with the main road traffic flow, which will lead to various problems, such as traffic fluctuations and safety issues.

[0003] The existing highway ramp merging control method usually adopts V2X vehicle networking technology to obtain mutual information between all vehicles, and then judge whether to merge into the ramp from an overall perspective. The overall implementation cost is high, the control efficiency is low, and there are major safety hazards. Summary of the invention

[0004] The technical problem to be solved by the present invention is: in view of the shortcomings of the existing technology, a ramp merging decision control method, electronic equipment and vehicle are provided. By mapping the main road and ramp vehicles to one lane in the upper decision module, the vehicle merging problem is converted into a virtual vehicle following problem, and the time for each vehicle to arrive at the merging point is further calculated. The moment of merging into the main road is decided by time series, which can greatly improve the safety and efficiency of vehicle ramp merging. The vehicle speed is controlled in real time in conjunction with the underlying control module, so that the vehicle can merge into the main road at the right time, taking into account the comfort and safety of automatic driving.

[0005] In order to solve the above technical problems, the technical solution adopted by the present invention is:

[0006] A ramp merging decision control method includes an upper decision layer and a lower vehicle control layer;

[0007] The decision layer includes three parts: traffic jam mode control, non-traffic jam mode control, and safety module control. The traffic jam mode control and non-traffic jam mode control perform merging decision control based on the time when each vehicle reaches the merging point and the tolerance time of the vehicle stagnation. The safety module control performs emergency braking control based on the collision risk in each direction during the process of the vehicle merging into the main road.

[0008] The vehicle control layer includes two parts: longitudinal control and lateral control of the vehicle. It receives the input decision control instructions and emergency braking control instructions from the decision layer in real time, and jumps in the acceleration module, constant speed module, deceleration module, non-traffic jam module, traffic jam module, and emergency braking module according to the control instructions to control the vehicle to perform corresponding actions.

[0009] Preferably, the decision layer first calculates the estimated arrival time of all vehicles within a preset range on the main road at the ramp entrance according to the vehicle-mounted sensor measurement data, and records it as a set A (t1, t2...tn), and the arrival time data of each vehicle in the set A is sorted from small to large;

[0010] Then, according to the on-board map positioning information, the current distance between the vehicle and the ramp entrance is obtained, and the time T when the vehicle reaches the ramp entrance is calculated in real time according to the vehicle speed, and the time T is incorporated into the set A, and the sets are sorted from small to large to form a set B (t1…ti, T, t i+1 …tn).

[0011] Preferably, the non-traffic jam mode control specifically includes:

[0012] S1, when it is determined that the vehicle can merge into the main road before vehicle No. i, the decision layer sends an acceleration control request to the vehicle control layer to control the vehicle to merge into the main road before vehicle No. i;

[0013] S2, when it is determined that the vehicle can merge into the main road before vehicle i+1, the decision layer sends a corresponding uniform speed, acceleration or deceleration control request to the vehicle control layer to control the vehicle to merge into the main road before vehicle i+1;

[0014] S3, when it is determined that the vehicle can merge into the main road behind vehicle i+1, the decision layer sends a corresponding deceleration or stationary control request to the vehicle control layer to control the vehicle to merge into the main road behind vehicle i+1.

[0015] Preferably, the step of determining that the vehicle can merge into the main road before vehicle No. i comprises the following steps:

[0016] Obtain the distance between the vehicle and the merging point, and calculate the time T' when the vehicle arrives at the merging point by combining the preset acceleration value of the vehicle and the ramp speed limit value;

[0017] Determine whether ti-T' is greater than the preset time T1, if so, determine that it is possible to merge into the main road before vehicle No. i;

[0018] The step of determining whether the vehicle can merge into the main road before the vehicle i+1 includes the following steps:

[0019] When T’–ti < T1, it is determined that after deceleration, the vehicle can merge into the main road in front of the (i + 1)-th vehicle, and the decision-making layer sends a deceleration control request to the vehicle control layer;

[0020] When T1 < T’–ti and t i+1 -T’ > T2, it is determined that there is no risk of merging into the main road at the current speed, and the decision-making layer sends a constant-speed control request to the vehicle control layer, where the preset time T2 > T1;

[0021] When T1 < t i+1 -T’ < T2, it is determined that after acceleration, the vehicle can merge into the main road in front of the (i + 1)-th vehicle, and the decision-making layer sends an acceleration control request to the vehicle control layer;

[0022] The determination that the vehicle itself can merge into the main road behind the (i + 1)-th vehicle includes the following steps:

[0023] The decision-making layer sends a deceleration control request to the vehicle control layer, obtains the distance of the vehicle itself from the merging point, and calculates the time T” for the vehicle itself to reach the merging point in combination with the real-time deceleration value of the vehicle itself;

[0024] Judge whether T” - t i+1 is greater than T1. If so, it is determined that the vehicle can merge into the main road behind the (i + 1)-th vehicle.

[0025] Preferably, the traffic jam mode control includes the following steps:

[0026] 1) When it is judged that the speed of the vehicle itself is lower than the preset speed V and within the preset distance S from the merging point, it is confirmed to enter the traffic jam mode;

[0027] 2) When the system judges that there is no possibility of safely merging into the main road, record the continuous tolerance time delt_T. When delt_T is greater than 10 s, the decision-making layer sends a game request;

[0028] 3) The real-time game request is specifically to send a tentative merging-into-the-main-road control instruction to the vehicle control layer, and at the same time, calculate the collision risks between the vehicle itself and the vehicles in front of and behind on the main road respectively according to the on-vehicle sensor measurement data and the real-time vehicle speed value of the vehicle itself. When the risks are completely eliminated, directly control the vehicle itself to merge into the main road.

[0029] Preferably, the safety module control includes the following steps:

[0030] 1) Calculate the time to collision TTC between the vehicle itself and the vehicles in front, behind, and laterally during the process of the vehicle itself merging into the main road respectively according to the on-vehicle sensor measurement data and the real-time vehicle speed value of the vehicle itself;

[0031] 2) When the time to collision TTC in any direction meets the emergency braking trigger threshold, the decision-making layer sends an emergency braking control instruction to the vehicle control layer.

[0032] Preferably, the vehicle control layer first enters the uniform speed module, and then jumps in each module according to the control instruction. The specific jump rules include:

[0033] The uniform speed module enters the acceleration module: when the decision layer sends an acceleration command, the vehicle accelerates at the preset acceleration α, and the maximum speed does not exceed the ramp speed limit;

[0034] The acceleration module enters the uniform speed module: when it is calculated that the actual arrival time of the vehicle at the confluence entrance is sufficient to merge into the main road safely, the acceleration module is exited and the uniform speed module is entered;

[0035] The uniform speed module enters the deceleration module: When the decision layer sends a deceleration command, the vehicle decelerates at the preset deceleration rate -α, and when the deceleration module jumps to the uniform speed module within 2s, the uniform speed module is not allowed to enter the deceleration module again;

[0036] The deceleration module enters the uniform speed module: when it is calculated that the actual arrival time of the vehicle at the confluence entrance is sufficient to merge into the main road safely, the deceleration module is exited and the uniform speed module is entered;

[0037] Any of the acceleration module, deceleration module, and constant speed module enters the emergency braking module: when it is calculated that there is a risk of collision when the vehicle merges into the main road, the vehicle decelerates at a preset speed of -10m / s 2 Slow down and brake.

[0038] Preferably, the non-traffic jam module enters the traffic jam module: when it is determined that the vehicle speed is lower than the preset speed V and is within the preset distance S from the merging point, it enters the distance module. This module mainly considers that under the condition of traffic jam on the ramp, there is no sufficient safety reserve time, and provides the system with the conditions for safe lane change. Therefore, under the traffic jam module, the system first makes a forward rush in a short time based on the collision risk between the vehicle and the vehicles in front and behind the main road vehicles, after the waiting time is greater than the tolerance time, that is, it accelerates in a short time and then immediately decelerates to zero, to ensure that the forward rush distance does not exceed 0.2m each time. At the same time, the system further determines whether there is enough reserved safety time for merging into the main road.

[0039] Preferably, the non-traffic jam / traffic jam module enters the emergency braking module: the vehicle enters full braking, the braking deceleration is -10m / s2, and the vehicle is stopped as soon as possible to avoid further damage.

[0040] Compared with the prior art, the present invention has the following main advantages:

[0041] 1. The present invention proposes a ramp merging decision control method, which maps the main road and ramp vehicles to one lane in the upper decision module, thereby converting the vehicle merging problem into a virtual vehicle following problem, and further calculates the time when each vehicle arrives at the merging point. The time to merge into the main road is decided by time series, which can greatly improve the safety and efficiency of vehicle ramp merging. The vehicle speed is controlled in real time in conjunction with the underlying control module, so that the vehicle can merge into the main road at the right time, taking into account the comfort and safety of automatic driving;

[0042] 2. The present invention converts the safe distance relationship between the vehicle and the front and rear vehicles during the ramp merging process into an arrival time relationship, making the judgment logic and calculation process more reliable and more universal for merging scenarios at different vehicle speeds;

[0043] 3. When the bottom control module of the present invention controls the vehicle speed, a comfortable acceleration and deceleration switching control scheme is adopted, which can greatly improve the driving experience of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0044] Figure 1 It is a system overall framework diagram of the decision control method in an embodiment of the present invention;

[0045] Figure 2 A schematic diagram of ramp merging in an embodiment of the present invention;

[0046] Figure 3 It is a logic layer processing block diagram of the decision control method in an embodiment of the present invention;

[0047] Figure 4 It is a control layer logic block diagram of the decision control method in an embodiment of the present invention. DETAILED DESCRIPTION

[0048] In order to make the purpose, technical solutions and advantages of the present invention more clearly understood, the present invention is further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not intended to limit the present invention. In addition, the technical features involved in the various embodiments of the present invention described below can be combined with each other as long as they do not conflict with each other.

[0049] It should be pointed out that, according to the needs of implementation, the various steps / components described in this application can be split into more steps / components, and two or more steps / components or partial operations of steps / components can be combined into new steps / components to achieve the purpose of the present invention.

[0050] Embodiment 1. This embodiment provides a ramp merging decision control method. Through an all-round perception system, the position, posture, and motion information of other vehicles around the vehicle, in the ramp, and on the main road are accurately obtained, including lateral and longitudinal speeds, acceleration, distance, etc. The sensors used include forward millimeter-wave radar, forward-looking camera, side-view camera, rear-facing camera, and lidar.

[0051] like Figure 1 As shown, the ramp merging decision control method is divided into two layers: an upper decision layer and a lower vehicle control layer.

[0052] The decision layer includes three parts, which are divided into traffic jam mode part and non-traffic jam mode part according to the speed of the vehicle and the distance from the merging point. The two have their own decision-making logic, and the factors involved mainly include the time for each vehicle to reach the merging point, the stagnation tolerance time, etc.; the third part is the safety module part, which is independent of the previous two parts. If the system calculates that there is a risk of collision from all directions when the vehicle is merging into the main road, the safety control part will issue corresponding control instructions to the next layer.

[0053] The bottom vehicle control layer mainly includes two parts: longitudinal control and lateral control of the vehicle. It receives decision information from the upper layer and then controls the vehicle to accelerate, decelerate, wait, maintain a constant speed, merge into the main road, etc., to ensure the comfort and safety of the vehicle during driving.

[0054] like Figure 2 As shown in the figure, the junction between the inner lane line of the ramp and the main road is the dotted line in the figure. According to the sensor measurement data, the time for all vehicles in lane 1 to reach the virtual line is calculated by the kinematic formula, which is represented by set A (t0, t1, t2...tn), and the time data in set A are sorted from small to large by default;

[0055] At the same time, based on the high-precision map positioning information, the current distance from the vehicle to the ramp entrance is obtained, and based on the vehicle speed, the time T for the vehicle to reach the virtual line is calculated in real time;

[0056] Merge time T into set A and combine them into a new set B in ascending order, for example, B(t0, t1, t2, T, t3…tn);

[0057] The decision-making layer control logic performs intelligent logic judgment based on the size relationship between T and the time data ti located before T in set B. The specific logic layer processing block diagram is as follows: Figure 3 shown.

[0058] Furthermore, due to merging into the main road, the safety distance from the vehicles in front and behind is mainly considered. In this control scheme, it is more reliable to convert the distance into the arrival time relationship, which is more universal for scenarios at different vehicle speeds.

[0059] I. In the non-traffic jam mode, for set B, taking the set B(t0, t1, t2, T, t3... tn) as an example, that is, the moment when the host vehicle arrives at the merging point is between the 3rd vehicle and the 4th vehicle in lane 1. Then, the possibility of the host vehicle merging into the main road in front of the 1st vehicle, the 2nd vehicle, the 3rd vehicle, and the 4th vehicle is judged in turn. The intelligent judgment logic is as follows:

[0060] A. Assume that the host vehicle merges into the main road in front of the 1st and 2nd vehicles. According to the analysis, it is only possible for the host vehicle to merge into the main road by accelerating. The specific judgment logic is as follows:

[0061] 1) Obtain the distance of the host vehicle from the merging point. Assume that the host vehicle accelerates at 3m / s 2 acceleration, and the speed limit is the ramp speed limit value (generally 40km / h). Then, calculate the time T' for the host vehicle to reach the merging point;

[0062] 2) Judge in turn: whether t0 - T' is greater than 1.2s. If it is satisfied, the decision-making layer sends an acceleration request to the control layer, and the host vehicle merges into the main road in front of the 1st vehicle; if t0 - T' is less than 1.2s, further judge whether t1 - T' is greater than 1.2s and whether T' - t0 is greater than 1.2s. If it is satisfied, the decision-making layer sends an acceleration request to the control layer for the host vehicle to enter the main road in front of the 2nd vehicle. Otherwise, it is calculated that the host vehicle cannot merge into the main road in front of the 1st and 2nd vehicles;

[0063] B. Assume that the host vehicle enters and merges into the main road in front of the 3rd vehicle. According to the analysis, the host vehicle may merge into the main road by maintaining a constant speed / accelerating / decelerating. The specific judgment logic is as follows:

[0064] 1) Obtain the distance of the host vehicle from the merging point. Assume that the host vehicle accelerates at 3m / s 2 acceleration, and the speed limit is the ramp speed limit value (generally 40km / h). Then, calculate the time T” for the host vehicle to reach the merging point;

[0065] 2) Judge simultaneously:

[0066] If T” - t2 is less than 1.2s, the decision-making layer sends a deceleration request to the control layer, and the system calculates the time to reach the merging point in real time until the condition for merging into the main road is met, then stops decelerating and merges into the main road at a constant speed;

[0067] If 1.2s < T” - t2 and t3 - T” > 3.2s, it means that there is no risk of merging into the main road at the current speed. The decision-making layer sends a request to the control layer to maintain a constant speed, and the host vehicle merges into the main road in front of the 3rd vehicle;

[0068] If 1.2s < t3 - T” < 3.2s, the decision-making layer starts to judge whether the vehicle can accelerate itself to meet the condition of safely merging into the main road. The judgment logic here is the same as that in A;

[0069] C. Assume that the vehicle merges into the main road behind vehicle No. 3. According to the analysis, the vehicle may merge into the main road by decelerating or waiting statically. The specific logic is as follows:

[0070] The decision-making layer sends a deceleration request to the control layer, and the system calculates the time to reach the merging point in real time until the condition of merging into the main road is met, then stops decelerating and merges into the main road at a constant speed; if the vehicle speed of the vehicle decreases to less than 8 km / s, it enters the traffic jam mode for judgment. The specific judgment logic is as follows.

[0071] The above is the logic of the decision-making layer in the non-traffic jam mode. At the same time, assume that the vehicle merges into the main road before vehicle No. 1 and No. 2, before and after vehicle No. 3, and judge their feasibility. If there are 2 or more situations that hold simultaneously, the decision is made according to the principle of merging into the main road in the shortest time.

[0072] Second, in the traffic jam mode, it is confirmed to enter the traffic jam mode by judging whether the vehicle speed of the vehicle is lower than 8 km / h and within 3 m from the merging point. In the traffic jam mode, different from the non-traffic jam mode, when using the above intelligent judgment logic and the system continuously judges that there is no possibility of safely merging into the main road, the continuous tolerance time delt_T is recorded. When delt_T is greater than 10 s, the decision-making layer sends a game request, that is, sends a tentative request to merge into the main road to the control layer, and calculates the collision risks with the vehicles in front and behind on the main road at the same time. When the risk is completely eliminated, it directly merges into the main road.

[0073] Third, in the safety module, the collision risks from the vehicles in front, behind, and on the side are calculated in real time, and the time to collision TTC is calculated through the kinematic formula. When the vehicle is executing the process of merging into the main road and TTC meets the emergency braking trigger threshold, the safety module sends an emergency braking request to the vehicle control layer.

[0074] Fourth, the bottom layer vehicle control layer accepts the requests from the upper layer decision-making layer, jumps among the acceleration module, constant speed module, deceleration module, traffic jam module, and emergency braking module, and controls the vehicle to perform corresponding actions. The specific state transition logic is as Figure 4 shown:

[0075] First, control the vehicle to directly enter the constant speed module, and then enter the corresponding module according to the request of the decision-making layer. The implementation logics of each module are further described as follows:

[0076] The constant speed module enters the acceleration module: the vehicle requests to accelerate, and the acceleration magnitude is 3 m / s 2The maximum speed limit is the actual speed limit of the ramp, which is generally 40km / h. The speed will not change after reaching the maximum value.

[0077] The acceleration module enters the uniform speed module: when it is calculated that the actual arrival time of the vehicle at the confluence entrance is sufficient to merge into the main road safely, the acceleration module is exited and the uniform speed module is entered;

[0078] The constant speed module enters the deceleration module: the vehicle requests deceleration after passing the judgment, and the deceleration rate is -3m / s 2 , decelerate at a comfortable deceleration rate; at the same time, in order to prevent the wrong deceleration condition, when the deceleration module jumps to the uniform speed module within 2s, the uniform speed module is not allowed to enter the deceleration module again;

[0079] The deceleration module enters the constant speed module: When the system determines that the vehicle can safely merge into the main road after deceleration, it exits the deceleration module and enters the constant speed state;

[0080] The speed module enters the emergency braking module: by calculating the collision risk between the vehicle and the surrounding vehicles, when the system determines that there is a collision risk during the lane change process, the vehicle requests a larger deceleration (-10m / s 2 ) and brake. This module is mainly used to avoid the risk of collision between the adjacent lane and the vehicle if the vehicle changes lanes in violation of traffic rules. Emergency braking is performed at this time to avoid further damage and reduce the severity of the accident.

[0081] Furthermore, the non-traffic jam module enters the traffic jam module: when it is determined that the vehicle speed is lower than 8km / h and the distance between the vehicle and the merging point is less than 3m, it enters the distance module. This module mainly considers that under the condition of traffic jam on the ramp, there is no sufficient safety reserve time to give the system the conditions for safe lane change. Therefore, under the traffic jam module, the system first makes a forward move in a short time based on the collision risk between the vehicle and the vehicles in front and behind the main road vehicles, after the waiting time is greater than the tolerance time, that is, it accelerates for a short time and then immediately decelerates to zero to ensure that the forward distance does not exceed 0.2m each time. At the same time, the system further determines whether there is enough reserved safety time for merging into the main road.

[0082] Furthermore, the non-traffic jam / traffic jam module enters the emergency braking module: the vehicle enters full braking, and the braking deceleration is -10m / s 2 , stop the vehicle as quickly as possible to avoid further damage.

[0083] Embodiment 2: This embodiment provides a ramp merging decision control method, which mainly includes an upper decision layer and a lower vehicle control layer;

[0084] The decision layer includes three parts: traffic jam mode control, non-traffic jam mode control, and safety module control. The traffic jam mode control and non-traffic jam mode control perform merging decision control based on the time when each vehicle reaches the merging point and the tolerance time of the vehicle stagnation. The safety module control performs emergency braking control based on the collision risk in each direction during the process of the vehicle merging into the main road.

[0085] The vehicle control layer includes two parts: longitudinal control and lateral control of the vehicle. It receives the input decision control instructions and emergency braking control instructions from the decision layer in real time, and jumps in the acceleration module, constant speed module, deceleration module, non-traffic jam module, traffic jam module, and emergency braking module according to the control instructions to control the vehicle to perform corresponding actions.

[0086] Furthermore, the decision layer first calculates the estimated arrival time of all vehicles within a preset range on the main road at the ramp entrance according to the vehicle sensor measurement data, and records it as a set A (t1, t2...tn), and the arrival time data of each vehicle in the set A is sorted from small to large;

[0087] Then, according to the on-board map positioning information, the current distance between the vehicle and the ramp entrance is obtained, and the time T when the vehicle reaches the ramp entrance is calculated in real time according to the vehicle speed, and the time T is incorporated into the set A, and the sets are sorted from small to large to form a set B (t1…ti, T, t i+1 …tn).

[0088] Furthermore, the non-traffic jam mode control specifically includes:

[0089] S1, when it is determined that the vehicle can merge into the main road before vehicle No. i, the decision layer sends an acceleration control request to the vehicle control layer to control the vehicle to merge into the main road before vehicle No. i;

[0090] S2, when it is determined that the vehicle can merge into the main road before vehicle i+1, the decision layer sends a corresponding uniform speed, acceleration or deceleration control request to the vehicle control layer to control the vehicle to merge into the main road before vehicle i+1;

[0091] S3, when it is determined that the vehicle can merge into the main road behind vehicle i+1, the decision layer sends a corresponding deceleration or stationary control request to the vehicle control layer to control the vehicle to merge into the main road behind vehicle i+1.

[0092] Further, the step of determining that the vehicle can merge into the main road before the vehicle No. i includes the following steps:

[0093] Obtain the distance between the vehicle and the merging point, and calculate the time T' when the vehicle arrives at the merging point by combining the preset acceleration value of the vehicle and the ramp speed limit value;

[0094] Determine whether ti-T' is greater than 1.2s. If so, it is determined that the vehicle can merge into the main road in front of vehicle i;

[0095] The step of determining whether the vehicle can merge into the main road before the vehicle i+1 includes the following steps:

[0096] When T'–ti<1.2s, it is determined that the vehicle can merge into the main road before vehicle i+1 after deceleration, and the decision layer sends a deceleration control request to the vehicle control layer;

[0097] When 1.2s<T'–ti and t i+1 -When T'>3.2s, it is determined that there is no risk in merging into the main road at the current speed, and the decision layer sends a uniform speed control request to the vehicle control layer;

[0098] When 1.2s <t i+1 - When T'<3.2s, it is determined that after acceleration, it is possible to merge into the main road in front of vehicle i+1, and the decision layer sends an acceleration control request to the vehicle control layer;

[0099] The step of determining whether the vehicle can merge into the main road after the vehicle i+1 includes the following steps:

[0100] The decision layer sends a deceleration control request to the vehicle control layer, obtains the distance between the ego vehicle and the merging point, and calculates the time T" when the ego vehicle arrives at the merging point based on the real-time deceleration value of the ego vehicle;

[0101] Judge T"-t i+1 Is it greater than 1.2s? If so, it is determined that the vehicle can merge into the main road after vehicle i+1.

[0102] Furthermore, the traffic jam mode control comprises the following steps:

[0103] 1) When the vehicle speed is judged to be less than 8km / h and the distance to the merging point is within 3m, it is confirmed to enter the traffic jam mode;

[0104] 2) When the system determines that there is no possibility of safely merging into the main road, it records the tolerance time delt_T. When delt_T is greater than 10s, the decision-making layer issues a game request;

[0105] 3) The real-time game request specifically sends a tentative merge-into-the-main-road control command to the vehicle control layer, and at the same time calculates the collision risk between the vehicle and the vehicles in front and behind on the main road based on the on-board sensor measurement data and the real-time speed value of the vehicle. When the risk is completely eliminated, the vehicle is directly controlled to merge into the main road.

[0106] Furthermore, the security module control comprises the following steps:

[0107] 1) Based on the on-board sensor measurement data and the real-time speed of the vehicle, the collision time TTC of the vehicle with the front, rear and side vehicles when merging into the main road is calculated;

[0108] 2) When the collision time TTC in any direction meets the emergency braking trigger threshold, the decision layer sends an emergency braking control instruction to the vehicle control layer.

[0109] Embodiment 3: Based on the same inventive concept, this embodiment also provides a vehicle electronic device, including a memory, a processor, and a program stored in the memory and executable on the processor, wherein when the processor executes the program, the ramp merging decision control method as described above is implemented.

[0110] Embodiment 4: Based on the same inventive concept, this embodiment further provides a manual-automatic vehicle, wherein the vehicle is provided with the vehicle electronic device as described above.

[0111] Furthermore, all parts involved in this application that are not described in detail are the same as the prior art or are implemented using the prior art.

[0112] In summary:

[0113] 1. The present invention proposes a ramp merging decision control method, which maps the main road and ramp vehicles to one lane in the upper decision module, thereby converting the vehicle merging problem into a virtual vehicle following problem, and further calculates the time when each vehicle arrives at the merging point. The time to merge into the main road is decided by time series, which can greatly improve the safety and efficiency of vehicle ramp merging. The vehicle speed is controlled in real time in conjunction with the underlying control module, so that the vehicle can merge into the main road at the right time, taking into account the comfort and safety of automatic driving;

[0114] 2. The present invention converts the safe distance relationship between the vehicle and the front and rear vehicles during the ramp merging process into an arrival time relationship, making the judgment logic and calculation process more reliable and more universal for merging scenarios at different vehicle speeds;

[0115] 3. When the bottom control module of the present invention controls the vehicle speed, a comfortable acceleration and deceleration switching control scheme is adopted, which can greatly improve the driving experience of the vehicle.

[0116] It will be easily understood by those skilled in the art that the above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present invention should be included in the protection scope of the present invention.

Claims

1. A ramp merging decision control method, characterized by: It includes the upper decision-making layer and the lower vehicle control layer; The decision layer includes three parts: traffic jam mode control, non-traffic jam mode control, and safety module control. The traffic jam mode control and non-traffic jam mode control perform merging decision control based on the time when each vehicle reaches the merging point and the tolerance time of the vehicle stagnation. The safety module control performs emergency braking control based on the collision risk in each direction during the process of the vehicle merging into the main road. The vehicle control layer includes two parts: longitudinal control and lateral control of the vehicle. It receives the input decision control instructions and emergency braking control instructions from the decision layer in real time, and jumps in the acceleration module, constant speed module, deceleration module, non-traffic jam module, traffic jam module, and emergency braking module according to the control instructions to control the vehicle to perform corresponding actions; The decision layer first calculates the estimated arrival time of all vehicles within a preset range on the main road at the ramp entrance based on the measured data of the on-board sensors, and records it as a set A (t1, t2...tn), and the arrival time data of each vehicle in the set A is sorted from small to large; Then, according to the on-board map positioning information, the current distance between the vehicle and the ramp entrance is obtained, and the time T when the vehicle reaches the ramp entrance is calculated in real time according to the vehicle speed, and the time T is incorporated into the set A, and the sets are sorted from small to large to form a set B (t1…ti, T, t i+1 ...tn); The non-traffic jam mode control specifically includes: When it is determined that the ego vehicle can merge into the main road before vehicle No. i, the decision layer sends an acceleration control request to the vehicle control layer to control the vehicle to merge into the main road before vehicle No. i; When it is determined that the vehicle can merge into the main road before vehicle i+1, the decision layer sends a corresponding uniform speed, acceleration or deceleration control request to the vehicle control layer to control the vehicle to merge into the main road before vehicle i+1; When it is determined that the vehicle can merge into the main road behind vehicle i+1, the decision layer sends a corresponding deceleration control request to the vehicle control layer to control the vehicle to merge into the main road behind vehicle i+1; The step of judging whether the vehicle can merge into the main road before the vehicle No. i comprises the following steps: Obtain the distance between the vehicle and the merging point, and calculate the time T' when the vehicle arrives at the merging point by combining the preset acceleration value of the vehicle and the ramp speed limit value; Determine whether ti-T' is greater than the preset time T1, if so, determine that it is possible to merge into the main road before vehicle No. i; The step of determining whether the vehicle can merge into the main road before the vehicle i+1 includes the following steps: When T'–ti<T1, it is determined that the vehicle can merge into the main road before vehicle i+1 after deceleration, and the decision layer sends a deceleration control request to the vehicle control layer; When T1<T'–ti and t i+1 -When T'>T2, it is determined that there is no risk in merging into the main road at the current speed, and the decision layer sends a uniform speed control request to the vehicle control layer, where the preset time T2>T1; When T1 < t i+1 - When -T’ < T2, it is determined that after acceleration, it can merge into the main road in front of the vehicle No. i + 1, and the decision-making layer sends an acceleration control request to the vehicle control layer; The step of determining whether the vehicle can merge into the main road after the vehicle i+1 includes the following steps: The decision layer sends a deceleration control request to the vehicle control layer, obtains the distance between the ego vehicle and the merging point, and calculates the time T'' when the ego vehicle arrives at the merging point based on the real-time deceleration value of the ego vehicle; Determine T''-t i+1 Is it greater than T1? If so, it is determined that the vehicle can merge into the main road after vehicle i+1.

2. A ramp merging decision control method according to claim 1, characterized in that: The traffic jam mode control comprises the following steps: When it is determined that the vehicle speed is lower than the preset speed V and the distance from the merging point is within the preset distance S, it is confirmed to enter the traffic jam mode; When the system determines that there is no possibility of safely merging into the main road, it records the tolerance time delt_T. When delt_T is greater than 10s, the decision layer issues a game request; The real-time game request specifically sends a exploratory control instruction to the vehicle control layer to merge into the main road, and at the same time calculates the collision risk between the vehicle and the front and rear vehicles on the main road based on the measurement data of the on-board sensors and the real-time speed of the vehicle. When the risk is completely eliminated, the vehicle is directly controlled to merge into the main road.

3. A ramp merging decision control method according to claim 2, characterized in that: The safety module control comprises the following steps: According to the on-board sensor measurement data and the real-time speed of the vehicle, the collision time TTC of the vehicle with the front, rear and side vehicles when merging into the main road is calculated respectively; When the collision time TTC in any direction meets the emergency braking trigger threshold, the decision layer sends an emergency braking control instruction to the vehicle control layer.

4. A ramp merging decision control method according to claim 1, characterized in that: The vehicle control layer first enters the uniform speed module, and then jumps in each module according to the control instruction. The specific jump rules include: The uniform speed module enters the acceleration module: when the decision layer sends an acceleration command, the vehicle accelerates at the preset acceleration α, and the maximum speed does not exceed the ramp speed limit; The acceleration module enters the uniform speed module: when it is calculated that the actual arrival time of the vehicle at the confluence entrance is sufficient to merge into the main road safely, the acceleration module is exited and the uniform speed module is entered; The uniform speed module enters the deceleration module: When the decision layer sends a deceleration command, the vehicle decelerates at the preset deceleration rate -α, and when the deceleration module jumps to the uniform speed module within 2s, the uniform speed module is not allowed to enter the deceleration module again; The deceleration module enters the uniform speed module: when it is calculated that the actual arrival time of the vehicle at the confluence entrance is sufficient to merge into the main road safely, the deceleration module is exited and the uniform speed module is entered; Any of the acceleration module, deceleration module, and constant speed module enters the emergency braking module: when it is calculated that there is a risk of collision when the vehicle merges into the main road, the vehicle decelerates at a preset speed of -10m / s 2 Slow down and brake.

5. A vehicle electronic device, comprising a memory, a processor, and a program stored in the memory and executable on the processor, characterized in that: When the processor executes the program, the ramp merging decision control method as described in any one of claims 1 to 4 is implemented.

6. A non-transitory readable storage medium having a program stored thereon, characterized in that: When the program is executed by the vehicle electronic device, the ramp merging decision control method as described in any one of claims 1 to 4 is implemented.

7. A manual-automatic vehicle, characterized in that: The vehicle electronic device comprising the vehicle electronic device as claimed in claim 5.

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