Internet-of-vehicles brake nodding prevention system and method for tractor

Abstract

The invention discloses an internet-of-vehicles brake nodding prevention system and method for a tractor, and belongs to the technical field of vehicle control, and the system comprises a roadside sensing module which is used for collecting the motion state data of the tractor in real time; the vehicle-mounted sensing module is used for collecting empty and full load state information and AEB trigger state information of a vehicle; the communication module is used for realizing data interaction among the roadside equipment, the cloud platform and the vehicle-mounted equipment; the cloud platform is used for receiving the motion state data, the empty and full load state information and the AEB trigger state information, performing comprehensive judgment according to a preset strategy and generating an anti-nodding control instruction; the execution module is arranged on the tractor and comprises an automatic driving controller, at least one group of driving motors and a telescopic device, and the telescopic device is connected between the tractor head and the carriage; the automatic driving controller is used for receiving the anti-nodding control instruction and controlling the driving motor to drive the telescopic device to act so as to adjust the relative position of the vehicle head and the compartment and prevent braking nodding.

Description

Technical Field

[0001] This invention belongs to the field of vehicle control technology, and in particular relates to a vehicle-to-everything (V2X) anti-braking system and method for tractor vehicles. Background Technology

[0002] With the popularization of autonomous driving technology, the automatic emergency braking (AEB) function of tractor units has been widely used. However, during the process of AEB triggering emergency braking, due to inertia, the front of the tractor unit is prone to "nodding" (i.e., the front of the vehicle pitches down).

[0003] This phenomenon can lead to the following serious consequences:

[0004] Driver injury: During braking, the driver's body leans forward violently, which can easily cause collision injuries.

[0005] Secondary accident risk: Severe nose-nodding may cause the vehicle to lose control and even worsen the collision with vehicles or pedestrians in front.

[0006] Pedestrian safety threat: If the obstacle in front is a pedestrian, the downward tilt of the vehicle's front may directly increase the risk of injury to the pedestrian.

[0007] Existing technical solutions mostly focus on the vehicle's own braking control, lacking a comprehensive prediction and active attitude adjustment mechanism that combines roadside perception, vehicle load status, and the type of obstacles ahead. Therefore, there is an urgent need for a system and method that can predict the risk of braking dive in advance and actively intervene. Summary of the Invention

[0008] The purpose of this invention is to provide a vehicle-to-everything (V2X) anti-braking nose-diving system and method for tractor vehicles. Through vehicle-road-cloud collaborative interaction, the system collects information on vehicle speed, load status, and obstacles ahead in real time. Based on the collected data, it judges the nose-diving risk and controls the telescopic device to actively adjust the relative position of the front of the vehicle and the cargo box, thereby suppressing the braking nose-diving phenomenon and ensuring the safety of the driver, passengers, and targets ahead.

[0009] To achieve the above-mentioned objectives, the first objective of this invention is to provide a vehicle-to-everything (V2X) anti-braking system for tractor vehicles, comprising: The roadside sensing module is used to collect the motion status data of the tractor in real time. The motion status data includes the speed before triggering AEB, the type of obstacle ahead, and the distance to the obstacle ahead. The vehicle-mounted sensing module is used to collect information on the vehicle's empty / full load status and AEB trigger status. The communication module, including the roadside RSU and the vehicle-mounted OBU, is used to realize data interaction between roadside equipment, cloud platform and vehicle-mounted equipment; The cloud platform is communicatively connected to the roadside sensing module and the vehicle-mounted sensing module. It is used to receive the motion state data, empty / full load status information and AEB trigger status information, and to make a comprehensive judgment based on the preset strategy to generate anti-head-nodding control commands. An execution module, mounted on a tractor, includes an automatic driving controller, at least one set of drive motors, and a telescopic device. The telescopic device is connected between the cab and the cargo box. The automatic driving controller receives the anti-dive control command and controls the drive motors to move the telescopic device to adjust the relative position of the cab and the cargo box, preventing brake-induced nose-dive.

[0010] Preferably, the roadside sensing module includes: Roadside cameras, installed on roadside poles, are used to collect 2D image data of vehicle movement; Roadside lidar, deployed on roadside poles, is used to collect 3D point cloud data of vehicle movement; The edge computing unit is connected to the roadside camera and the roadside lidar respectively. It is used to fuse 2D image data and 3D point cloud data to construct an autonomous driving motion model and calculate the speed, obstacle type and distance information before triggering AEB.

[0011] Preferably, the vehicle-mounted sensing module includes an empty / full load sensor, which is arranged at the bottom of the vehicle's rear compartment to collect the vehicle's weight status in real time; when the vehicle weight is less than a preset threshold, it is determined to be in an empty state, and when the vehicle weight is greater than or equal to the preset threshold, it is determined to be in a full load state.

[0012] Preferably, the telescopic device includes telescopic device one, telescopic device two, and telescopic device three: One end of the telescopic device is connected to the rear of the upper part of the front of the vehicle, and the other end is connected to the front of the upper part of the carriage. One end of the telescopic device 2 is connected to the rear middle part of the front of the vehicle, and the other end is connected to the front middle part of the vehicle body; One end of the telescopic device three is connected to the rear of the bottom of the front of the vehicle, and the other end is connected to the front of the bottom of the vehicle body; The drive motors are connected to the telescopic devices one by one, and are used to drive them to extend and retract under the control of the automatic driving controller.

[0013] A second objective of this invention is to provide a vehicle-to-everything (V2X) method for preventing brake dive in a tractor, comprising: S1. The roadside sensing equipment monitors the tractor in real time and obtains information such as the speed V, the type of obstacle ahead, and the distance before the AEB is triggered. S2. The vehicle-mounted sensors acquire information on the vehicle's empty / full load status and AEB trigger status. S3. Upload the information from S1 and S2 to the cloud platform via the communication module; S4. The cloud platform makes a comprehensive judgment based on the received information, determines the risk level of the nodding, and generates corresponding control instructions. S5. Send control commands to the onboard autonomous driving controller; S6. The automatic driving controller controls the drive motor to retract the corresponding telescopic device according to the instructions, so that the front of the car moves backward and suppresses braking nose-diving.

[0014] Preferably, the nodding risk level includes mild nodding risk, moderate nodding risk, and high-risk nodding risk.

[0015] Preferably, the telescopic device includes telescopic device one, telescopic device two, and telescopic device three: One end of the telescopic device is connected to the rear of the upper part of the front of the vehicle, and the other end is connected to the front of the upper part of the carriage. One end of the telescopic device 2 is connected to the rear middle part of the front of the vehicle, and the other end is connected to the front middle part of the vehicle body; One end of the telescopic device three is connected to the rear of the bottom of the front of the vehicle, and the other end is connected to the front of the bottom of the vehicle body; The drive motors are connected to the telescopic devices one by one, and are used to drive them to extend and retract under the control of the automatic driving controller.

[0016] Preferably, the comprehensive judgment logic includes: If V < 20kph, it is determined that there is no risk of head nodding, and no instruction is sent; If 20kph≤V<80kph, and the device is unloaded, and the obstacle in front is a vehicle, it is determined to be a slight risk of nose-nodding. Command 1 is sent to control the drive motor to retract the telescopic device. If V≥80kph and is unloaded, and the obstacle in front is a vehicle, or if 20kph≤V<80kph and is fully loaded, and the obstacle in front is a vehicle, it is judged as a moderate risk of head-nodding, and instruction two is sent to control drive motor one and drive motor two to drive telescopic device one and telescopic device two to retract. If V≥80kph, and the vehicle is fully loaded, and the obstacle in front is a vehicle, it is determined to be a serious risk of nose-diving. Instruction 3 is sent to control the three drive motors to retract telescopic devices 1, 2, and 3. If V≥20kph and the obstacle in front is a pedestrian, it is judged as a high-risk nodding incident. Command 3 is sent to control the three drive motors to retract telescopic devices 1, 2, and 3.

[0017] Preferably, the communication module adopts LTE-V communication mode. The roadside RSU receives instructions from the cloud platform and forwards them to the vehicle-mounted OBU. The vehicle-mounted OBU uploads the vehicle status information to the roadside RSU and forwards it to the cloud platform.

[0018] Preferably, when the cargo box weighs less than 1 ton, it is judged as an empty state, and when the cargo box weighs more than or equal to 1 ton, it is judged as a fully loaded state.

[0019] The advantages and positive effects of this application are: This invention utilizes vehicle-road-cloud collaborative interaction to collect real-time information on vehicle speed, load status, and obstacles ahead. Based on the collected data, it assesses the risk of nose-diving and controls the telescopic device to actively adjust the relative position of the front of the vehicle and the cargo box, thereby suppressing nose-diving during braking and ensuring the safety of passengers and targets ahead. Specifically: This invention provides an active safety defense function: through vehicle-road-cloud collaboration, it intervenes in advance before or at the moment of AEB triggering to actively suppress vehicle head-down, rather than passively enduring it.

[0020] This invention provides a graded precision control function: based on different combinations of vehicle speed (<20kph, 20-80kph, ≥80kph), load (empty / full), and obstacle type (vehicle / person), it intelligently matches different levels of anti-head-nodding strategies (activating 1, 2, or 3 telescopic devices), ensuring safety while avoiding excessive intervention.

[0021] This invention provides comprehensive protection: it sets the highest level of protection strategy specifically for pedestrian scenarios, effectively mitigating secondary injuries to pedestrians.

[0022] The data fusion accuracy of this invention is high: by using the fusion perception of roadside cameras and LiDAR, combined with edge computing, a vehicle motion model can be constructed more accurately, improving the accuracy of judgment. Attached Figure Description

[0023] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0024] Figure 1 This is a signal transmission flowchart of the system in a preferred embodiment of the present invention; Figure 2 This is a schematic diagram showing the component positions of the system in a preferred embodiment of the present invention; Figure 3 This is a schematic diagram showing the braking and braking apnea process before and after a traditional AEB emergency braking system. Figure 4 This is a schematic diagram of the execution state when a mild nodding risk occurs in a preferred embodiment of the present invention; Figure 5 This is a schematic diagram of the execution state when a moderate nodding risk occurs in a preferred embodiment of the present invention; Figure 6 This is a schematic diagram of the execution state when a high-risk nodding incident occurs in a preferred embodiment of the present invention. Detailed Implementation

[0025] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0026] Please see Figures 1 to 6 A vehicle-to-everything (V2X) anti-braking system for tractor trucks, mainly comprising: The roadside perception module, deployed on both sides of the road, is used to collect real-time motion status data of the tractor. The motion status data includes the vehicle speed before triggering the automatic emergency braking (AEB) system, the specific type of obstacle ahead (e.g., other vehicles, pedestrians, or fixed obstacles), and the real-time distance to the obstacle ahead. At the same time, the module also records the timestamp and geographic coordinate information of the data, and uses high-precision sensors to ensure the accuracy and reliability of the data to support the decision-making and emergency response of the intelligent transportation system.

[0027] The vehicle-mounted sensing module is used to collect information on the vehicle's empty / full load status and AEB trigger status. The communication module, including the roadside RSU and the vehicle-mounted OBU, is used to realize data interaction between roadside equipment, cloud platform and vehicle-mounted equipment; The cloud platform is communicatively connected to the roadside sensing module and the vehicle-mounted sensing module. It is used to receive the motion state data, empty / full load status information and AEB trigger status information, and to make a comprehensive judgment based on the preset strategy to generate anti-head-nodding control commands. An execution module, mounted on a tractor, includes an automatic driving controller, at least one set of drive motors, and a telescopic device. The telescopic device is connected between the cab and the cargo box. The automatic driving controller receives the anti-dive control command and controls the drive motors to move the telescopic device to adjust the relative position of the cab and the cargo box, preventing brake-induced nose-dive.

[0028] The roadside sensing module includes: Roadside cameras, installed on roadside poles, are used to collect 2D image data of vehicle movement; Roadside lidar, deployed on roadside poles, is used to collect 3D point cloud data of vehicle movement; The edge computing unit is connected to the roadside camera and the roadside lidar respectively. It is used to fuse 2D image data and 3D point cloud data to construct an autonomous driving motion model and calculate the speed, obstacle type and distance information before triggering AEB.

[0029] The vehicle-mounted sensing module includes empty and full load sensors, which are arranged at the bottom of the vehicle's rear compartment to collect the vehicle's weight status in real time. When the vehicle weight is less than a preset threshold, it is determined to be in an empty state; when the vehicle weight is greater than or equal to the preset threshold, it is determined to be in a full load state.

[0030] The telescopic device includes telescopic device one, telescopic device two, and telescopic device three: One end of the telescopic device is connected to the rear of the upper part of the front of the vehicle, and the other end is connected to the front of the upper part of the carriage. One end of the telescopic device 2 is connected to the rear middle part of the front of the vehicle, and the other end is connected to the front middle part of the vehicle body; One end of the telescopic device three is connected to the rear of the bottom of the front of the vehicle, and the other end is connected to the front of the bottom of the vehicle body; The drive motors are connected to the telescopic devices one by one, and are used to drive them to extend and retract under the control of the automatic driving controller.

[0031] To better understand the technical solution of the present invention, a detailed description is provided below in conjunction with the accompanying drawings: The roadside camera 1 is installed above the roadside pole and uses a megapixel high-definition sensor to collect the motion status of the autonomous vehicle in real time. It monitors the speed of the autonomous vehicle before triggering AEB braking, the type of obstacle in front, vehicles or pedestrians, and the distance to the obstacle in front. It is mainly used for daytime scenarios. The collected information is simultaneously transmitted to the edge computing unit for visual fusion with the roadside lidar. The roadside LiDAR 2 is deployed above the roadside poles and uses a 256-line solid-state LiDAR to collect the motion status of autonomous vehicles in real time, monitor the speed of autonomous vehicles before triggering AEB braking, the type of obstacles in front, vehicles or pedestrians, the distance to obstacles in front, etc. It is mainly used for daytime scenarios and simultaneously transmits the collected information to the edge computing unit for visual fusion with the roadside camera. Edge computing unit 3 receives the motion status of autonomous vehicles transmitted by roadside cameras and roadside LiDAR, fuses the 2D image data from the cameras and the 3D point cloud data from the LiDAR to construct an autonomous driving motion model, accurately calculates the speed of the autonomous vehicle before triggering AEB braking, the type of obstacle in front, whether it is a vehicle or a pedestrian, the distance to the obstacle in front, and other information, and inputs it to the cloud platform for instruction judgment by the cloud platform. The cloud platform 4 receives information from the edge computing unit, such as the speed of the autonomous vehicle before triggering AEB braking, the type of obstacle in front, whether it is a vehicle or a pedestrian, the distance to the obstacle in front, the empty or full load information of the autonomous vehicle, and the AEB triggering status, and makes a comprehensive judgment. The tractor unit includes a cab 11 and a cargo box 12; If the speed V of the autonomous vehicle before triggering AEB is less than 20 kph, it is determined that the autonomous vehicle will not nod when braking and no command will be issued. When the speed of the autonomous vehicle before triggering AEB is 20kph≤V<80kph and it is unloaded, and there is a vehicle in front of the autonomous vehicle, it is determined that the autonomous vehicle can brake. When the vehicle brakes, a slight nodding phenomenon will occur. The first command will be sent to the autonomous driving controller, which will drive the drive motor to control the telescopic device to pull the front of the vehicle backward. When the speed V ≥ 80 kph before the autonomous vehicle triggers AEB and it is unloaded, there is a vehicle in front of the autonomous vehicle; or when the speed 20 kph ≤ V < 80 kph and it is fully loaded, there is a vehicle in front of the autonomous vehicle, it is determined that the autonomous vehicle can brake and a moderate nose-nodding phenomenon will occur. Then, the second instruction will be sent to the autonomous driving controller to drive the drive motor to control the telescopic device one and the telescopic device two to pull the front of the vehicle backward. When the speed V ≥ 80 kph before the autonomous vehicle triggers AEB and is fully loaded, and there is another vehicle in front of the autonomous vehicle, it is determined that the autonomous vehicle will experience severe nose-nodding when braking. In this case, command number three will be sent to the autonomous driving controller to drive the drive motor to control telescopic devices one, two, and three to pull the front of the vehicle backward. When the speed V ≥ 20 kph before the autonomous vehicle triggers AEB, and there is a pedestrian in front of the autonomous vehicle, it is determined that the head nodding when the autonomous vehicle brakes may cause injury to the pedestrian, which is a high degree of danger. In this case, the third instruction will be sent to the autonomous driving controller to drive the drive motor to control the telescopic device 1, telescopic device 2, and telescopic device 3 to pull the front of the vehicle backward. The roadside RSU5 is installed above the roadside poles. It receives instruction information from the cloud platform and transmits it to the vehicle OBU via LETV communication to control the autonomous driving controller. At the same time, it uploads the AEB trigger status information and the vehicle's empty / full load status information transmitted by the autonomous driving controller from the vehicle OBU for the cloud platform to judge the instructions. The onboard OBU6 is installed at the bottom of the autonomous vehicle. It receives instruction information transmitted by the roadside RSU via LETV communication, and simultaneously uploads AEB trigger status information and vehicle empty / full status information transmitted by the autonomous driving controller to the RSU, and transmits them to the cloud platform. The empty / full load sensor 7 is located at the bottom of the rear compartment of the autonomous vehicle. It is a vehicle weight sensor that collects the vehicle weight status in real time to determine the empty / full load status of the vehicle. When the weight of the container vehicle is less than 1 ton, it is judged to be empty. When the weight of the container vehicle is greater than or equal to 1 ton, it is judged to be fully loaded, and the information is transmitted to the on-board OBU. The autonomous driving controller 8 is located at the bottom of the autonomous vehicle. It receives instructions from the cloud platform transmitted by the on-board OBU and controls the drive motor to drive the telescopic device 1, telescopic device 2, and telescopic device 3 to control the braking of the front of the vehicle to prevent nose-diving, according to the instructions from the cloud platform. In this embodiment, there are three drive motors 9, which are connected one by one to the automatic driving controller and the telescopic device 1, telescopic device 2, and telescopic device 3. Under the command and control of the automatic driving controller, the drive motors 1, 2, and 3 drive the telescopic device to extend or retract the front of the vehicle to prevent the front of the vehicle from nose-diving during braking. For example, in a specific non-limiting embodiment: the telescopic device can be a piston, with the piston base and drive motor mounted on the front of the vehicle, and the end of the piston rod mounted on the carriage; driven by the drive motor, the piston performs telescopic movements.

[0032] The telescopic device 10-1 is connected to the rear upper part of the front of the vehicle and the front upper part of the carriage. It can extend and retract under the action of the drive motor. It can retract when it receives the instruction from the automatic driving controller to bring the carriage closer to the front of the vehicle and alleviate the phenomenon of the front of the vehicle braking and nose-diving. Telescopic device 2 10-2, one end is connected to the rear middle part of the front of the vehicle, and the other end is connected to the front middle part of the carriage. It can extend and retract under the action of the drive motor. It can retract under the instruction of the automatic driving controller to pull the carriage closer to the front of the vehicle and alleviate the phenomenon of the front of the vehicle braking and nose-diving. The telescopic device 310-3 is connected at one end to the rear of the bottom of the front of the vehicle and at the other end to the front of the bottom of the passenger compartment. It can extend and retract under the action of the drive motor and can retract under the instruction of the automatic driving controller to bring the passenger compartment closer to the front of the vehicle and alleviate the phenomenon of the front of the vehicle nose-diving during braking.

[0033] It should be noted that: Figure 4 and Figure 5 Only the configuration of the telescopic devices in the retracted state is shown; their free state is not depicted. In practical applications, when the system faces a mild risk of nose-diving, telescopic devices two and three are in a freely extending / retracting state. This means they can freely adjust their length with the relative movement between the front and rear of the vehicle. Therefore, in this case, the tension forces exerted by telescopic devices two and three on the front and rear of the vehicle are extremely small and can be ignored. Similarly, when a moderate risk of nose-diving occurs, telescopic device three is in a freely extending / retracting state alone, and its tension force is also disregarded to ensure that the system response meets design expectations.

[0034] A vehicle-to-everything (V2X) method for preventing brake dive in tractors comprises the following steps: S1. The roadside sensing equipment monitors the tractor in real time and obtains information such as the speed V, the type of obstacle ahead, and the distance before the AEB is triggered. S2. The vehicle-mounted sensors acquire information on the vehicle's empty / full load status and AEB trigger status. S3. Upload the information from S1 and S2 to the cloud platform via the communication module; S4. The cloud platform makes a comprehensive judgment based on the received information, determines the risk level of the nodding, and generates corresponding control instructions. S5. Send control commands to the onboard autonomous driving controller; S6. The automatic driving controller controls the drive motor to retract the corresponding telescopic device according to the instructions, so that the front of the car moves backward and suppresses braking nose-diving.

[0035] The nodding risk levels in this invention include mild nodding risk, moderate nodding risk, and high-risk nodding risk.

[0036] The comprehensive judgment logic includes: If V < 20kph, it is determined that there is no risk of head nodding, and no instruction is sent; If 20kph≤V<80kph, and the device is unloaded, and the obstacle in front is a vehicle, it is determined to be a slight risk of nose-nodding. Command 1 is sent to control the drive motor to retract the telescopic device. If V≥80kph and is unloaded, and the obstacle in front is a vehicle, or if 20kph≤V<80kph and is fully loaded, and the obstacle in front is a vehicle, it is judged as a moderate risk of head-nodding, and instruction two is sent to control drive motor one and drive motor two to drive telescopic device one and telescopic device two to retract. If V≥80kph, and the vehicle is fully loaded, and the obstacle in front is a vehicle, it is determined to be a serious risk of nose-diving. Instruction 3 is sent to control drive motor 1, drive motor 2, and drive motor 3 to retract telescopic device 1, telescopic device 2, and telescopic device 3. If V≥20kph and the obstacle in front is a pedestrian, it is judged as a high-risk nodding incident. Command 3 is sent to control the drive motor to retract telescopic devices 1, 2, and 3.

[0037] The communication module adopts LTE-V communication. The roadside RSU receives instructions from the cloud platform and forwards them to the vehicle-mounted OBU. The vehicle-mounted OBU uploads the vehicle status information to the roadside RSU and forwards it to the cloud platform.

[0038] When the cargo box weighs less than 1 ton, it is considered to be in an empty state; when the cargo box weighs 1 ton or more, it is considered to be in a fully loaded state.

[0039] This invention, based on vehicle-to-everything (V2X) technology, uses roadside sensing devices, including cameras and LiDAR, to collect real-time information on the autonomous vehicle's speed before AEB (Autonomous Emergency Braking) trigger, the type of obstacles ahead (vehicles or pedestrians), distance to obstacles, vehicle load / emptiness information, and AEB trigger status. The cloud platform receives this information and makes a comprehensive judgment. If the speed V < 20 kph before AEB triggering, it is determined that the autonomous vehicle will not exhibit a nose-nodding phenomenon when braking, and no command is issued. If the speed 20 kph ≤ V < 80 kph before AEB triggering, and the vehicle is unloaded, but there is a vehicle ahead, it is determined that the autonomous vehicle will exhibit a slight nose-nodding phenomenon when braking, and a command is sent to the autonomous driving controller to drive the drive motor to control the telescopic device to pull the front of the vehicle backward. If the speed V ≥ 80 kph before AEB triggering, and the vehicle is unloaded, but there is a vehicle ahead, or if the speed 20 kph ≤ V < 80 kph, and the vehicle is fully loaded, but there is a vehicle ahead, it is determined that the autonomous vehicle will exhibit a nose-nodding phenomenon when braking. For moderate nose-diving, a second command will be sent to the autonomous driving controller, causing the drive motor to control telescopic devices one and two to pull the front of the vehicle backward. When the autonomous vehicle's speed V ≥ 80 kph before triggering AEB, and it is fully loaded, and there is a vehicle in front of it, it is determined that severe nose-diving will occur when the autonomous vehicle brakes. In this case, a third command will be sent to the autonomous driving controller, causing the drive motor to control telescopic devices one, two, and three to pull the front of the vehicle backward. When the autonomous vehicle's speed V ≥ 20 kph before triggering AEB, and there is a pedestrian in front of it, it is determined that nose-diving during braking will cause pedestrian injury, posing a high risk. In this case, a third command will be sent to the autonomous driving controller, causing the drive motor to control telescopic devices one, two, and three to pull the front of the vehicle backward. Through vehicle-road-cloud interaction, the occurrence of nose-diving during emergency braking of autonomous vehicles under AEB is resolved, thereby ensuring the personal safety of the driver and passengers, reducing the occurrence of collisions with vehicles and pedestrians ahead, improving the safety of autonomous vehicles, and mitigating traffic accidents.

[0040] The above description is only a preferred embodiment of the present invention. It should be noted that, for those skilled in the art, several improvements and modifications can be made without departing from the principle of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. A vehicle-to-everything (V2X) anti-braking system for a tractor, characterized in that, include: The roadside sensing module is used to collect the motion status data of the tractor in real time. The motion status data includes the speed before triggering AEB, the type of obstacle ahead, and the distance to the obstacle ahead. The vehicle-mounted sensing module is used to collect information on the vehicle's empty / full load status and AEB trigger status. The communication module, including the roadside RSU and the vehicle-mounted OBU, is used to realize data interaction between roadside equipment, cloud platform and vehicle-mounted equipment; The cloud platform is communicatively connected to the roadside sensing module and the vehicle-mounted sensing module. It is used to receive the motion state data, empty / full load status information and AEB trigger status information, and to make a comprehensive judgment based on the preset strategy to generate anti-head-nodding control commands. An execution module, mounted on a tractor, includes an automatic driving controller, at least one set of drive motors, and a telescopic device. The telescopic device is connected between the cab and the cargo box. The automatic driving controller receives the anti-dive control command and controls the drive motors to move the telescopic device to adjust the relative position of the cab and the cargo box, preventing brake-induced nose-dive.

2. The vehicle-to-everything (V2X) anti-braking system for tractors according to claim 1, characterized in that, The roadside sensing module includes: Roadside cameras, installed on roadside poles, are used to collect 2D image data of vehicle movement; Roadside lidar, deployed on roadside poles, is used to collect 3D point cloud data of vehicle movement; The edge computing unit is connected to the roadside camera and the roadside lidar respectively. It is used to fuse 2D image data and 3D point cloud data to construct an autonomous driving motion model and calculate the speed, obstacle type and distance information before triggering AEB.

3. The vehicle-to-everything (V2X) anti-braking system for tractors according to claim 1, characterized in that, The vehicle-mounted sensing module includes empty and full load sensors, which are arranged at the bottom of the rear compartment of the vehicle to collect the vehicle weight status in real time. When the vehicle weight is less than a preset threshold, it is determined to be in an unloaded state; when the vehicle weight is greater than or equal to the preset threshold, it is determined to be in a fully loaded state.

4. The vehicle-to-everything (V2X) anti-braking system for tractors according to claim 1, characterized in that, The telescopic device includes telescopic device one, telescopic device two, and telescopic device three: One end of the telescopic device is connected to the rear of the upper part of the front of the vehicle, and the other end is connected to the front of the upper part of the carriage. One end of the telescopic device 2 is connected to the rear middle part of the front of the vehicle, and the other end is connected to the front middle part of the vehicle body; One end of the telescopic device three is connected to the rear of the bottom of the front of the vehicle, and the other end is connected to the front of the bottom of the vehicle body; The drive motors are connected to the telescopic devices one by one, and are used to drive them to extend and retract under the control of the automatic driving controller.

5. A vehicle-to-everything (V2X) method for preventing brake dive in a tractor, characterized in that, include: S1. The roadside sensing equipment monitors the tractor in real time and obtains information such as the speed V, the type of obstacle ahead, and the distance before the AEB is triggered. S2. The vehicle-mounted sensors acquire information on the vehicle's empty / full load status and AEB trigger status. S3. Upload the information from S1 and S2 to the cloud platform via the communication module; S4. The cloud platform makes a comprehensive judgment based on the received information, determines the risk level of the nodding, and generates corresponding control instructions. S5. Send control commands to the onboard autonomous driving controller; S6. The automatic driving controller controls the drive motor to retract the corresponding telescopic device according to the instructions, so that the front of the car moves backward and suppresses braking nose-diving.

6. The vehicle-to-everything (V2X) anti-braking method for a tractor according to claim 5, characterized in that, The nodding risk levels are categorized as mild nodding risk, moderate nodding risk, and high-risk nodding risk.

7. The vehicle-to-everything (V2X) anti-braking method for a tractor according to claim 6, characterized in that, The telescopic device includes telescopic device one, telescopic device two, and telescopic device three: One end of the telescopic device is connected to the rear of the upper part of the front of the vehicle, and the other end is connected to the front of the upper part of the carriage. One end of the telescopic device 2 is connected to the rear middle part of the front of the vehicle, and the other end is connected to the front middle part of the vehicle body; One end of the telescopic device three is connected to the rear of the bottom of the front of the vehicle, and the other end is connected to the front of the bottom of the vehicle body; The drive motors are connected to the telescopic devices one by one, and are used to drive them to extend and retract under the control of the automatic driving controller.

8. The vehicle-to-everything (V2X) anti-braking method for a tractor according to claim 7, characterized in that, The comprehensive judgment logic includes: If V < 20kph, it is determined that there is no risk of head nodding, and no instruction is sent; If 20kph≤V<80kph, and the device is unloaded, and the obstacle in front is a vehicle, it is determined to be a slight risk of nose-nodding. Command 1 is sent to control the drive motor to retract the telescopic device. If V≥80kph and is unloaded, and the obstacle in front is a vehicle, or if 20kph≤V<80kph and is fully loaded, and the obstacle in front is a vehicle, it is judged as a moderate risk of head-nodding, and instruction two is sent to control drive motor one and drive motor two to drive telescopic device one and telescopic device two to retract. If V≥80kph, and the vehicle is fully loaded, and the obstacle in front is a vehicle, it is determined to be a serious risk of nose-diving. Instruction 3 is sent to control the three drive motors to retract telescopic devices 1, 2, and 3. If V≥20kph and the obstacle in front is a pedestrian, it is judged as a high-risk nodding incident. Command 3 is sent to control the three drive motors to retract telescopic devices 1, 2, and 3.

9. The vehicle-to-everything (V2X) anti-braking method for a tractor according to claim 5, characterized in that, The communication module adopts LTE-V communication. The roadside RSU receives instructions from the cloud platform and forwards them to the vehicle-mounted OBU. The vehicle-mounted OBU uploads the vehicle status information to the roadside RSU and forwards it to the cloud platform.

10. The vehicle-to-everything (V2X) anti-braking method for a tractor according to claim 5, characterized in that, When the cargo box weighs less than 1 ton, it is considered to be in an empty state; when the cargo box weighs 1 ton or more, it is considered to be in a fully loaded state.

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