Mountain area curve vehicle early warning method based on vehicle-infrastructure cooperation

Abstract

The invention discloses a mountainous area curve vehicle early warning method based on vehicle-infrastructure cooperation, which comprises the following steps: firstly obtaining real-time information of a vehicle, broadcasting a BSM in real time, then obtaining MAP map information of a road side terminal RSU, carrying out vehicle HV map matching on the vehicle according to the MAP map information, and subdividing the curve into two independent early warning areas, when the vehicle is located in one early-warning area, if a vehicle exists in the other early-warning area, an early-warning mechanism can be triggered, the vehicle on the other side can also trigger the early-warning mechanism at the same time, and the two-way early-warning design can warn a driver of the existence of the vehicle in the opposite direction of the curve in advance; driving risks caused by factors such as inattention, illegal road-occupying driving and a curve sight blind area are effectively reduced, the design not only fits the driving habit and cognitive logic of a driver, but also remarkably reduces the strict requirement for vehicle positioning accuracy in a mountainous area through scientific setting of an early warning area, and the driving safety is improved. The method is more suitable for complex and changeable actual roads and natural environments in mountainous areas.

Description

Technical Field

[0001] The present invention belongs to the technical field of road traffic systems, and specifically relates to a vehicle early warning method for curved roads in mountainous areas based on vehicle-road collaboration. Background Art

[0002] Curved driving, as an indispensable part of the road traffic system, has always been a high-incidence area for traffic accidents due to its inherent sight obstruction, difficulty in speed control and complexity of road structure. According to authoritative statistics, traffic accidents caused by improper curved driving account for as high as 20% to 30% worldwide, especially in mountainous areas, hilly areas and curved sections of highways, this proportion is even more shocking. In China, with the rapid expansion of the highway network and the continuous increase in the number of vehicles, the problem of curved traffic safety has become increasingly prominent and has become one of the important bottlenecks restricting the improvement of road traffic safety levels.

[0003] In recent years, the vigorous development of vehicle-road cooperative technology has injected strong vitality into the research and development of vehicle warning systems for curved roads in mountainous areas. The information exchange between vehicles and between vehicles and roads has become more convenient and efficient due to the continuous maturity of technology. This technological innovation not only greatly enhances the environmental perception ability of vehicles during driving, but also provides a solid technical guarantee for the accurate warning of the vehicle warning system for curved roads.

[0004] However, the existing mountain curve warning technology mainly relies on hardware equipment such as cameras, millimeter waves, geomagnetic coils, and reflectors. Its application has certain limitations, especially when encountering obstructions, bad weather conditions, or poor positioning in mountainous areas. The warning effect is greatly reduced. The complex terrain and vegetation coverage in mountainous areas often lead to unstable satellite signals, which in turn affects the accuracy of vehicle positioning. Therefore, we need to propose a mountain curve vehicle warning method based on vehicle-road collaboration to solve the above problems, so that it can flexibly adapt to the complex and changeable mountain curve environment, without being disturbed by obstructions, weather factors, and poor positioning effects, and improve the accuracy of vehicle positioning. Summary of the invention

[0005] The purpose of the present invention is to provide a vehicle warning method for mountain curves based on vehicle-road collaboration, which can flexibly adapt to the complex and changeable mountain curve environment, is not affected by obstructions, weather factors and poor positioning effects, and improves the accuracy of vehicle positioning to solve the problems raised in the above background technology.

[0006] To achieve the above object, the present invention adopts the following technical solutions:

[0007] A vehicle warning method for curved roads in mountainous areas based on vehicle-road collaboration includes the following steps:

[0008] S1. Obtain the real-time information of the vehicle through the vehicle-mounted terminal OBU integrated in the vehicle, and broadcast BSM in real time;

[0009] S2. Obtain MAP map information from the roadside terminal RSU, and broadcast the MAP map information to surrounding vehicles through the wireless communication module built into the roadside terminal RSU to ensure that vehicles can obtain road conditions in real time;

[0010] S3, perform HV map matching on the vehicle according to the MAP map information. The content of the HV map matching of the vehicle includes the judgment of the vehicle phase position and the accurate matching of the vehicle heading and the road heading. If the matching is unsuccessful, return to S2. If the matching is successful, obtain the matching warning area according to the position of the current curve on the map and enter S4.

[0011] S4, the vehicle terminal OBU determines the corresponding warning area information on the opposite side of the curve where the vehicle HV is located through a detailed screening process based on the warning area matched by the vehicle;

[0012] S5, the vehicle terminal OBU obtains the BSM data broadcast by the remote vehicle RV;

[0013] S6, the vehicle terminal OBU performs map matching of the remote vehicle RV according to the BSM data of the remote vehicle RV and the corresponding warning area information on the opposite side of the curve where the own vehicle HV is located. If the matching is unsuccessful, it returns to S4, and if the matching is successful, it enters S7;

[0014] S7. After receiving the warning information, the terminal display module of the HV of this vehicle responds quickly, accurately marks the latitude and longitude position of the RV on the map, and plays a clear voice prompt at the same time.

[0015] Preferably, the vehicle-mounted terminal OBU includes a vehicle information collection module, a vehicle-mounted terminal V2X wireless communication module, a curve warning processing module and a terminal display module. The vehicle information collection module is used to capture and process the key status information of the vehicle itself in real time. The key status information includes longitude and latitude, driving speed, and heading angle data;

[0016] The on-board terminal V2X wireless communication module efficiently transmits the collected vehicle status data to the roadside terminal RSU and other on-board terminals OBU using V2X communication technology, and receives data feedback from other on-board terminals OBU at the same time;

[0017] The curve warning processing module performs curve warning calculations on the vehicle based on the received multi-source information to accurately assess the potential collision risk;

[0018] The terminal display module is used to display the warning data generated by the warning module to the driver in an intuitive and easy-to-understand manner, ensuring that key information can be conveyed instantly and effectively.

[0019] Preferably, in step S2, the roadside terminal RSU includes a map information construction module and a roadside V2X wireless communication module, and the map information construction module constructs MAP information that complies with the application layer and application data interaction standard of the intelligent transportation system vehicle communication system according to the actual data of the current curve;

[0020] The roadside V2X wireless communication module broadcasts the curve intersection map information to nearby vehicles, providing the vehicles with detailed road guidance and warning information.

[0021] Preferably, when acquiring the MAP map information of the roadside terminal RSU, the roadside terminal RSU is configured with two entrance roads, which are marked as warning area one and warning area two respectively. Warning area one and warning area two start away from the turning point and gradually extend to the turning point as the end point. According to this route, the roadside terminal RSU can generate a detailed MAP map of the current curve and broadcast the MAP map information to surrounding vehicles through its built-in roadside V2X wireless communication module.

[0022] Preferably, in step S3, the process of determining the vehicle phase position is as follows:

[0023] S31, taking the vehicle point as the starting point and the target point as the ending point, using the longitude and latitude information to calculate the distance difference d between the vehicle and the target point in the north and east directions North and d East , and calculate the heading angle θ1 from the target point to the vehicle based on this;

[0024]

[0025] Among them, d North Represents the distance difference between two points in the latitude direction, d East Indicates the distance difference between two points in the longitude direction, R is the radius of the earth, θ1 is the heading angle from the starting point to the end point, θ2 is the vehicle heading angle, θ3 is the heading angle from the starting point to the end point of the warning area, Δθ is the angle between the two heading angles, gps1 (lon1, lat1) is the longitude and latitude of the starting point, gps2 (lon2, lat2) is the longitude and latitude of the end point;

[0026] S32. By comparing the angle Δθ between the vehicle heading angle θ2 and the heading angle θ1 from the vehicle to the target point, the orientation of the target point relative to the vehicle can be accurately determined. There are the following three situations:

[0027] S321, when 0≤Δθ<90, the target point is in front of the vehicle;

[0028] S322, when 90<Δθ≤180, the target point is behind the vehicle;

[0029] S323, when Δθ=90, the target point is on the right side or left side of the vehicle.

[0030] Preferably, the process of accurately matching the vehicle heading with the road heading is as follows:

[0031] S33, using the starting point of the warning area as the starting point and the ending point of the warning area as the ending point, calculating the angle Δθ between the heading angle θ1 of the warning area and the heading angle θ2 of the vehicle, when Δθ<90, the current vehicle driving direction is consistent with the path direction of the warning area;

[0032] S34, performing map matching of the vehicle, specifically: taking the center point of the intersection as the target point and the current position of the vehicle as the starting point, calculating and determining whether the center point of the intersection is in front of the vehicle; if the center point of the intersection is not in front of the vehicle, the matching fails and other maps need to be calculated; if the center point of the intersection is in front of the vehicle, the current intersection map is valid;

[0033] S35, screening the warning area, specifically: take a warning area data in the intersection map, take the current position as the starting point, take the warning area starting point and the warning area ending point as the end point, calculate the relative positions Δθ1 and Δθ2, when Δθ1>90 and Δθ2<90 (such as Figure 6 As shown) or Δθ1<90 and Δθ2>90 (as shown Figure 7 If the vehicle is between the start point and the end point of the warning area, the current warning area is matched successfully. Otherwise, the current warning area is judged to have failed to match, and another warning area is selected to match, and the above matching process is repeated;

[0034] S36, calculating the heading angle θ1 from the starting point to the end point of the current warning area, and the vehicle heading angle θ2 to calculate the angle Δθ between the two heading angles. If Δθ>60, it is determined that the vehicle heading angle and the warning area do not match, and the matching is deemed to have failed; if Δθ<60, it is determined that the current vehicle heading angle and the warning area match the warning area;

[0035] S37, calculate the vertical area between the current vehicle and the start and end points of the warning area, and determine whether it exceeds the road width configured on the map. If it is greater than half of the road width, it is not on the road by default and the matching fails. If it is less than half of the road width, the current warning area is matched successfully. Figure 8 shown.

[0036] Preferably, in step S5, when the on-board terminal OBU obtains the remotely broadcast BSM data, it utilizes V2X wireless communication technology and complies with the CSAE 157-2020 Cooperative Intelligent Transport System Vehicle Communication System Application Layer and Application Data Interaction Standard to successfully receive the BSM message sent by the remote vehicle RV. The BSM message contains in detail the key vehicle status data of the remote vehicle RV's latitude and longitude position, driving speed, and heading angle.

[0037] Preferably, in step S6, when the on-board terminal OBU performs map matching of the remote vehicle RV, when the vehicle is in a stationary state, there is no need to verify whether the heading angle of the remote vehicle RV is consistent with the heading angle of the warning area 2. In this situation, it is only necessary to confirm that the remote vehicle RV is within the warning area 2 to determine that the map matching is successful; if the remote vehicle RV is in a driving state, the map matching process will follow the method in step S3 to perform comprehensive verification and matching.

[0038] Preferably, the on-board terminal OBU performs remote vehicle RV map matching to accurately determine whether the remote vehicle RV poses a potential risk to it. If the map matching fails, it indicates that there is no direct collision risk between the remote vehicle RV and the own vehicle HV. At this time, the system will restart the data collection and calculation process to continuously monitor environmental changes; on the contrary, if the map matching is successful, the system will immediately determine that there is a risk between the remote vehicle RV and the own vehicle HV, and automatically generate warning information, which will be quickly transmitted to the terminal display module.

[0039] Preferably, the remote vehicle RV and the host vehicle HV are both equipped with an on-board terminal OBU having V2X wireless communication capability.

[0040] Compared with the prior art, the vehicle warning method for mountainous curved roads based on vehicle-road collaboration proposed in the present invention has the following advantages:

[0041] 1. The present invention matches the HV map of the vehicle according to the MAP map information. The content of the HV map matching of the vehicle includes the judgment of the vehicle phase position and the accurate matching of the vehicle heading and the road heading. If the matching is successful, the matching warning area is obtained according to the position of the current curve on the map. The on-board terminal OBU determines the corresponding warning area information on the opposite side of the curve where the HV of the vehicle is located through a detailed screening process based on the warning area matched by the vehicle, so as to subdivide the curve into two independent warning areas. When the vehicle is located in one of the warning areas, if there is a vehicle in the other warning area, the warning mechanism will be triggered, and the vehicle on the other side will also trigger the warning mechanism at the same time. This two-way warning design can warn the driver in advance of the existence of the oncoming vehicle on the curve, and effectively reduce the driving risks caused by factors such as inattention, illegal occupying lanes, and blind spots on the curve. This design not only fits the driver's driving habits and cognitive logic, but also significantly reduces the strict requirements on the positioning accuracy of vehicles in mountainous areas through the scientific setting of the warning area, and is more in line with the complex and changeable actual roads and natural environment in mountainous areas.

[0042] 2. The present invention adopts advanced V2X communication technology through the cooperation of the on-board terminal OBU and the roadside terminal RSU. It not only has strong environmental adaptability and can easily cope with the complex and changeable road environment and weather conditions in mountainous areas, but also greatly simplifies the complexity of system deployment and improves the flexibility and reliability of the overall solution, making it more adaptable and practical in the intelligent traffic warning system in mountainous areas. BRIEF DESCRIPTION OF THE DRAWINGS

[0043] Figure 1 It is a flowchart of the present invention;

[0044] Figure 2 It is a schematic diagram of the connection block between the roadside terminal RSU and the vehicle-mounted terminal OBU of the present invention;

[0045] Figure 3 It is a schematic diagram of the roadside terminal RSU and the warning area of ​​the present invention;

[0046] Figure 4 A schematic diagram of vehicle phase position determination according to the present invention;

[0047] Figure 5 A schematic diagram of matching the vehicle heading and the road heading of the present invention;

[0048] Figure 6 This is a schematic diagram of the early warning area matching when Δθ1>90 and Δθ2<90 of the present invention;

[0049] Figure 7 This is a schematic diagram of the early warning area matching when Δθ1<90 and Δθ2>90 of the present invention;

[0050] Figure 8 This is a schematic diagram of a successful match of the map matching warning area of ​​the present invention. DETAILED DESCRIPTION

[0051] The following will be combined with the accompanying drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, rather than all the embodiments. The specific embodiments described herein are only used to explain the present invention and are not used to limit the present invention. Based on the embodiments in the present invention, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of the present invention.

[0052] The present invention provides Figure 1-8 The method for warning vehicles on curved roads in mountainous areas based on vehicle-road collaboration is shown, comprising the following steps:

[0053] S1. Obtain comprehensive real-time information of the vehicle through the vehicle-mounted terminal OBU integrated in the vehicle, and broadcast BSM in real time, including but not limited to accurate latitude and longitude position, current heading angle, driving speed and other key data. These data provide a solid foundation for subsequent vehicle positioning, navigation and safety warning;

[0054] The vehicle-mounted terminal OBU includes a vehicle information collection module, a vehicle-mounted terminal V2X wireless communication module, a curve warning processing module and a terminal display module. The vehicle information collection module is used to capture and process the key status information of the vehicle itself in real time. The key status information includes longitude and latitude, driving speed, and heading angle data to provide the system with accurate vehicle dynamic information;

[0055] The vehicle terminal V2X wireless communication module efficiently transmits the collected vehicle status data to the roadside terminal RSU and other vehicle terminals OBU using V2X communication technology, and at the same time receives data feedback from other vehicle terminals OBU, realizing two-way flow of information;

[0056] The curve warning processing module performs curve warning calculations on the vehicle based on the received multi-source information to accurately assess the potential collision risk;

[0057] The terminal display module is used to display the warning data generated by the warning module to the driver in an intuitive and easy-to-understand manner, ensuring that key information can be conveyed instantly and effectively.

[0058] S2. Obtain MAP map information from the roadside terminal RSU, and broadcast the MAP map information to surrounding vehicles through the wireless communication module built into the roadside terminal RSU to ensure that vehicles can obtain road conditions in real time;

[0059] The roadside terminal RSU includes a map information construction module and a roadside V2X wireless communication module. The map information construction module constructs MAP information that complies with the application layer and application data interaction standards of the intelligent transportation system vehicle communication system according to the actual data of the current curve, so as to ensure the accuracy and standardization of the map information;

[0060] The roadside V2X wireless communication module broadcasts the curve intersection map information to nearby vehicles, providing vehicles with detailed road guidance and warning information to enhance driving safety.

[0061] When obtaining the MAP map information of the roadside terminal RSU, such as Figure 3As shown, the roadside terminal RSU is configured with two entrance roads, marked as warning area one and warning area two respectively. Warning area one and warning area two start away from the turning point and gradually extend to the turning point as the end point. According to this route, the roadside terminal RSU can generate a detailed MAP map of the current curve, and broadcast the MAP map information to surrounding vehicles through its built-in roadside V2X wireless communication module, ensuring that vehicles can obtain road conditions in real time.

[0062] S3, perform HV map matching on the vehicle according to the MAP map information. The content of the HV map matching of the vehicle includes the judgment of the vehicle phase position and the accurate matching of the vehicle heading and the road heading. If the matching is unsuccessful, return to S2. If the matching is successful, obtain the matching warning area according to the position of the current curve on the map and enter S4.

[0063] The process of vehicle phase position judgment is as follows:

[0064] S31, taking the vehicle point as the starting point and the target point as the end point (such as Figure 4 The latitude and longitude information is used to calculate the distance difference d between the vehicle and the target point in the north and east directions. North and d East , and calculate the heading angle θ1 from the target point to the vehicle based on this;

[0065]

[0066]

[0067] Among them, d North It represents the distance difference between two points in the latitude direction, which is directly obtained by multiplying the latitude difference between the two points by the radius of the earth (and converted to radians); d East It represents the distance difference between two points in the longitude direction, but the curvature of the earth at different latitudes needs to be considered. Therefore, it needs to first calculate the circumference length on the earth radius corresponding to the latitude of the first point (that is, the radius of the latitude circle), and then multiply it by the longitude difference between the two points (and convert it to radians); R is the radius of the earth (6371000 meters), θ1 is the heading angle from the starting point to the end point, θ2 is the vehicle heading angle (with due north as 0 degrees, clockwise 0-360 degrees), θ3 is the heading angle from the starting point to the end point of the warning area, Δθ is the angle between the two heading angles, gps1 (lon1, lat1) is the longitude and latitude point position of the starting point, gps2 (lon2, lat2) is the longitude and latitude position of the end point;

[0068] S32. By comparing the angle Δθ between the vehicle heading angle θ2 and the heading angle θ1 from the vehicle to the target point, the orientation of the target point relative to the vehicle can be accurately determined. There are the following three situations:

[0069] S321, when 0≤Δθ<90, the target point is in front of the vehicle;

[0070] S322, when 90<Δθ≤180, the target point is behind the vehicle;

[0071] S323, when Δθ=90, the target point is on the right side or left side of the vehicle.

[0072] The process of accurately matching the vehicle heading with the road heading is as follows:

[0073] S33, using the starting point of the warning area as the starting point and the ending point of the warning area as the ending point, calculating the angle Δθ between the heading angle θ1 of the warning area and the heading angle θ2 of the vehicle, when Δθ<90, the current vehicle driving direction is consistent with the path direction of the warning area;

[0074] S34, performing map matching of the vehicle, specifically: taking the center point of the intersection as the target point and the current position of the vehicle as the starting point, calculating and determining whether the center point of the intersection is in front of the vehicle; if the center point of the intersection is not in front of the vehicle, the matching fails and other maps need to be calculated; if the center point of the intersection is in front of the vehicle, the current intersection map is valid;

[0075] S35, screening the warning area, specifically: taking a warning area data in the intersection map, taking the current position as the starting point, taking the warning area starting point and the warning area ending point as the ending point, respectively, calculating the relative positions Δθ1 and Δθ2, when Δθ1>90 and Δθ2<90 or Δθ1<90 and Δθ2>90, it means that the vehicle is between the warning area starting point and the ending point, and the current warning area is matched successfully, otherwise it is judged that the current warning area fails to match, select another warning area to match, and repeat the above matching process;

[0076] S36, calculating the heading angle θ1 from the starting point to the end point of the current warning area, and the vehicle heading angle θ2 to calculate the angle Δθ between the two heading angles. If Δθ>60, it is determined that the vehicle heading angle and the warning area do not match, and the matching is deemed to have failed; if Δθ<60, it is determined that the current vehicle heading angle and the warning area match the warning area;

[0077] S37. Calculate the vertical area between the current vehicle and the start and end points of the warning area to determine whether it exceeds the road width configured on the map. If it is greater than half the road width, it is not on the road by default and the matching fails. If it is less than half the road width, the current warning area is matched successfully.

[0078] S4. The on-board terminal OBU determines the corresponding warning area information on the opposite side of the curve where the HV of the vehicle is located through a detailed screening process based on the warning area matched by the vehicle; specifically: based on the successful map matching in step S3, the vehicle can accurately obtain the position of the current curve on the map, and then, based on the warning area matched by the vehicle (temporarily named warning area 1), through a detailed screening process, the corresponding warning area information on the opposite side of the curve (temporarily named warning area 2) can be determined.

[0079] S5, the vehicle terminal OBU obtains the BSM data broadcast by the remote vehicle RV;

[0080] When the on-board terminal OBU obtains the remotely broadcast BSM data, it uses V2X wireless communication technology and follows the CSAE157-2020 cooperative intelligent transportation system vehicle communication system application layer and application data interaction standard to successfully receive the BSM message sent by the remote vehicle RV. The BSM message contains in detail the key vehicle status data of the remote vehicle RV's latitude and longitude position, driving speed, and heading angle.

[0081] S6, the vehicle terminal OBU performs map matching of the remote vehicle RV according to the BSM data of the remote vehicle RV and the corresponding warning area information on the opposite side of the curve where the own vehicle HV is located. If the matching is unsuccessful, it returns to S4, and if the matching is successful, it enters S7;

[0082] When the on-board terminal OBU performs map matching of the remote vehicle RV, the map matching of the remote vehicle RV is performed when the vehicle is in a stationary state (generally, the vehicle speed is judged to be stationary when it is lower than 1 km / h). There is no need to verify whether the heading angle of the remote vehicle RV is consistent with the heading angle of the warning area 2. In this situation, it is only necessary to confirm that the remote vehicle RV is within the warning area 2 to determine that the map matching is successful. In this way, the risks that may be caused by parking in the blind spot of a curve can be effectively avoided; if the remote vehicle RV is in a driving state, the map matching process will follow the method in step S3 to perform comprehensive verification and matching.

[0083] The on-board terminal OBU performs remote vehicle RV map matching to accurately determine whether the remote vehicle RV poses a potential risk to it. If the map matching fails, it indicates that there is no direct collision risk between the remote vehicle RV and the own vehicle HV. At this time, the system will restart the data collection and calculation process to continuously monitor environmental changes; on the contrary, if the map matching is successful, the system will immediately determine that there is a risk between the remote vehicle RV and the own vehicle HV, and automatically generate early warning information, which will be quickly transmitted to the terminal display module so that the driver or related systems can take countermeasures in time.

[0084] S7. After receiving the warning information, the terminal display module of the HV of this vehicle responds quickly and accurately marks the latitude and longitude of the RV on the map, which is convenient for the driver to observe intuitively. At the same time, it plays clear voice prompts, such as the prompt "Watch out for the vehicle on the curve ahead", to remind the driver to pay attention and slow down in time to ensure driving safety.

[0085] The remote vehicle RV and the vehicle HV are both equipped with an on-board terminal OBU with V2X wireless communication capability, and adopt advanced V2X communication technology. They are not only highly adaptable to the environment and can easily cope with the complex and changeable road environment and weather conditions in mountainous areas, but also greatly simplify the complexity of system deployment and improve the flexibility and reliability of the overall solution, making it more adaptable and practical in the intelligent traffic warning system in mountainous areas.

[0086] The present invention subdivides the curve into two independent warning areas. When the vehicle is located in one of the warning areas, if there is a vehicle in the other warning area, the warning mechanism will be triggered, and the vehicle on the other side will also trigger the warning mechanism at the same time. This two-way warning design can alert the driver in advance of the existence of oncoming vehicles on the curve, effectively reducing driving risks caused by factors such as inattention, illegal lane driving, and blind spots on curves. This design not only fits the driver's driving habits and cognitive logic, but also through the scientific setting of the warning area, it significantly reduces the strict requirements on the positioning accuracy of vehicles in mountainous areas, and is more in line with the complex and changeable actual roads and natural environment in mountainous areas.

[0087] Finally, it should be noted that the above is only a preferred embodiment of the present invention and is not intended to limit the present invention. Although the present invention has been described in detail with reference to the aforementioned embodiments, it is still possible for those skilled in the art to modify the technical solutions described in the aforementioned embodiments or to make equivalent substitutions for some of the technical features therein. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included in the protection scope of the present invention.

Claims

1. A vehicle warning method for curved roads in mountainous areas based on vehicle-road collaboration, characterized in that: The steps include: S1. Obtain the real-time information of the vehicle through the vehicle-mounted terminal OBU integrated in the vehicle, and broadcast BSM in real time; S2. Obtain MAP map information from the roadside terminal RSU, and broadcast the MAP map information to surrounding vehicles through the wireless communication module built into the roadside terminal RSU to ensure that vehicles can obtain road conditions in real time; S3, perform HV map matching on the vehicle according to the MAP map information. The content of the HV map matching of the vehicle includes the judgment of the vehicle phase position and the accurate matching of the vehicle heading and the road heading. If the matching is unsuccessful, return to S2. If the matching is successful, obtain the matching warning area according to the position of the current curve on the map and enter S4. S4, the vehicle terminal OBU determines the corresponding warning area information on the opposite side of the curve where the vehicle HV is located through a detailed screening process based on the warning area matched by the vehicle; S5, the vehicle terminal OBU obtains the BSM data broadcast by the remote vehicle RV; S6, the vehicle terminal OBU performs map matching of the remote vehicle RV according to the BSM data of the remote vehicle RV and the corresponding warning area information on the opposite side of the curve where the own vehicle HV is located. If the matching is unsuccessful, it returns to S4, and if the matching is successful, it enters S7; S7. After receiving the warning information, the terminal display module of the HV of this vehicle responds quickly, accurately marks the latitude and longitude position of the RV on the map, and plays a clear voice prompt at the same time.

2. The method for warning vehicles on curved roads in mountainous areas based on vehicle-road collaboration according to claim 1, characterized in that: The vehicle-mounted terminal OBU includes a vehicle information collection module, a vehicle-mounted terminal V2X wireless communication module, a curve warning processing module and a terminal display module. The vehicle information collection module is used to capture and process the key status information of the vehicle itself in real time. The key status information includes longitude and latitude, driving speed, and heading angle data; The on-board terminal V2X wireless communication module efficiently transmits the collected vehicle status data to the roadside terminal RSU and other on-board terminals OBU using V2X communication technology, and receives data feedback from other on-board terminals OBU at the same time; The curve warning processing module performs curve warning calculations on the vehicle based on the received multi-source information to accurately assess the potential collision risk; The terminal display module is used to display the warning data generated by the warning module to the driver in an intuitive and easy-to-understand manner, ensuring that key information can be conveyed instantly and effectively.

3. The method for warning vehicles on curved roads in mountainous areas based on vehicle-road collaboration according to claim 2 is characterized by: In step S2, the roadside terminal RSU includes a map information construction module and a roadside V2X wireless communication module, and the map information construction module constructs MAP information that complies with the application layer and application data interaction standard of the intelligent transportation system vehicle communication system according to the actual data of the current curve; The roadside V2X wireless communication module broadcasts the curve intersection map information to nearby vehicles, providing the vehicles with detailed road guidance and warning information.

4. The method for warning vehicles on curved roads in mountainous areas based on vehicle-road collaboration according to claim 3 is characterized by: When obtaining the MAP map information of the roadside terminal RSU, the roadside terminal RSU is configured with two entrance roads, marked as warning area one and warning area two respectively. Warning area one and warning area two start away from the turning point and gradually extend to the turning point as the end point. According to this route, the roadside terminal RSU can generate a detailed MAP map of the current curve and broadcast the MAP map information to surrounding vehicles through its built-in roadside V2X wireless communication module.

5. The method for warning vehicles on curved roads in mountainous areas based on vehicle-road collaboration according to claim 4 is characterized by: In step S3, the process of determining the vehicle phase position is as follows: S31, taking the vehicle point as the starting point and the target point as the ending point, using the longitude and latitude information to calculate the distance difference d between the vehicle and the target point in the north and east directions North and d East , and calculate the heading angle θ1 from the target point to the vehicle based on this; Among them, d North Represents the distance difference between two points in the latitude direction, d East Indicates the distance difference between two points in the longitude direction, R is the radius of the earth, θ1 is the heading angle from the starting point to the end point, θ2 is the vehicle heading angle, θ3 is the heading angle from the starting point to the end point of the warning area, Δθ is the angle between the two heading angles, gps1 (lon1, lat1) is the longitude and latitude of the starting point, gps2 (lon2, lat2) is the longitude and latitude of the end point; S32. By comparing the angle Δθ between the vehicle heading angle θ2 and the heading angle θ1 from the vehicle to the target point, the orientation of the target point relative to the vehicle can be accurately determined. There are the following three situations: S321, when 0≤Δθ<90, the target point is in front of the vehicle; S322, when 90<Δθ≤180, the target point is behind the vehicle; S323, when Δθ=90, the target point is on the right side or left side of the vehicle.

6. The method for warning vehicles on curved roads in mountainous areas based on vehicle-road collaboration according to claim 5 is characterized by: The process of accurately matching the vehicle heading with the road heading is as follows: S33, using the starting point of the warning area as the starting point and the ending point of the warning area as the ending point, calculating the angle Δθ between the heading angle θ1 of the warning area and the heading angle θ2 of the vehicle, when Δθ<90, the current vehicle driving direction is consistent with the path direction of the warning area; S34, performing map matching of the vehicle, specifically: taking the center point of the intersection as the target point and the current position of the vehicle as the starting point, calculating and determining whether the center point of the intersection is in front of the vehicle; if the center point of the intersection is not in front of the vehicle, the matching fails and other maps need to be calculated; If the center point of the intersection is in front of the vehicle, the current intersection map is valid; S35, screening the warning area, specifically: taking a warning area data in the intersection map, taking the current position as the starting point, taking the warning area starting point and the warning area ending point as the ending point, respectively, calculating the relative positions Δθ1 and Δθ2, when Δθ1>90 and Δθ2<90 or Δθ1<90 and Δθ2>90, it means that the vehicle is between the warning area starting point and the ending point, and the current warning area is matched successfully, otherwise it is judged that the current warning area fails to match, select another warning area to match, and repeat the above matching process; S36, calculating the heading angle θ1 from the starting point to the end point of the current warning area, and the vehicle heading angle θ2 to calculate the angle Δθ between the two heading angles. If Δθ>60, it is determined that the vehicle heading angle and the warning area do not match, and the matching is deemed to have failed; if Δθ<60, it is determined that the current vehicle heading angle and the warning area match the warning area; S37. Calculate the vertical area between the current vehicle and the start and end points of the warning area to determine whether it exceeds the road width configured on the map. If it is greater than half the road width, it is not on the road by default and the matching fails. If it is less than half the road width, the current warning area is matched successfully.

7. The method for warning vehicles on curved roads in mountainous areas based on vehicle-road collaboration according to claim 6 is characterized by: In step S5, when the on-board terminal OBU obtains the remotely broadcast BSM data, it uses V2X wireless communication technology and complies with the CSAE157-2020 Cooperative Intelligent Transport System Vehicle Communication System Application Layer and Application Data Interaction Standard to successfully receive the BSM message sent by the remote vehicle RV. The BSM message contains in detail the key vehicle status data of the remote vehicle RV's latitude and longitude position, driving speed, and heading angle.

8. The method for warning vehicles on curved roads in mountainous areas based on vehicle-road collaboration according to claim 7 is characterized by: In step S6, when the on-board terminal OBU performs map matching of the remote vehicle RV, when the vehicle is in a stationary state, there is no need to verify whether the heading angle of the remote vehicle RV is consistent with the heading angle of the warning area 2. In this situation, it is only necessary to confirm that the remote vehicle RV is within the warning area 2 to determine that the map matching is successful; if the remote vehicle RV is in a driving state, the map matching process will follow the method in step S3 to perform comprehensive verification and matching.

9. The method for warning vehicles on curved roads in mountainous areas based on vehicle-road collaboration according to claim 8, characterized in that: The on-board terminal OBU performs remote vehicle RV map matching to accurately determine whether the remote vehicle RV poses a potential risk to it. If the map matching fails, it indicates that there is no direct collision risk between the remote vehicle RV and the own vehicle HV. At this time, the system will restart the data collection and calculation process to continuously monitor environmental changes; on the contrary, if the map matching is successful, the system will immediately determine that there is a risk between the remote vehicle RV and the own vehicle HV, and automatically generate warning information, which will be quickly transmitted to the terminal display module.

10. The method for warning vehicles on curved roads in mountainous areas based on vehicle-road collaboration according to claim 9, characterized in that: The remote vehicle RV and the host vehicle HV are both equipped with an on-board terminal OBU with V2X wireless communication capability.

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