Vehicle early warning cooperative processing method based on perception data

Abstract

The invention discloses a vehicle early warning cooperative processing method based on perception data, and relates to the technical field of intelligent transportation, and the method comprises the steps: carrying out the penetrating and multi-hop relay transmission of an early warning signal between vehicles according to a relay decision based on the real-time dynamic risk assessment of a vehicle individual. A vehicle receives a front signal by using the existing backward millimeter wave radar hardware, calculates the risk level of the vehicle through a dynamic risk assessment model, and broadcasts a signal to the rear as a temporary relay node only when the risk level exceeds a threshold value. The system realizes a communication function by multiplexing existing radar hardware. According to the invention, intelligent penetration and wide area coverage of the early warning information in the mixed traffic flow are realized with extremely low deployment cost, and the road traffic safety baseline and the overall traffic efficiency are effectively improved.

Description

Technical Field

[0001] This application relates to the field of intelligent transportation technology, and in particular to a vehicle early warning collaborative processing method based on perception data. Background Technology

[0002] With the increase in vehicle ownership, road traffic safety and efficiency face severe challenges. Existing improvement solutions mainly fall into two categories, but both have inherent limitations and are difficult to achieve low-cost, wide-coverage synergistic effects in mixed traffic scenarios.

[0003] The first type of solution relies on dedicated short-range communication technology. This type of solution requires vehicles to be equipped with independent V2X communication modules and depends on roadside infrastructure or cellular networks. Its high hardware costs and long penetration period severely restrict its large-scale application, resulting in only a small number of equipped vehicles on the road for a considerable period of time, making it impossible to form an effective cooperative network.

[0004] The second type of solution focuses on autonomous vehicle platooning. For example, the technology disclosed in Chinese patent document CN121232805A centers on establishing a complex collaborative control and platooning management system for pre-grouped, closed platoons with advanced autonomous driving capabilities. While this type of solution can improve platoon efficiency in specific scenarios, it is technically complex, costly, and fundamentally isolated from civilian vehicles. Its communication and decision-making are entirely based on a pre-defined fixed topology and membership relationships, making it unable to handle random interactions between ungrouped vehicles and completely failing to address the common safety concern of beyond-line-of-sight perception blind spots faced by ordinary civilian vehicles.

[0005] Therefore, existing technologies have gaps in meeting the three key requirements of mixed traffic, low cost, and rapid deployment. This invention aims to directly address these gaps by providing a disruptive solution that enables the intelligent transmission of hazard and efficiency information through traffic flow without relying on dedicated hardware or requiring pre-arranged teams. Summary of the Invention

[0006] To overcome the shortcomings of the prior art, this application provides a vehicle early warning collaborative processing method based on perception data.

[0007] This application provides a vehicle early warning collaborative processing method based on perception data, the method comprising: S1, the vehicle uses its existing onboard hardware to receive a cooperative warning signal from the vehicle in front, the vehicle including the vehicle itself, the signal source vehicle, and the vehicle behind; S2, based on the real-time motion relationship between this vehicle and the signal source vehicle, calculates the risk level affected by this vehicle through a dynamic risk assessment model; S3, only when the risk level exceeds the preset threshold, trigger this vehicle as a temporary relay node to broadcast the cooperative early warning signal or the relay signal generated based on the cooperative early warning signal to the vehicles behind, and output relay decision.

[0008] Preferably, the vehicle utilizes existing onboard hardware, namely a rear-facing millimeter-wave radar, to achieve vehicle-to-vehicle communication by modulating and demodulating the radar waveform.

[0009] Preferably, the collaborative early warning signal is based on relay decision-making of real-time dynamic risk assessment of individual vehicles, and is transmitted in a penetrating, multi-hop relay between vehicles. The collaborative early warning signal includes: a first type of signal representing an emergency danger state, and a second type of signal representing traffic flow collaboration opportunities. When the cooperative warning signal is a second type of signal and the vehicle is at low speed or stationary, the relay triggering condition is adjusted to an efficiency cooperative threshold based on relative distance.

[0010] Preferably, the dynamic safety distance model D_safe is determined by the formula: D_safe = V_rel*T_reaction+(V_rel²) / (2*|A_brake_max|), where V_rel is the relative speed, T_reaction is the system reaction time, and A_brake_max is the maximum safe deceleration of the vehicle.

[0011] Preferably, the relative speed between the vehicle and the signal source vehicle is detected to obtain the relative speed to be measured; The maximum deceleration of the vehicle and the system reaction time are preset. Based on the relative speed to be measured, the maximum deceleration of the vehicle, the system reaction time, and the dynamic risk assessment model, the dynamic safe distance is obtained. The distance between this vehicle and the signal source vehicle is detected to obtain the current distance; The risk level is determined by comparing the current distance with the dynamic safe distance.

[0012] Preferably, a relay link between vehicles is established through an in-vehicle ad hoc network. The relay link is temporary and dynamically formed, and the relay decision is made independently by each vehicle without the need for pre-authentication or network negotiation between vehicles.

[0013] Compared with the prior art, the present invention has the following characteristics and beneficial effects: By deeply reusing existing rear-facing millimeter-wave radar hardware in vehicles, this invention provides ordinary vehicles with direct vehicle-to-vehicle communication capabilities at almost zero cost, completely breaking down the cost barrier of dedicated V2X modules and enabling large-scale, rapid deployment. Unlike closed platooning control schemes, this invention is applicable to all social vehicles. Its information transmission mechanism is open and penetrating, enabling critical information to be relayed to vehicles that were previously in communication and perception blind spots through relay among social vehicles, truly improving the overall road network safety level. Based on a dynamic risk-driven relay decision-making mechanism, it ensures that only vehicles in high-risk impact areas forward information. This "selfish," event-triggered decision-making logic fundamentally avoids network broadcast storms, making network load adaptive to traffic risk levels, and possessing strong scalability and robustness. Attached Figure Description

[0014] Figure 1 This is a flowchart illustrating the steps of a vehicle early warning collaborative processing method based on perception data, which is the main feature of this embodiment. Figure 2 This is a schematic diagram of the core radar-communication integrated module architecture of the present invention; Figure 3 This is a schematic diagram comparing the application scenarios and principles of the present invention with existing autonomous driving platooning solutions; Figure 4 This is a flowchart of the dynamic risk-driven relay decision-making method of the present invention; Figure 5 This is an interactive timing diagram of the proactive safety inquiry method implemented in mixed traffic according to the present invention. Detailed Implementation

[0015] The present invention will be further described in detail below with reference to the following embodiments.

[0016] Reference Figure 1 A vehicle early warning collaborative processing method based on perception data, the method includes the following steps: S1, the vehicle uses its existing onboard hardware to receive a cooperative warning signal from the vehicle in front, including the vehicle itself, the signal source vehicle, and the vehicle behind.

[0017] S2, based on the real-time motion relationship between this vehicle and the signal source vehicle, calculates the risk level affected by this vehicle through a dynamic risk assessment model.

[0018] S3, only when the risk level exceeds the preset threshold, trigger this vehicle as a temporary relay node to broadcast the cooperative early warning signal or the relay signal generated based on the cooperative early warning signal to the vehicles behind, and output relay decision.

[0019] Specifically, by deeply reusing existing rear-facing millimeter-wave radar hardware in vehicles, this invention provides ordinary vehicles with vehicle-to-vehicle direct communication capabilities at almost zero cost, completely breaking down the cost barrier of dedicated V2X modules and enabling large-scale, rapid deployment. Unlike closed platooning control schemes, this invention is applicable to all social vehicles. Its information transmission mechanism is open and penetrating, enabling relaying of critical information to vehicles that were previously in communication and perception blind spots through social vehicles, truly improving the overall road network safety level. Based on a dynamic risk-driven relay decision-making mechanism, it ensures that only vehicles in high-risk impact areas forward information. This "selfish," event-triggered decision-making logic fundamentally avoids network broadcast storms, making network load adaptive to traffic risk levels, and possessing strong scalability and robustness.

[0020] The specific step S1 includes the following sub-steps: The vehicle utilizes existing onboard hardware, namely a rear-facing millimeter-wave radar, to achieve vehicle-to-vehicle communication by modulating and demodulating the radar waveform.

[0021] The collaborative early warning signal is based on relay decision-making of real-time dynamic risk assessment of individual vehicles. It is transmitted through vehicles in a penetrating and multi-hop relay. The collaborative early warning signal includes: a first type of signal representing an emergency danger state, and a second type of signal representing traffic flow coordination opportunities.

[0022] When the cooperative warning signal is a second type of signal and the vehicle is at low speed or stationary, the relay triggering condition is adjusted to an efficiency cooperative threshold based on relative distance.

[0023] The dynamic safe distance model D_safe is determined by the formula: D_safe = V_rel*T_reaction +(V_rel²) / (2*|A_brake_max|), where V_rel is the relative velocity, T_reaction is the system reaction time, and A_brake_max is the maximum safe deceleration of the vehicle.

[0024] The relative speed between the vehicle and the signal source vehicle is detected to obtain the relative speed to be measured.

[0025] The maximum deceleration of the vehicle and the system reaction time are preset. Based on the relative speed to be measured, the maximum deceleration of the vehicle, the system reaction time, and the dynamic risk assessment model, the dynamic safe distance is obtained.

[0026] The distance between this vehicle and the signal source vehicle is detected to obtain the current distance.

[0027] The risk level is determined by comparing the current distance with the dynamic safe distance.

[0028] Through the vehicle-mounted ad hoc network, relay links are established between vehicles. These relay links are temporary and dynamically formed, and relay decisions are made independently by each vehicle without the need for pre-authentication or network negotiation between vehicles.

[0029] Specifically, the system utilizes an integrated radar communication module and a processing control module. The integrated radar communication module is modified or upgraded from the vehicle's existing rear-facing millimeter-wave radar hardware. It is configured to perform environmental perception and vehicle-to-vehicle communication functions in a time-sharing or simultaneous manner, used to receive and broadcast coordinated early warning signals. The integrated radar communication module includes a waveform modulation / demodulation unit and a resource scheduler, implementing environmental perception and vehicle-to-vehicle communication functions in a time-sharing or concurrent manner. The processing control module is connected to the integrated radar communication module and is configured to execute a dynamic risk assessment model, controlling the relay behavior of the integrated radar communication module based on the assessment results. The preferred implementation of the dynamic risk assessment model is a dynamic safe distance model. Its calculation process includes: calculating the dynamic safe distance based on the relative speed between the vehicle and the signal source vehicle, the vehicle's preset maximum deceleration, and the system reaction time. In a specific embodiment, the formula Dsafe can be used for calculation: Dsafe=V_rel * T_reaction+(V_rel^2) / (2 * |A_brake_max|), where V_rel is the relative speed, T_reaction is the system's reserved reaction time, and A_brake_max is the maximum safe deceleration of the vehicle. The cooperative warning signal includes at least two types: a first type of signal representing an emergency dangerous state (such as emergency braking, vehicle stationary, accident beacon), and a second type of signal representing traffic flow cooperation opportunities (such as cooperative start, smooth flow status indication).

[0030] Reference Figure 2The physical basis of this invention is an upgrade of the rear-facing millimeter-wave radar standard in vehicles, forming an integrated radar and communication module. This module does not add new hardware, but rather adds or upgrades the following logical units to the existing hardware architecture: a waveform modulation or demodulation unit: adding modulation capability for baseband communication digital signals to the radar's original Frequency Shift Keying (FSK) or Frequency Modulated Continuous Wave (FMCW) waveform generation circuit; adding a demodulation channel for modulation information to the echo processing link; a joint signal processor: capable of processing two types of data in parallel: one is the traditional radar echo signal, used to calculate the distance, speed, and angle of rear targets (environmental perception function); the other is the demodulated communication signal, carrying inter-vehicle collaborative information (communication function); and a resource scheduler: intelligently scheduling RF front-end and signal processing resources at millisecond intervals. For example, a time-division multiplexing mode of "perception-communication-perception" can be adopted, or perception and communication can be concurrently implemented on a specific frequency band. Through these methods, a single hardware entity simultaneously outputs environmental perception data streams and collaborative early warning information streams, achieving direct inter-vehicle communication capability at the lowest cost.

[0031] Reference Figure 4 The "intelligence" of this invention is reflected in its relay decision logic, which is executed independently by the processing and control modules of each vehicle. Signal reception and parsing: The vehicle receives the warning signal through the integrated radar and communication module, and parses out information such as the signal type and the source vehicle's identifier. Risk state calculation: The real-time relative speed (V_rel) and distance (D_current) between the vehicle and the source vehicle are obtained. The dynamic risk assessment model is invoked to calculate the current dynamic safe distance (D_safe). The core of the model is to assess the minimum distance required to avoid a collision. Relay condition decision: The current distance (D_current) is compared with "dynamic safe distance (D_safe) + preset trigger margin (D_margin)". The essence of this judgment is to determine whether the vehicle has entered a "high-risk impact zone" caused by an event ahead. The decision and execution are as follows: if D_current ≤ D_safe + D_margin, it is considered high-risk, triggering relay behavior and generating and broadcasting a relay signal; otherwise, it is considered low-risk, and the vehicle can choose to only record locally or provide a notification without forwarding. The key difference is that this decision-making process is entirely based on the vehicle's own safety; it is "selfish" and event-driven. This is fundamentally different from the periodic, unconditional state synchronization performed in formation control to maintain global formation stability.

[0032] Example 1: Penetrating Emergency Braking Warning: On a highway, the lead vehicle C brakes suddenly. It broadcasts its braking signal. Vehicle B receives the signal, assesses it as high-risk based on its own risk assessment, and relays the warning. Vehicle A (originally blocked by B) receives the relay signal, receives a beyond-line-of-sight warning, and slows down in advance. The entire process is dynamically completed across the three ungrouped vehicles C, B, and A, forming a temporary and effective warning chain.

[0033] Example 2: Improved Efficiency of Coordinated Start-up: In a convoy waiting at a red light at an intersection, the lead vehicle starts moving when the green light turns on. Vehicle B, detecting an increasing distance from the vehicle in front (C), generates and broadcasts a "coordinated start-up" signal (Type II signal) based on its stationary state. Upon receiving this signal, vehicle A behind can start simultaneously, thus achieving a rapid and coordinated start for the convoy and improving intersection traffic efficiency. This application demonstrates that the invention serves not only safety but also efficiency.

[0034] Example 3: Proactive safety lane change inquiry (refer to...) Figure 5 Vehicle S intends to change lanes. It broadcasts a directional inquiry signal (e.g., "Reply from the left rear vehicle") via its rear radar. Vehicle L, determining it is within the inquiry direction, relays the signal directionally. Vehicle B, located in S's blind spot, receives the inquiry and responds. The information is relayed back to S, helping S make a safe decision. This process temporarily establishes a directional communication link within the dynamic traffic flow.

[0035] The above are all preferred embodiments of this application and are not intended to limit the scope of protection of this application. Therefore, all equivalent changes made in accordance with the structure, shape and principle of this application should be covered within the scope of protection of this application.

Claims

1. A vehicle early warning collaborative processing method based on perception data, characterized in that, Includes the following steps: The vehicle uses its existing onboard hardware to receive a cooperative warning signal from the vehicle in front, including the vehicle itself, the signal source vehicle, and the vehicle behind. Based on the real-time motion relationship between this vehicle and the signal source vehicle, the risk level affected by this vehicle is calculated through a dynamic risk assessment model; Only when the risk level exceeds a preset threshold, the vehicle is triggered to act as a temporary relay node, broadcasting the coordinated early warning signal or a relay signal generated based on the coordinated early warning signal to the vehicles behind, and outputting a relay decision.

2. The vehicle early warning collaborative processing method based on perception data according to claim 1, characterized in that, Step S1 includes: The vehicle utilizes existing onboard hardware, namely a rear-facing millimeter-wave radar, to achieve vehicle-to-vehicle communication by modulating and demodulating the radar waveform.

3. The vehicle early warning collaborative processing method based on perception data according to claim 2, characterized in that, Step S1 includes: The collaborative early warning signal is based on relay decision-making of real-time dynamic risk assessment of individual vehicles, and is transmitted through vehicles in a penetrating, multi-hop relay. The collaborative early warning signal includes: a first type of signal representing an emergency danger state, and a second type of signal representing traffic flow coordination opportunities. When the cooperative warning signal is a second type of signal and the vehicle is at low speed or stationary, the relay triggering condition is adjusted to an efficiency cooperative threshold based on relative distance.

4. The vehicle early warning collaborative processing method based on perception data according to claim 3, characterized in that, Step S1 includes: The dynamic safety distance model D_safe is determined by the formula: D_safe = V_rel*T_reaction+(V_rel²) / (2*|A_brake_max|), where V_rel is the relative speed, T_reaction is the system reaction time, and A_brake_max is the maximum safe deceleration of the vehicle.

5. The vehicle early warning collaborative processing method based on perception data according to claim 4, characterized in that, Step S1 includes: The relative speed between this vehicle and the signal source vehicle is detected to obtain the relative speed to be measured; The maximum deceleration of the vehicle and the system reaction time are preset. Based on the relative speed to be measured, the maximum deceleration of the vehicle, the system reaction time, and the dynamic risk assessment model, the dynamic safe distance is obtained. The distance between this vehicle and the signal source vehicle is detected to obtain the current distance; The risk level is determined by comparing the current distance with the dynamic safe distance.

6. The vehicle early warning collaborative processing method based on perception data according to claim 5, characterized in that, Step S1 also includes: Through an in-vehicle ad hoc network, relay links are established between vehicles. These relay links are temporary and dynamically formed, and relay decisions are made independently by each vehicle without the need for pre-authentication or network negotiation between vehicles.

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