Control decision-making method based on perception fusion in roadway emergency braking scene

Abstract

The invention relates to a roadway emergency braking scene control decision-making method based on perception fusion, belongs to the technical field of intelligent driving in a well industrial and mining scene, solves the problems that in the prior art, a vehicle in a well industrial and mining field is insufficient in environment perception capability and cannot effectively avoid obstacles, and comprises the steps that S0, in the well industrial and mining scene, through a vehicle-mounted sensor of a vehicle SV, the vehicle-mounted sensor of the vehicle SV is connected with the vehicle-mounted sensor of the vehicle SV; the vehicle-mounted information communication equipment OBU performs information exchange V2X between the vehicle and the outside to obtain parameter information; the method comprises the following steps: S1, acquiring deceleration information of a front shielded vehicle TV1, and predicting a response behavior of an adjacent front vehicle TV2; s2, information exchange V2X between the vehicle and the outside is carried out through OBU (on-board unit), deceleration information of the adjacent front vehicle TV2 is obtained, and the relative vehicle distance between the vehicle SV and the adjacent front vehicle TV2 is predicted; and S3, determining a control decision and outputting a control signal on the basis of a result of the above steps under the condition of receiving a deceleration signal of the blocked vehicle in front.

Description

Technical Field

[0001] The present invention relates to the field of intelligent driving technology in underground mining scenarios, and in particular to a perception fusion-based control decision method for tunnel emergency braking scenarios. Background Art

[0002] At present, safe driving in underground mining scenes in coal mine working faces is an important demand of underground vehicle users. In the process of driving in underground mining scenes, rear-end collisions are the main factor causing vehicle accidents. Especially in underground tunnels, due to the environment and low visibility in the tunnels, most vehicle accidents are caused by rear-end collisions, and often multiple vehicles collide in a chain, causing serious casualties and losses. The cause is often too close to the car or the driver cannot grasp more observation information.

[0003] Although existing technologies have attempted to solve this problem, such as installing auxiliary driving systems such as front vehicle collision warning (FCW) and emergency braking assistance (AEB) on underground working vehicles, these technologies are often unable to avoid rear-end collisions due to physical limitations and untimely system responses. For example, a typical scenario is that in an underground mining scenario, the vehicle SV follows the vehicle TV immediately ahead. 2 Driving, TV 2 Follow the vehicle in front of it TV 1 If the front vehicle TV 1 Emergency braking occurs due to an unexpected situation. 2 Emergency braking may also occur later. The SV of the vehicle must wait until the TV of the vehicle in front of it is 2 After a certain period of time, the driver or the driving assistance system can detect and start to make judgments and reactions. 2 -TV 1 The distance between the vehicles is relatively close. In the mine scene, even if the SV is equipped with an assisted driving system with AEB function, it may not be able to avoid collision with the TV. 2 Most of the chain rear-end collisions in underground tunnels are caused by such scenes.

[0004] In the underground tunnels of underground mines, the driving assistance system is regarded as a typical system for solving the safety problems of underground working vehicles, and it is also the technical basis for realizing autonomous driving. However, although the driving assistance system has been used in underground mining scenarios for many years, its technology is still immature, and its functions and performance are heavily dependent on perception capabilities. In particular, in some special dangerous scenarios, driving assistance cannot effectively achieve the collision avoidance function. By integrating V2X technology with the vehicle system, the roadside perception information can be integrated with the operating vehicle system, thereby breaking through the technical bottlenecks of perception and decision-making algorithms faced by the system in certain high-risk scenarios, and developing a more comprehensive and more powerful driving assistance system.

[0005] At present, the existing advanced driver assistance system technology mainly relies on on-board sensing equipment. However, in certain dangerous scenarios, these systems cannot function due to the limitations of environmental perception range and capabilities. In underground tunnel intersections, when the field of vision of merging vehicles is blocked, the front vehicle is blocked, or the indicator light is blocked, the traditional driving assistance system based on on-board sensing faces limitations in underground mining scenarios. In these scenarios, due to the constraints of physical conditions, on-board sensing equipment cannot effectively implement collision avoidance functions in emergency situations. Therefore, in order to solve these problems, a more reliable and efficient solution is needed in this field. This solution should be able to overcome the limitations of traditional driving assistance systems in underground tunnels and provide timely and effective safety protection.

[0006] The underground tunnel environment of underground mines poses a severe challenge to vehicle driving safety. Traditional driver assistance systems face the problem of insufficient environmental perception in specific scenarios, such as underground tunnel intersections, obstructed vision, and invisible indicator lights. Summary of the invention

[0007] The purpose of the present invention is to obtain the perspective perception and advance perception ability of the vehicle to the environment through the fusion perception of vehicle-mounted sensors and V2X technology (V2V or V2I) in underground mining scenarios, and predict the TV of the vehicle immediately ahead. 2 The present invention provides a TV system for the vehicle in front of the vehicle in the mine scene. 2 Behavior prediction, judgment and control decision-making technology.

[0008] In view of the above problems, according to an embodiment of the present invention, a control decision method based on perception fusion in a tunnel emergency braking scenario is provided. By applying V2X technology in the underground mining scenario, the integration of vehicle-mounted perception and roadside perception technology is realized, aiming to solve the problem of line of sight obstruction of the front vehicle in the underground tunnel of the underground mine. Through V2X technology, we can obtain more reliable and accurate environmental perception information, thereby overcoming the problems that cannot be solved by the vehicle-mounted perception system in the traditional underground mining scenario. Specifically, through the technical solution provided according to the embodiment of the present invention, it is possible to realize the functions that the traditional driving assistance system in the underground mining scenario cannot achieve, and it is also possible to improve the performance and reliability of the traditional driving assistance system in the underground mining scenario. In the special scenario of the underground tunnel, the line of sight obstruction of the front vehicle is crucial to driving safety, and this technology provides an effective solution by integrating vehicle-mounted perception and roadside perception. Through the technical solution provided according to the embodiment of the present invention, the vehicle can accurately perceive the obstacles ahead, so as to take collision avoidance measures in time to ensure driving safety. By applying the technical solution provided according to the embodiment of the present invention, a more reliable and efficient auxiliary system will be provided for vehicle driving in the underground mine, which will escort the development of the industry and the safety of the staff.

[0009] like Figure 1 As shown in the figure, there are at least three vehicles on the road driving in the same lane, and the vehicle is SV. The vehicle SV follows the vehicle TV immediately in front of it. 2 Driving, and the TV 2 Follow other vehicles ahead TV 1 . The three vehicles were driving at a relatively close distance.

[0010] In underground mining scenarios, the SV of this vehicle is equipped with a driving assistance system with emergency braking function, but the TV 1 The vehicle's sight is blocked by TV 2 If TV 1 Emergency braking due to unexpected circumstances, TV 2 Emergency braking will follow, and the SV may 2 The emergency braking reaction is not enough to cause rear-end collision. If the SV can sense the TV in advance 1 By using the braking status and other driving information, you can make a judgment in advance and take necessary control measures in advance, such as early warning, early deceleration, early emergency braking, and avoid collision with TV 2 A collision occurred.

[0011] In underground mining scenarios, the SV of this vehicle is equipped with perception devices, such as visual cameras and millimeter-wave radars, to identify the target (vehicle) in front and its position, as well as the distance, driving speed (and acceleration) of the target in front.

[0012] In the mine scene, the SV of the vehicle is equipped with an OBU device (V2X vehicle information communication device) to communicate with the TV of the vehicle in front. 2 Realize V2V real-time communication and information interaction, or realize V2I real-time communication and information interaction with lane roadside RSU equipment.

[0013] TV of the vehicle blocked in front in the underground mining scene 1 Equipped with OBU equipment, it can realize V2V real-time communication and information exchange with the vehicle SV, and can transmit its driving speed, braking status, acceleration and other information to the vehicle SV in real time. Or there are lane road side perception equipment and RSU equipment that realizes V2I communication. Lane road side 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 acceleration, etc.). In the underground mining scenario, the vehicle SV realizes V2I real-time communication and information exchange with the RSU on the lane road side, and transmits TV 1 The information is sent to the vehicle SV.

[0014] According to an embodiment of the present invention, a perception fusion control decision method for a lane emergency braking scenario is provided, comprising the following steps:

[0015] Step S0: In the mine scene, the vehicle exchanges V2X information with the outside world through the vehicle-mounted sensors of the vehicle SV and the vehicle-mounted information communication equipment OBU, and obtains the vehicle SV in the mine scene, the TV of the vehicle immediately in front of the vehicle SV, and the TV of the vehicle immediately in front of the vehicle SV. 2 , and the TV 2 The front is blocked by the vehicle TV 1 The initial velocity v of each at the initial time t = 0 0 ,v 02 ,v 01 , and obtain SV and TV 2 The initial distance D0 between the vehicles at the initial time t = 0 02 , TV 2 With TV 1 The initial distance D0 between the vehicles at the initial time t = 0 12 , and the shortest driver reaction time T of the vehicle SV in emergency braking is set according to the prior database dd , the braking system reaction lag time T of the vehicle SV in emergency braking bd , in case of emergency braking, the TV of the vehicle in front 2 The driver's shortest reaction time T dd , in case of emergency braking, the TV 2 The braking system reaction delay time T bd2 ;

[0016] Step S1: The vehicle exchanges information with the outside world through the vehicle information communication device OBU to obtain the TV of the vehicle blocked in front. 1 The deceleration information of the vehicle immediately ahead is 2 Predict the response behavior;

[0017] Step S2: The vehicle exchanges information with the outside world through the vehicle information communication device OBU V2X, and obtains the TV of the vehicle immediately ahead. 2 The deceleration information of the vehicle SV and the vehicle immediately preceding TV 2 Predict the relative distance between vehicles;

[0018] Step S3: Based on the results of the above steps, when a deceleration signal of the blocked vehicle ahead is received, a control decision is determined and a control signal is output.

[0019] In an optional implementation manner, the step S1 specifically includes the following steps:

[0020] Step S1.1: The vehicle exchanges information with the outside world through the vehicle information communication device OBU V2X to obtain TV 1 The deceleration information is the acceleration a at time t 1 Based on this, we can get the TV of the vehicle blocked in front 1 state of motion,

[0021] TV 1 Instantaneous velocity at time t:

[0022] v 1 =v 01 +a 1 ×t (1)

[0023] TV 1 The travel distance from the initial time to time t:

[0024]

[0025] Among them, TV 1 From the initial velocity v 01 The time required to decelerate to a standstill and

[0026] From formula (2), we can get TV 1 From the initial velocity v at the initial moment 01 The distance traveled to slow down to rest is

[0027]

[0028] Step S1.2, obtain the TV of the vehicle immediately ahead 2 state of motion,

[0029] Set up TV 2 The acceleration at time t is a 2 , from which we can get TV 2 Instantaneous velocity at time t:

[0030] v 2 =v 02 +a 2 ×(tT dd2 -T bd2 ) (3)

[0031] TV 2 The travel distance from the initial time to time t:

[0032]

[0033] Among them, TV 2 From the initial velocity v 02 The time required to decelerate to a standstill and

[0034] According to formula (4), TV 2 From the initial velocity v at the initial moment 02 When it slows down to a standstill, the distance traveled is

[0035]

[0036] Step S1.3, obtain TV 2 With TV 1 The instantaneous relative distance between vehicles at a certain time t and predict the vehicle TV 2 The minimum expected acceleration that should be taken,

[0037] TV 2 With TV 1 The instantaneous relative distance between vehicles at a certain time t:

[0038] d 12 =D0 12 +d 1 -d 2 (5)

[0039] To avoid TV 2 With TV 1 The collision condition is that when TV 2 When braking to stop, at this moment TV 2 With TV 1 The instantaneous relative distance between vehicles, d 12 ≥0, that is, D0 12 +D1 stop -D2stop ≥0,

[0040] Based on this, through the D0 obtained above 12 and D1 stop , and D2 is satisfied stop =D0 12 +D1 stop Maximum D2 at stop , substituting into equation (4) to obtain the solution that satisfies the TV avoidance 2 With TV 1 Collision Conditions TV 2 The minimum expected acceleration a2 should be taken exp .

[0041] In an optional implementation manner, the step S2 specifically includes the following steps:

[0042] Step S2.1: The vehicle exchanges information with the outside world through the vehicle information communication device OBU V2X, and obtains the TV of the vehicle immediately ahead. 2 The deceleration information is, TV 2 From the initial moment, the acceleration is a2 detect Driving, based on this, we get TV from the initial time to time t 2 The motion state of TV 2 The driver's reaction time T dd2 and the braking system reaction lag time T bd2 The sum is TV 2 The total reaction time (T dd2 +T bd2 ),

[0043] When t<(T dd2 +T bd2 ) 2 Speed:

[0044] v 2 =v 02 +a2 detect ×t (6)

[0045] TV 2 The distance traveled from the initial time to the time t:

[0046]

[0047] When t=(T dd2 +T bd2 ) 2 Speed:

[0048] v 02r =v 02 +a2 detect ×(Tdd2 +T bd2 ) (8)

[0049] When t>(T dd2 +T dd2 ) 2 The driving time reaches the total reaction time after the minimum expected acceleration a2 obtained from step S1 exp Drive, get TV 2 Driving time exceeds TV 2 The instantaneous speed at time t after the total reaction time:

[0050] v 2 =v 02r +a2 exp ×(tT dd2 -T bd2 ) (9)

[0051] TV 2 The distance traveled from the initial time to time t is: d 2 =d 2j +d 2f in,

[0052]

[0053] Among them, d 2 Indicates TV 2 The distance traveled from the initial time to time t, d 2j Indicates TV 2 From the initial moment to TV 2 The total reaction time is the travel distance, d 2f Indicates TV 2 The distance traveled from the start of its total reaction time to time t is

[0054] Among them, the absolute value of the minimum expected acceleration obtained in step S1 is |a2 exp |Small than the detected absolute value of acceleration|a2 dttect |In the case of the acceleration in equation (11), the detected acceleration a2 is used detect , at the absolute value of the minimum expected acceleration |a2 exp |Greater than the detected absolute value of acceleration|a2 detect |In the case of acceleration, the minimum expected acceleration a2 is used exp , that is, set a2 in the calculation exp =min(a2 detect , a2 exp ), distance d 2f With v 2 = 0 is the end point, that is, TV 2Stop, that is, t = T2 stop ,

[0055] Step S2.2, obtain the motion state of the vehicle SV from the initial time to time t, and the instantaneous speed of SV at time t is as follows:

[0056] v=v 0 +a×(tT dd -T bd ) (12)

[0057] Where a represents the acceleration of SV at time t;

[0058] The distance traveled by SV from the initial time to time t:

[0059]

[0060] Step S2.3, based on the TV obtained in the above steps 2 The driving distance of SV and the driving distance of SV are obtained, and the driving distance of SV and TV are obtained. 2 The relative distance between vehicles:

[0061] d 02 =D0 02 +d 2 -d (15).

[0062] In an optional implementation manner, the step S3 specifically includes the following steps:

[0063] Step S3.1, emergency brake control, upon receiving the TV signal of the vehicle immediately ahead 2 Or the front is blocked by the vehicle TV 1 After sending a deceleration signal, determine whether the SV needs to activate AEB braking.

[0064] The time required for SV to decrease from initial speed to stop:

[0065]

[0066] SV from the initial time to time t = T stop The distance traveled is

[0067]

[0068] The time when SV decelerates to stop and TV 2 The relative distance between them is d 02 =D0 02 +d 2 -d,

[0069] AEB triggering conditions: SV and TV 2 The condition for no collision is that when the SV decelerates to a stop, d 02 >0, then d <D0 02 +d 2 ,

[0070] When 02 =0, for SV and TV 2 The collision point, at which d = D0 02 +d 2 , substituting into formula (17), we can obtain the absolute value of the minimum acceleration of SV for collision avoidance |a min |, and set A aeb is the emergency braking acceleration threshold,

[0071] If |a min |>A aeb , trigger the SV emergency braking function, start AEB braking, and send out an emergency braking signal as a control signal,

[0072] If |a min |≤A aeb , execute step S3.2;

[0073] Step S3.2, determine whether the SV performs mild deceleration braking,

[0074] Set the mild deceleration threshold a of SV mild , get SV and TV 2 Gentle deceleration braking trigger distance:

[0075] D0 02-mild =D stop -D2 stop +D pre2 (20)

[0076] Among them, D stop The SV decelerates from the initial moment to the preset mild deceleration threshold a mild Distance traveled when decelerating to a stop, D pre2 is the preset distance constant,

[0077] Combining SV and TV 2 The initial distance D0 between the vehicles at the initial time 02 Perform gentle deceleration braking judgment:

[0078] When D0 02 >D0 02-mild In the case of a mild braking signal, a mild braking signal is issued as a control signal to start mild deceleration braking. The SV is controlled by a preset mild deceleration threshold a. mild To slow down,

[0079] When D002 ≤D0 02-mild In the case of , execute step S3.3;

[0080] Step S3.3, determine SV and TV 2 The warning distance between the two vehicles at the initial moment is determined, and a warning is determined whether to trigger the warning, thereby alerting the driver.

[0081] The SV of the vehicle and the TV of the vehicle immediately ahead 2 The warning distance D0 02-alert The calculation method of is as follows,

[0082] SV and TV 2 The warning distance between them at the initial moment is set as:

[0083] D0 02-alert =D stop -D2 stop +D pre1 (twenty three)

[0084] Among them, D pre1 is the preset early warning distance constant,

[0085] Determine the warning trigger conditions. When it is determined that one of the following warning trigger conditions is met, the SV system starts the warning and sends out a warning signal as a control signal to alert the driver. Otherwise, it sends out a mild braking signal as a control signal according to the preset mild deceleration threshold a. mild slow down:

[0086] Warning trigger condition 1: D0 02 Less than D0 02-alert ,

[0087] Warning trigger condition 2: TV 1 With TV 2 The initial relative distance D0 between 12 Smaller than the preset TV 1 With TV 2 The warning distance D0 12-alert .

[0088] The tunnel emergency braking scenario provided by the embodiment of the present invention is based on the perception fusion control decision method. Through the fusion of the single-vehicle perception working vehicle and the tunnel roadside perception technology in the underground mining scenario, the solution includes at least the following advantages. It is possible to obtain accurate and reliable environmental perception information through communication between connected vehicles and infrastructure. Compared with traditional driving assistance systems, this technology can better cope with various complex and obstructed situations in underground tunnel environments, and provide more accurate collision avoidance functions in emergency situations.

[0089] By applying the perception fusion control decision method based on the tunnel emergency braking scenario provided by the embodiment of the present invention, the driving safety of underground tunnel vehicles can be greatly improved and the risk of accidents can be effectively reduced. In addition, it can also improve the overall tunnel transportation efficiency and provide a safer and more reliable working environment for workers. The application of this technology will bring revolutionary changes to the driving of vehicles in underground mines and promote the development and continuous progress of the industry.

[0090] The tunnel emergency braking scenario provided according to the implementation mode of the present invention combines the V2X technology and the driving assistance system in the underground mining scenario based on the perception fusion control decision method, giving full play to the advantages of both, and developing a more reliable driving assistance system function decision and control algorithm technology. Through the deep integration of V2X and vehicle-mounted perception, key dangerous scenario problems that cannot be solved by driving assistance systems in traditional underground mining scenarios can be solved. Provide more powerful and reliable environmental perception capabilities, thereby improving the safety of vehicles in underground tunnels. Through continuous breakthroughs in technology and the implementation of commercial applications, revolutionary changes can be brought to vehicle driving safety in underground mining scenarios. This will not only improve the working environment of staff, but also improve the overall tunnel transportation efficiency. BRIEF DESCRIPTION OF THE DRAWINGS

[0091] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments will be briefly introduced below. The features and advantages of the present invention can be more clearly understood by referring to the drawings. The drawings are schematic and should not be understood as limiting the present invention in any way. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0092] Figure 1 A schematic diagram of a car driving and road scene.

[0093] Figure 2 This is a flow chart of a system information interaction process based on a perception fusion control decision method for a lane emergency braking scenario according to an embodiment of the present invention.

[0094] Figure 3 A schematic diagram of vehicle motion relationship.

[0095] Figure 4 This is a flow chart of the system perception information processing and control decision-making process based on the perception fusion control decision-making method for a lane emergency braking scenario according to an embodiment of the present invention.

[0096] Reference numerals:

[0097] SV This car;

[0098] TV 2The vehicle immediately preceding the vehicle;

[0099] TV 1 The obscured vehicle immediately in front of the vehicle ahead;

[0100] RSU Roadside Unit;

[0101] OBU on-board information and communication equipment;

[0102] V2X: Vehicle-to-external information exchange;

[0103] V2I Information exchange between vehicles and road infrastructure;

[0104] V2V Direct communication between vehicles. DETAILED DESCRIPTION

[0105] In order to more clearly understand the above-mentioned purpose, features and advantages of the present invention, the present invention is further described in detail below in conjunction with the accompanying drawings and specific embodiments. It should be noted that the embodiments of the present invention and the features in the embodiments can be combined with each other without conflict.

[0106] In the following description, many specific details are set forth to facilitate a full understanding of the present invention, but the present invention may also be implemented in other ways different from those described herein. Therefore, the protection scope of the present invention is not limited to the specific embodiments disclosed below.

[0107] The following will describe in detail a perception fusion control decision method for a lane emergency braking scenario provided in accordance with an embodiment of the present invention with reference to the accompanying drawings.

[0108] The relevant technical terms are explained here.

[0109] V2X: Information exchange between vehicles and the outside world. The Internet of Vehicles has laid a new direction for the development of automotive technology by integrating global positioning system (GPS) navigation technology, vehicle-to-vehicle communication technology, wireless communication and remote sensing technology, and has achieved compatibility between manual driving and autonomous driving.

[0110] V2V: Direct communication between vehicles. It enables vehicles to exchange information with each other, such as speed, location, driving direction and other safety-related data. Through this communication, vehicles can identify potential collision risks and react in advance to avoid accidents. For example, if the vehicle in front brakes suddenly, the vehicle can immediately send a signal to the vehicle behind, and the vehicle behind can take timely measures to slow down or detour by receiving this information. V2V technology is one of the key technologies to achieve vehicle networking safety and autonomous driving.

[0111] V2I: The exchange of information between vehicles and road infrastructure (such as lights, traffic signs, surveillance cameras, etc.). This technology can help vehicles obtain information about traffic flow, road conditions, traffic accidents or other critical events. For example, traffic lights can send signals to inform vehicles when they will change, allowing vehicles to adjust their driving speed more smoothly, optimize traffic flow and reduce congestion.

[0112] AEB: It is an active safety technology for automobiles, mainly composed of three modules, including control module (ECU), distance measurement module, and braking module. The core of the distance measurement module includes microwave radar, face recognition technology and video system, which can provide safe, accurate and real-time images and road condition information of the road ahead.

[0113] Underground mining: refers to the field of mining technology involving underground operations, including but not limited to mining, drilling, exploration and related equipment and methods.

[0114] Explanation of symbols:

[0115] v 0 , the initial speed of the vehicle SV at the initial time t = 0;

[0116] v 02 , the TV of the vehicle immediately in front of the SV of the vehicle 2 The initial velocity at the initial time t = 0;

[0117] v 01 , in the TV next to the car in front 2 The front is blocked by the vehicle TV 1 The initial velocity at the initial time t = 0;

[0118] v, the instantaneous speed of SV at the moment t>0;

[0119] v 2 , TV 2 The instantaneous vehicle speed at the moment t>0;

[0120] v 1 , TV 1 The instantaneous vehicle speed at the moment t>0;

[0121] TV 1 The trigger acceleration threshold when high-intensity deceleration occurs;

[0122] a, acceleration of SV at time t

[0123] a 2 , TV 2 The acceleration at time t;

[0124] a 1, TV 1 The acceleration at time t;

[0125] d, the distance traveled by SV from the initial time to time t;

[0126] d 2 , TV 2 The distance traveled from the initial time to time t;

[0127] d 1 , TV 1 The distance traveled from the initial time to time t;

[0128] T stop SV starts from the initial velocity v 0 The time to decelerate to a stop;

[0129] T2 stop , TV 2 From the initial velocity v 02 The time required to decelerate to a standstill;

[0130] D stop , the distance traveled by SV from the initial moment of deceleration to rest;

[0131] D2 stop , TV 2 From the initial velocity v at the initial moment 02 The distance travelled until deceleration to a standstill;

[0132] D1 stop , TV 1 From the initial velocity v at the initial moment 01 the distance travelled until the vehicle slows to rest;

[0133] D0 02 , SV and TV 2 The initial distance between the vehicles at the initial time t = 0;

[0134] D0 12 , TV 2 With TV 1 The initial distance between the vehicles at the initial time t = 0;

[0135] d 02 ,SV and TV 2 The instantaneous distance between vehicles at the moment t>0;

[0136] d 12 , TV 2 With v 1 The instantaneous distance between vehicles at the moment t>0;

[0137] T dd, the shortest reaction time of the driver of the SV of this vehicle in the case of emergency braking;

[0138] T bd , the braking system reaction lag time of the vehicle SV in emergency braking;

[0139] T dd2 , in case of emergency braking, the TV of the vehicle in front 2 The shortest driver reaction time;

[0140] T bd2 , in case of emergency braking, the TV of the vehicle in front 2 The braking system reaction lag time;

[0141] v 02r , TV 2 Speed ​​at the time of driving to reach the total reaction time;

[0142] d 2j , TV 2 From the initial moment to TV 2 The total reaction time is the driving distance;

[0143] d 2f , TV 2 The distance traveled from the start of its total reaction time to time t;

[0144] a2 exp , TV 2 The minimum expected acceleration;

[0145] a2 detect , TV 2 The acceleration from the initial moment is measured by the vehicle-mounted sensor;

[0146] a mild , the mild deceleration threshold of the set SV;

[0147] D0 02-alert , SV and TV 2 The warning distance between

[0148] D0 12-alert , TV 1 With TV 2 The warning distance between

[0149] D pre1 , the preset early warning distance constant;

[0150] D pre2 , the preset distance constant;

[0151] D0 02-mild , SV and TV 2Gentle deceleration between the control trigger distance;

[0152] A aeb , emergency braking acceleration threshold;

[0153] |a min |, the minimum absolute value of the acceleration of SV to avoid collision.

[0154] In the perception fusion control decision method for the tunnel emergency braking scenario provided by the embodiment of the present invention, the vehicle SV in the underground mining scenario communicates with the vehicle TV in front of it which is also equipped with an OBU device through its on-board OBU device through V2X (V2V or V2I) communication. 1 Or the lane road side RSU equipment docking, collaboratively sense the blocked vehicle TV ahead 1 The driving status information of the vehicle is then integrated with the vehicle-mounted perception information of the vehicle. On the one hand, the vehicle SV perceives the TV of the vehicle in front and behind it through its own perception system. 2 The driving status and distance of the vehicle can be monitored and the perspective perception capability obtained by V2X can be used to obtain the TV of the blocked vehicle in front in a timely manner. 1 If the front is blocked by a vehicle TV 1 In the event of deceleration or emergency braking, the vehicle senses the TV 2 Before deceleration, the system can obtain the deceleration information of the blocked vehicle in front in advance, perceive and judge the environment in advance, make decisions in advance, and take necessary measures in advance, such as alarm, active deceleration or emergency braking. The ultimate goal is to make the SV of the vehicle and the TV of the vehicle in front of it in the underground mining scene 2 Maintain a safe driving distance and avoid collision in emergency situations. To achieve the above system technical goals, the following technical content technologies are mainly solved: V2V or V2I real-time communication, V2X-based perception fusion, front car TV 2 Behavior prediction and behavior judgment, control decision algorithm of SV.

[0155] The implementation of the present invention involves two aspects: the front vehicle TV in the underground mining scene 2 Driving behavior prediction and judgment and control decision algorithm of SV.

[0156] The following is for the TV of the car next to you: 2 The driving behavior prediction and judgment process is explained.

[0157] In order to illustrate the perception fusion control decision method based on the lane emergency braking scenario provided by the embodiment of the present invention, the vehicle SV and the vehicle immediately preceding TV are 2 and the TV of the vehicle blocked in front 1 The relevant parameter symbols are explained as follows.

[0158] 1) In the mine scene, the vehicle SV and the vehicle TV immediately in front of the vehicle SV 2 , and the TV 2 The front is blocked by the vehicle TV 1 The instantaneous velocities are v, v 2 and v 1 , and the initial velocities at a certain initial moment (t = 0) are v 0 ,v 02 ,v 01 .

[0159] 2) SV and TV in underground mining scenarios 2 , TV 2 With TV 1 The instantaneous distance between the vehicles is d 02 ,d 12 , and the initial vehicle distances at a certain initial time (t=0) are D0 02 , D0 12 .

[0160] 3) SV and TV in underground mining scenarios 2 and TV 1 The accelerations are a, a 2 and a 1 (Note: In the case of deceleration, the acceleration value is negative).

[0161] 4) TV next to the vehicle in front 2 If the vehicle is driven by someone, and the vehicle is in emergency braking, the TV 2 The shortest driver reaction time is T dd2 , the braking system reaction lag time is T bd2 If the TV 2 For autonomous driving, T dd Set to zero.

[0162] 5) The SV is manned and the shortest reaction time of the driver is T dd , the braking system reaction lag time of the vehicle SV is T bd If the SV of the vehicle is in the automatic driving mode, T dd Set to zero.

[0163] The main focus of the embodiments of the present invention is to solve the problem of the TV of the vehicle immediately preceding the vehicle in the underground mining scene. 2 Follow the blocked vehicle in front TV 1 During driving, when TV 1 In the event of sudden deceleration, the SV's perception system obtains TV1 Perspective perception ability, predicting TV 2 The vehicle will decelerate or brake suddenly. 2 The deceleration behavior can be judged in advance and the driving trajectory can be estimated, so that measures can be taken in advance to avoid collision with TV as much as possible. 2 rear-end collision or to reduce the severity of the collision. 1 Will not trigger TV 2 The very mild deceleration situation that requires emergency braking of SV will not be discussed in detail here.

[0164] like Figures 2 to 4 As shown, the lane emergency braking scenario based on perception fusion control decision method provided according to the embodiment of the present invention includes the following steps. It should be understood that the acceleration in the following description refers to the rate of change of speed, and when the vehicle is decelerating, the acceleration is a negative value.

[0165] Step S0: In the mine scene, the vehicle exchanges V2X information with the outside world through the vehicle-mounted sensors of the vehicle SV and the vehicle-mounted information communication equipment OBU, and obtains the vehicle SV in the mine scene, the TV of the vehicle immediately in front of the vehicle SV, and the TV of the vehicle immediately in front of the vehicle SV. 2 , and the TV 2 The front is blocked by the vehicle TV 1 The initial velocity v of each at the initial time t = 0 0 ,v 02 ,v 01 , initial acceleration, and their respective instantaneous velocities v, v at the moment t>0 2 and v 1 ; and obtain SV and TV 2 , TV 2 With TV 1 The initial vehicle distance D0 at the initial time t = 0 02 , D0 12 , and the instantaneous vehicle distance d at the moment t>0 02 ,d 12 .

[0166] Step S1, judging the driving state of the vehicle through the results obtained in the above steps, when it is judged that the TV 2 When driving at a constant initial speed from the initial moment, the TV 2 That is, the reaction behavior prediction of the TV 2 The reaction lag and acceleration prediction of the vehicle are described in detail.

[0167] TV 2 Follow TV1 Driving, and usually the distance between vehicles is close, when TV 1 When high-intensity deceleration occurs, its acceleration For TV 1 The trigger acceleration threshold when high-intensity deceleration occurs, then TV 2 Will follow TV 1 The deceleration is due to the deceleration, but it lags behind TV 1 .TV 2 The reaction behavior is to avoid the TV that is blocked in front of it. 1 Collision is the purpose, so it depends on TV 2 and TV 1 Relative distance between vehicles, relative speed, and TV 1 In an exemplary embodiment, the acceleration intensity can be set as or other suitable values.

[0168] Step S1.1, obtain the TV of the vehicle blocked in front 1 From the initial time t = 0 to a certain time t> 0, TV 1 The motion state is as follows.

[0169] TV 1 Instantaneous velocity at time t:

[0170] v 1 =v 01 +a 1 ×t (1)

[0171] Among them, v 01 For TV 1 The velocity at the initial moment, v 1 For TV 1 The instantaneous velocity at time t, a 1 For TV 1 The acceleration at time t;

[0172] TV 1 The travel distance from the initial time to time t:

[0173]

[0174] Among them, d 1 For TV 1 The travel distance from the initial time to time t. 1 From the initial velocity v 01 (i.e., initial moment) deceleration to rest, the time required T1 stop =v 01 / |a 1 |, thus TV1 The distance traveled from the initial moment to the point of slowing down to rest can be calculated from the above formula (2), TV 1 The distance traveled from the initial speed (i.e., the initial moment) to rest is defined as D1 stop .

[0175] Step S1.2, obtain the TV of the vehicle immediately ahead 2 From the initial moment to a certain moment t, TV 2 The motion state is as follows.

[0176] TV 2 Instantaneous velocity at time t:

[0177] v 2 =v 02 +a 2 ×(tT dd2 -T bd2 ) (3)

[0178] Among them, v 02 For TV 2 The velocity at the initial moment, v 2 For TV 2 The instantaneous velocity at time t, a 2 For TV 2 The acceleration at time t.

[0179] TV 2 The travel distance from the initial time to time t:

[0180]

[0181] Among them, TV 2 From the initial velocity v 02 The time required to decelerate to a standstill Thus TV 2 The distance traveled from the initial moment to the moment of deceleration to rest can be calculated from the above formula (4) and is defined as D2 stop .

[0182] Step S1.3, obtain TV 2 With TV 1 The instantaneous relative distance between vehicles at a certain time t and predict the vehicle TV 2 The minimum expected acceleration that should be assumed.

[0183] TV 2 With TV 1 The instantaneous relative distance between vehicles at a certain time t:

[0184] d 12=D0 12 +d 1 -d 2 (5)

[0185] Among them, TV 2 With TV 1 The initial distance between vehicles at the initial time is D0 12 , TV 2 With TV 1 The instantaneous relative distance between the two vehicles at time t is d 12 , d 1 For TV 1 The distance traveled from the initial time to time t, d 2 For TV 2 The distance traveled from the initial time to time t.

[0186] Avoid TV 2 With TV 1 The collision condition is that when TV 2 When braking stops (i.e., the speed is reduced to a standstill), at this moment, TV 2 With TV 1 The instantaneous relative distance between vehicles, d 12 ≥0. That is: D0 12 +D1 stop -D2 stop ≥0. Therefore, according to the above formula, the vehicle TV 2 The minimum expected acceleration that should be taken is defined as a2 exp , due to TV 2 In the deceleration state, the acceleration is negative.

[0187] Step S2: When the TV of the vehicle immediately ahead is detected 2 When the vehicle SV and the vehicle immediately preceding TV are traveling at an acceleration from the initial moment, 2 Prediction of the relative distance between vehicles.

[0188] Step S2.1: The vehicle exchanges information with the outside world through the vehicle information communication device OBU V2X, and obtains the TV of the vehicle immediately ahead. 2 The deceleration information is, TV 2 From the initial moment, the acceleration is a2 detect Driving, based on this, we get TV from the initial time to time t 2 The motion state of TV 2 The sum of the driver's reaction time and the brake system's reaction lag time is TV 2 The total reaction time. Before the total reaction time, that is, t<(T dd2 +T bd2 )2 The detected acceleration a2 detect Slow down the vehicle; after the reaction time, i.e., t>(T dd2 +T dd2 ) 2 With the minimum expected acceleration a2 exp Slow down driving.

[0189] When t<(T dd2 +T bd2 ) 2 The instantaneous speed:

[0190] v 2 =v 02 +a2 detect ×t (6)

[0191] TV 2 The distance traveled from the initial time to time t:

[0192]

[0193] When t=(T dd2 +T bd2 ) 2 The driving time is equal to TV 2 The total reaction time is:

[0194] v 02r =v 02 +a2 detect ×(T dd2 +T bd2 ) (8)

[0195] When t>(T dd2 +T dd2 ) 2 The driving time reaches the reaction time after the minimum expected acceleration a2 obtained from step S1 exp Drive, get TV 2 Driving time exceeds TV 2 The instantaneous speed at time t after the total reaction time:

[0196] v 2 =v 02r +a2 exp ×(tT dd2 -T bd2 ) (9)

[0197] TV 2 The distance traveled from the initial time to time t is: d 2 =d 2j +d 2f in,

[0198]

[0199] Among them, d 2 Indicates TV 2 The distance traveled from the initial time to time t, d 2j Indicates TV 2 From the initial moment to TV 2 The total reaction time is the travel distance, d 2f Indicates TV 2 The distance traveled from the start of its total reaction time to time t.

[0200] Among them, TV 2 The absolute value of the minimum expected acceleration |a2 exp |Small than the detected absolute value of acceleration|a2 detect |In the case of acceleration, the detected acceleration a2 is used detect , at the absolute value of the minimum expected acceleration |a2 exp |Greater than the detected absolute value of acceleration|a2 detect |In the case of acceleration, the minimum expected acceleration a2 is used exp . Because TV 2 In the deceleration state, the acceleration is negative, so a2 is set in the calculation exp =min(a2 detect , a2 exp ), distance d 2f With v 2 = 0 is the end point, that is, TV 2 Stop, that is, t = T2 stop ,

[0201] Step S2.2, obtain the motion state of the vehicle SV from the initial time to time t, the instantaneous speed of SV at a certain time t is as follows:

[0202] v=v 0 +a×(tT dd -T bd ) (12)

[0203] Where a represents the acceleration of TV at time t;

[0204] The distance traveled by SV from the initial time to time t:

[0205]

[0206] Step S2.3, based on the TV obtained in the above steps 2The driving distance of SV and the driving distance of SV are obtained, and the driving distance of SV and TV are obtained. 2 The relative distance between vehicles:

[0207] d 02 =D0 02 +d 2 -d (15).

[0208] Step S3, based on the results of the above steps, when a deceleration signal of the vehicle ahead is received, a control decision is determined and a control signal is issued.

[0209] Step S3.1, emergency brake control, upon receiving the TV signal of the vehicle immediately ahead 2 Or the front is blocked by the vehicle TV 1 After sending a deceleration signal, determine whether the SV needs to activate AEB braking. 2 Significant slowdown (e.g., |a 2 |>0.5g), according to SV and TV 2 The relative distance and relative speed between vehicles, as well as TV 2 Acceleration, determine SV and TV 2 The potential collision possibility and the acceleration required by the SV to avoid the collision. For example, the SV needs to decelerate (for example, acceleration |a|>0.5g) to avoid the collision with the TV. 2 If there is a collision with TV, SV triggers emergency braking (acceleration |a|>0.5g) to avoid collision with TV. 2 The goal of preventing a collision or reducing the severity of a collision.

[0210] On TV 2 Follow the blocked vehicle TV 1 , and with V2X (vehicle-to-external information exchange), when judging whether the SV needs to initiate AEB braking, this scenario can use the perspective perception ability of V2V (direct communication between vehicles) to perceive the TV in advance. 1 status information, predict TV in advance 2 It may be delayed for a while depending on TV 1 Enter emergency braking. Then, based on the prediction calculation and judgment, the vehicle SV can take emergency measures in advance if necessary, and may even take emergency measures before the TV 2 Enter emergency braking state.

[0211] Triggering AEB judgment condition: According to the result of the above step S1, from the initial moment to a certain moment t, SV and TV 2 The spacing prediction is: d 02 =D0 02 +d 2-d. Where d represents the distance traveled by SV from the initial time to time t, d 2 Indicates TV 2 The distance traveled from the initial time to time t, d 02 Indicates SV and TV 2 The instantaneous distance at time t, D0 02 Indicates SV and TV 2 The distance between vehicles at the initial moment. 02 =0, the vehicle SV and the vehicle immediately preceding TV 2 Collision point. SV and TV 2 The condition for no rear-end collision is that when the SV decelerates to a stop, d 02 >0. The time from the initial speed of SV to the speed decreasing to stop:

[0212]

[0213] Where a represents the acceleration of SV at time t.

[0214] That is, when t = T stop When T stop Indicates that the vehicle SV starts from the initial moment (with initial speed v 0 ) to decelerate to stop, d 02 >0 is the condition to avoid collision, that is: d <D0 02 +d 2 , SV from the initial time to time t = T stop The distance traveled is

[0215]

[0216] From the above two formulas, we can calculate the minimum absolute value of the acceleration a of the vehicle SV to avoid collision, |a min |.

[0217] Setting A aeb is the emergency braking acceleration threshold, if |a min |>A aeb , trigger the SV emergency braking function, start AEB braking, and send out an emergency braking signal as a control signal; if |a min |≤A aeb , execute step S3.2. Wherein, for example but not limited to, A aeb The value of is set to 0.5g, and can be set to other values ​​as needed.

[0218] Step S3.2, determine whether gentle deceleration control can be performed, if so, perform gentle deceleration control as follows, otherwise execute step S3.3.

[0219] When receiving the TV 2 Or the front is blocked by the vehicle TV 1 After the deceleration signal is issued, before the high-intensity deceleration is required, the TV 2 With TV 1 The function is applicable to vehicles with automatic driving function (or automatic acceleration and deceleration function). If the driver is required to drive the vehicle, this function can be omitted.

[0220] The mild deceleration control trigger distance is calculated as follows. Set the mild deceleration threshold a of the SV mild , and obtain D2 according to the above steps stop The vehicle SV motion is estimated, and the control target of the braking control is set under mild braking conditions. SV is moved from the initial speed v 0 With the preset gentle deceleration threshold a mild Time required to decelerate to a stop:

[0221]

[0222] Among them, SV receives the braking signal from the initial moment, with a mild deceleration threshold a mild , the distance traveled when decelerating to a stop:

[0223]

[0224] SV and TV 2 Gentle deceleration control trigger distance:

[0225] D0 02-mild =D stop -D2 stop +D pre2 (20)

[0226] Among them, D stop The SV decelerates from the initial moment to the preset mild deceleration threshold a mild Distance traveled when decelerating to a stop, D pre2 is the preset distance constant.

[0227] Combining SV and TV 2 The initial distance D0 between the vehicles at the initial time 02 Perform gentle deceleration braking judgment: When SV and TV 2 The distance between vehicles at the initial moment is D0 02 >D0 02-mild , a mild braking signal is sent as a control signal to start mild deceleration control. SV uses the preset mild deceleration threshold a mild Slow down to maintain SV and TV2 The safety distance between 02 ≤D0 02-mi When , step S3.3 is executed. The setting of the mild deceleration threshold is, for example but not limited to, |a mild |<0.2g, this value can be adjusted in real time according to the relative distance and relative speed between the two vehicles.

[0228] Step S3.3, determine SV and TV 2 The vehicle detects the warning distance between the vehicles at the initial moment and determines whether to trigger the warning, thereby alerting the driver.

[0229] When the SV of the own vehicle is in contact with the TV of the vehicle immediately in front 2 When the distance between them is less than a certain safe distance, or when the TV is blocked by the vehicle in front 1 Emergency braking occurs and TV 2 With TV 1 When the distance between the two vehicles is less than a set value, before the driving assistance emergency braking or automatic deceleration function needs to be activated, the SV system of this vehicle will first issue a warning to its driver in advance, so that the driver can take necessary actions as soon as possible to avoid a collision.

[0230] The SV of the vehicle and the TV of the vehicle immediately in front 2 How to set the safe distance between the two vehicles: If the following conditions are met, 2 In case of emergency braking, the SV vehicle can stop safely under the condition of gentle deceleration without colliding with the TV vehicle immediately ahead. 2 The mild deceleration threshold of the SV can be set to a mild For example, but not limited to, you can set |a mild |<0.2g, this value can be adjusted and optimized as needed.

[0231] The SV of the vehicle and the TV of the vehicle immediately in front 2 The warning distance D0 02-alert The calculation method of is as follows.

[0232] TV 2 Motion prediction: If the vehicle TV 1 or TV 2 Sudden braking, close to the TV of the vehicle in front 2 Driving distance prediction from deceleration to stop:

[0233] TV 2 From the initial velocity v 02 Minimum expected acceleration a2 exp Time to decelerate to stop: TV 2 The distance traveled from the initial moment to the moment of deceleration and stop

[0234]

[0235] Among them, a2 exp For TV 2 The minimum expected acceleration is obtained from step S1 above. stop The SV decelerates from the initial moment to the preset mild deceleration threshold a mild The distance traveled when decelerating to a stop can be obtained by the above steps.

[0236] The SV of the vehicle and the TV of the vehicle immediately in front 2 When both vehicles decelerate to a stop, the vehicle SV is 2 Distance:

[0237] d 02 =D0 02 +D2 stop -D stop (twenty two).

[0238] The triggering principle of the warning is that when the SV receives the braking signal, it can still perform gentle braking to stop the vehicle without colliding with the vehicle in front. The condition for not colliding with the vehicle in front is: 02 >0, i.e., D0 02 >D stop -D2 stop .

[0239] Based on the above calculations, SV and TV 2 The warning distance between them at the initial moment is set as:

[0240] D0 02-alert =D stop -D2 stop +D pre1 (twenty three)

[0241] Among them, D pre1 is a preset early warning distance constant. For example but not limited to, D pre1 The value can be 25m, and its specific value can be adjusted and optimized according to actual needs.

[0242] Based on the results of the above steps, the warning triggering conditions are determined. When it is determined that one of the following warning triggering conditions is met, the SV system starts the warning and sends out a warning signal as a control signal to alert the driver; otherwise, a mild braking signal is sent out as a control signal to the driver according to the preset mild deceleration threshold a. mild slow down.

[0243] Warning trigger condition 1: When SV and TB 2 The initial relative distance D0 between 02 Smaller than SV and TV 2The warning distance D0 between the two at the initial moment 02-alert SV's system starts to warn the driver.

[0244] Warning trigger condition 2: When TV 1 With TV 2 The initial relative distance D0 between 12 <D0 12-alert When the SV system starts to warn the driver. 12-alert For pre-set TV 1 With TB 2 For example, D0 12-alert =25m, but the present invention is not limited thereto, and the specific value can be adjusted and optimized according to actual needs.

[0245] The tunnel emergency braking scenario provided in the implementation manner of the present invention is based on a perception fusion control decision method. In the underground mining scenario, V2X (V2I, V2V) technology is used to realize the fusion of vehicle-mounted perception and tunnel roadside perception information, obtain more accurate and reliable perception information in harsh environments, and solve perception obstacles in key dangerous scenarios. The V2X-based perception fusion technology service is used for the operating vehicle driving assistance system in the underground mining scenario to form a driving assistance + system, thereby obtaining a driving assistance function algorithm technology with enhanced functions and performance. Based on V2X perception information in the underground mining scenario, the behavior of potential conflicting vehicles is judged. As in the implementation manner of the present invention, based on the TV 1 The vehicle's perspective perception information (via V2V or V2I) can be used to monitor the TV of the vehicle in front of it. 2 Based on the behavior judgment algorithm of potential conflict vehicles TV in underground mining scenes 2 Behavior judgment is used to develop a control decision method for the SV of this vehicle. The tunnel emergency braking scenario provided in accordance with the implementation scheme of the present invention is based on a perception fusion control decision method. On the one hand, it comprehensively considers safety and collision avoidance requirements, and on the other hand, it is also suitable for the application of ADAS and autonomous driving systems in underground mining scenarios. For example, control decisions include early warning, gentle deceleration and emergency braking. Vehicle decision-making control algorithm strategies, such as acceleration, speed and relative vehicle distance control strategies, are dynamically calculated and optimized in real time through vehicle motion trajectories in underground mining scenarios. In underground mining scenarios, comprehensive perception information and motion calculations are used to apply braking pre-control strategies before initiating emergency braking, if necessary, to increase system response speed, reduce braking delay, and improve collision avoidance performance.

[0246] The above description is only a preferred specific implementation manner of the present invention, but the protection scope of the present invention is not limited thereto. Any changes or substitutions that can be easily conceived by any technician familiar with the technical field within the technical scope disclosed by the present invention should be covered within the protection scope of the present invention.

Claims

1. A control decision method based on perception fusion for emergency braking scenarios in a lane, characterized in that: The following steps are involved: Step S0, in the mine scene, the vehicle-to-vehicle information exchange V2X is performed through the vehicle-to-vehicle sensor of the vehicle SV and the vehicle-to-vehicle information communication device OBU to obtain the initial speeds v0, v1 of the vehicle SV, the vehicle TV2 immediately in front of the vehicle SV, and the blocked vehicle TV1 in front of the vehicle TV2 at the initial time t=0. 02 ,v 01 , and obtain the initial vehicle distance D0 between SV and TV2 at the initial time t = 0 02 , the initial distance D0 between TV2 and TV1 at the initial time t = 0 12 , and the shortest driver reaction time T of the vehicle SV in emergency braking is set according to the prior database dd , the braking system reaction lag time T of the vehicle SV in emergency braking bd , the shortest reaction time T of the driver of the vehicle TV2 in front in the event of emergency braking dd2 , the braking system reaction lag time T of the vehicle TV2 immediately preceding the vehicle in emergency braking bd2 ; Step S1, the vehicle exchanges information with the outside world through the vehicle information communication device OBU, obtains the deceleration information of the blocked vehicle TV1 in front, and predicts the reaction behavior of the vehicle TV2 immediately in front; Step S2, the vehicle exchanges information with the outside world through the vehicle information communication device OBU V2X, obtains the deceleration information of the vehicle immediately preceding TV2, and predicts the relative distance between the vehicle SV and the vehicle immediately preceding TV2; Step S3: Based on the results of the above steps, when a deceleration signal of the blocked vehicle ahead is received, a control decision is determined and a control signal is output.

2. The perception fusion control decision method for emergency braking scenarios in lanes according to claim 1 is characterized in that: The step S1 specifically includes the following steps: Step S1.1, the vehicle exchanges information with the outside world through the vehicle information communication device OBU V2X, and obtains the deceleration information of TV1 as the acceleration a1 at time t, based on which the motion state of the blocked vehicle TV1 in front is obtained. The instantaneous speed of TV1 at time t: v1=v 01 +a1×t (1) The travel distance of TV1 from the initial time to time t: Among them, TV1 starts from the initial speed v 01 The time required to decelerate to a standstill and From formula (2), we can get that TV1 changes from the initial velocity v at the initial moment 01 The distance traveled to slow down to rest is Step S1.2, obtaining the motion state of the vehicle TV2 immediately preceding the vehicle, Assuming the acceleration of TV2 at time t is a2, the instantaneous velocity of TV2 at time t can be obtained: v2=v 02 +a2×(t-T dd2 -T bd2 ) (3) The distance traveled by TV2 from the initial time to time t: Among them, TV2 starts from the initial speed v 02 The time required to decelerate to a standstill and According to formula (4), TV2 changes from the initial velocity v at the initial moment to 02 When it slows down to a standstill, the distance traveled is Step S1.3, obtaining the instantaneous relative distance between TV2 and TV1 at a certain time t, and predicting the minimum expected acceleration that vehicle TV2 should take, The instantaneous relative distance between TV2 and TV1 at a certain time t: d 12 =D0 12 +d1-d2 (5) The condition to avoid collision between TV2 and TV1 is that when TV2 stops braking, the instantaneous relative distance between TV2 and TV1 at that moment is d 12 ≥0, that is, D0 12 +D1 stop -D2 stop ≥0, Based on this, through the D0 obtained above 12 and D1 stop , and D2 is satisfied stop =D0 12 +D1 stop Maximum D2 at stop Substituting into equation (4), we can obtain the minimum expected acceleration a2 that TV2 should take to avoid collision between TV2 and TV1. exp .

3. The perception fusion control decision method for emergency braking scenarios in lanes according to claim 2 is characterized in that: The step S2 specifically includes the following steps: Step S2.1, the vehicle exchanges information with the outside world through the vehicle information communication device OBU V2X, and obtains the deceleration information of the vehicle TV2 immediately in front, TV2 has an acceleration of a2 from the initial moment detect Based on this, the motion state of TV2 from the initial time to time t is obtained, where the driver reaction time R of TV2 dd and the braking system reaction lag time T bd2 The sum is the total reaction time of TV2 (T dd +T bd ), When t<(T dd2 +T bd ), the speed of TV2 is: <h2 style=";text-align:left;direction:ltr">v2=v<h2 style=";text-align:left;direction:ltr"> 02 <h2 style=";text-align:left;direction:ltr"> +a2<h2 style=";text-align:left;direction:ltr"> detect <h2 style=";text-align:left;direction:ltr"> ×t (6) The distance TV2 travels from the initial time to the time t: When t=(T dd +T bd2 ), the speed of TV2 is: v 02r =v 02 +a2 detect ×(T dd2 +T bd2 ) (8) When t>(T dd2 +T dd2 ), the driving time of TV2 reaches the total reaction time and the minimum expected acceleration a2 obtained from step S1 exp Driving, get the instantaneous speed at time t when the driving time of TV2 exceeds the total reaction time of TV2: v2=v 02r +d2 exp ×(t-T dd2 -T bd2 ) (9) The distance traveled by TV2 from the initial time to time t: d2 = d 2j +d 2f in, Where d2 represents the distance TV2 travels from the initial time to time t, d 2j represents the travel distance of TV2 from the initial moment to the total reaction time of TV2, d 2f represents the travel distance of TV2 from the start of its total reaction time to time t, Among them, the absolute value of the minimum expected acceleration obtained in step S1 is |a2 exp |Small than the detected absolute value of acceleration|a2 detect |In the case of the acceleration in equation (11), the detected acceleration a2 is used detect , at the absolute value of the minimum expected acceleration |a2 exp |Greater than the detected absolute value of acceleration|a2 detect |In the case of acceleration, the minimum expected acceleration a2 is used exp , that is, set a2 in the calculation exp =min(a2 detect , a2 exp ), distance d 2f The end point is when v2 = 0, that is, when TV2 stops, that is, t = T2 stop , Step S2.2, obtain the motion state of the vehicle SV from the initial time to time t, and the instantaneous speed of SV at time t is as follows: v=v0+a×(t-T dd -T bd ) (12) Where a represents the acceleration of SV at time t; The distance traveled by SV from the initial time to time t: Step S2.3, based on the driving distance of TV2 and the driving distance of SV obtained in the above steps, the relative distance between SV and TV2 is obtained: d 02 =D0 02 +d2-d (15)。 4. The perception fusion control decision method for emergency braking scenarios in lanes according to claim 3 is characterized in that: The step S3 specifically comprises the following steps: Step S3.1, emergency braking control, after receiving a deceleration signal from the vehicle TV2 immediately in front or the blocked vehicle TV1 in front, determine whether the SV needs to initiate AEB braking. The time required for SV to decrease from initial speed to stop: SV from the initial time to time t = T stop The distance traveled is The relative distance between SV and TV2 when SV decelerates to a stop is, d 02 =D0 02 +d2-d, AEB triggering condition: The condition for SV and TV2 not to collide is that when SV decelerates to a stop, d 02 >0, then d <D0 02 +d2, When 02 = 0, which is the collision point between SV and TV2. At this time, d = D0 02 +d2, substituting into equation (17), we get the absolute value of the minimum acceleration of SV for collision avoidance |a min |, and set A aeb is the emergency braking acceleration threshold, If |a min |>A aeb , trigger the SV emergency braking function, start AEB braking, and send out an emergency braking signal as a control signal, If |a min |≤A aeb , execute step S3.2; Step S3.2, determine whether the SV performs mild deceleration braking, Set the mild deceleration threshold a of SV mild , and obtain the gentle deceleration braking trigger distance between SV and TV2: D0 02-mild =D stop -D2 stop +D pre2 (20) Among them, D stop The SV decelerates from the initial moment to the preset mild deceleration threshold a mild Distance traveled when decelerating to a stop, D pre2 is the preset distance constant, Combined with the initial distance D0 between SV and TV2 at the initial time 02 Perform gentle deceleration braking judgment: When D0 02 >D0 02-mild In the case of a mild braking signal, a mild braking signal is issued as a control signal to start mild deceleration braking. The SV is controlled by a preset mild deceleration threshold a. mild To slow down, When D0 02 ≤D0 02-mild In the case of , execute step S3.3; Step S3.3, determine the warning distance between SV and TV2 at the initial moment, and determine whether to trigger the warning, thereby alerting the driver. The warning distance D0 between the vehicle SV and the vehicle TV2 immediately preceding it 02-alert The calculation method of is as follows, The warning distance between SV and TV2 at the initial moment is set as: D0 02-alert =D stop -D2 stop +D pre1 (23) Among them, D pre1 is the preset early warning distance constant, Determine the warning trigger conditions. When it is determined that one of the following warning trigger conditions is met, the SV system starts the warning and sends out a warning signal as a control signal to alert the driver. Otherwise, it sends out a mild braking signal as a control signal according to the preset mild deceleration threshold a. mild slow down: Warning trigger condition 1: D0 02 Less than D0 02-alert , Warning triggering condition 2: Initial relative distance D0 between TV1 and TV2 12 Less than the pre-set warning distance D0 between TV1 and TV2 12-alert .

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