Vehicle blind area passing method, device and system for mixed traffic narrow tunnel intersection

Abstract

The application relates to the technical field of intelligent driving, and particularly discloses a vehicle blind area passing method, device and system for a person-vehicle co-driving narrow tunnel intersection, which comprises the following steps: acquiring vehicle running state information and road environment information; when it is determined that there is an intersection area in the driving direction of the vehicle, constructing a conflict area and a blind area risk area of the driving road of the vehicle according to the vehicle running state information and the road environment information; determining a comprehensive risk minimum arrival time of a virtual traffic participant to a direct conflict area; determining a time required for the vehicle to completely drive away from the direct conflict area; and determining a vehicle safe passing decision according to the comprehensive risk minimum arrival time of the virtual traffic participant to the direct conflict area and the time required for the vehicle to completely drive away from the direct conflict area. The vehicle blind area passing method for the person-vehicle co-driving narrow tunnel intersection provided by the application can accurately judge blind area risks and perform risk avoidance in the scene of the person-vehicle co-driving narrow tunnel intersection.

Description

Technical Field

[0001] This invention relates to the field of intelligent driving technology, and in particular to a method for navigating blind spots in narrow tunnel intersections where pedestrians and vehicles share the same space, a device for navigating blind spots in narrow tunnel intersections where pedestrians and vehicles share the same space, and an intelligent driving system. Background Technology

[0002] Decision planning is the core decision control module in an intelligent driving system. Its goal is to make driving decisions that conform to the principles of safety, efficiency, and comfort, based on comprehensive perception information, vehicle status, and traffic rules. This includes behavioral judgments and choices in various scenarios such as following other vehicles, changing lanes, overtaking, avoiding obstacles, and navigating intersections. A reasonable and real-time decision planning strategy is crucial for connecting environmental perception and path execution, ensuring that autonomous vehicles can autonomously cope with complex traffic scenarios and achieve safe and reliable driving.

[0003] With the development of underground engineering construction, mining transportation, tunnel construction, and automated transportation in enclosed industrial parks, large vehicles such as concrete transport trucks, mining transport trucks, and engineering vehicles are increasingly being used in narrow, enclosed, or semi-enclosed traffic environments. In these scenarios, vehicles often need to pass through areas with complex road structures, such as intersections, T-junctions, and bend merging points.

[0004] In narrow tunnels where pedestrians and vehicles share the road, vehicles not only need to yield to other vehicles but also need to consider vulnerable road users such as pedestrians, construction workers, non-motorized vehicles, and small work equipment. Due to the limited tunnel width, significant wall obstructions, and insufficient visibility at intersection corners, vehicles often cannot directly perceive oncoming vehicles or pedestrians in the tunnel when approaching an intersection. For example, in narrow tunnel intersections, there may be large blind spots on both sides of the vehicle; at T-junctions or single-sided merging points, there may also be large blind spots on one side of the merging point. Pedestrians, non-motorized vehicles, or other vehicles in the blind spots may suddenly appear after the vehicle enters the intersection, creating a collision risk. This is especially true for concrete transport trucks, which are heavy, long, have long braking distances, and poor turning agility, making collisions in narrow tunnels particularly serious. Therefore, in narrow tunnel intersection scenarios where pedestrians and vehicles share the road, vehicles need to proactively model the potential risks of blind spots before fully observing the targets in the blind spots and take safety actions such as slowing down, stopping, moving forward, or passing at low speed based on the risk assessment.

[0005] In existing technologies, obstacle avoidance and yielding methods for autonomous vehicles based on onboard perception systems are currently the mainstream approaches. These methods typically utilize sensors such as onboard LiDAR, millimeter-wave radar, cameras, and ultrasonic radar to perceive the vehicle's surrounding environment and identify targets such as road boundaries, pedestrians, vehicles, and obstacles. The vehicle predicts the trajectory of the detected target based on its position, speed, category, and direction of movement. Based on the collision relationship between the predicted trajectory and the vehicle's planned trajectory, the vehicle decides whether to slow down, stop, detour, or yield. In intersection scenarios, these methods typically make passage decisions based on indicators such as the estimated arrival time of detected vehicles or pedestrians, collision time, and distance thresholds. For example, when a lateral vehicle or pedestrian is detected and may conflict with the vehicle's trajectory, the vehicle brakes or yields; when no conflicting target is detected, the vehicle continues along the planned path. These methods primarily rely on the perception information from the vehicle's onboard sensors for decision-making. When navigating narrow intersections, road users obstructing the view from the sides of the intersection are often undetectable. Especially in narrow tunnels where pedestrians and vehicles share the same space, blind spots may contain pedestrians, non-motorized vehicles, small work equipment, or other vehicles. Relying solely on detected targets for obstacle avoidance is insufficient to meet safety requirements. Heavy vehicles, such as concrete trucks, have long braking distances; if a blind spot target is only detected after entering the direct conflict zone, it may be too late to stop. Therefore, existing obstacle avoidance methods based on detected targets are ineffective in addressing the risk of unobservable blind spots at narrow tunnel intersections where pedestrians and vehicles share the same space.

[0006] In existing technologies, intersection blind spot compensation methods based on roadside sensing devices or vehicle-to-infrastructure (V2I) communication are widely used. These methods typically deploy roadside cameras, LiDAR, millimeter-wave radar, and V2X communication units at intersections, curves, or areas with limited visibility. The roadside equipment detects vehicles, pedestrians, or obstacles in the blind spots and transmits the results to the oncoming vehicles. Upon receiving the information from the roadside equipment, vehicles can anticipate the presence of targets in the blind spots and adjust their traffic strategies accordingly. However, this method relies on external roadside sensing devices, requiring additional equipment deployment at tunnel intersections, resulting in high engineering costs and maintenance difficulties. Furthermore, the complex traffic conditions in tunnels can lead to signal obstruction, delays, signal loss, or equipment malfunctions. Therefore, solutions relying entirely on connected devices or roadside sensing devices have shortcomings in terms of reliability, adaptability, and deployment cost.

[0007] In summary, how to accurately assess blind spot risks and mitigate them in narrow tunnel intersections where pedestrians and vehicles share the same space has become a pressing technical problem for those skilled in the art. Summary of the Invention

[0008] This invention provides a method for navigating blind spots in narrow tunnel intersections where pedestrians and vehicles share the same space, a device for navigating blind spots in narrow tunnel intersections where pedestrians and vehicles share the same space, and an intelligent driving system, thereby solving the problem of blind spot risks in related technologies that cannot effectively address the scenario of narrow tunnel intersections where pedestrians and vehicles share the same space.

[0009] As a first aspect of the present invention, a method for navigating blind spots in narrow tunnel intersections where pedestrians and vehicles share the same space is provided, comprising:

[0010] Acquire vehicle operating status information and road environment information, wherein the vehicle operating status information includes at least the vehicle body parameter information, the vehicle current location information and the vehicle driving data information, and the road environment information includes the road type and whether there is an intersection area, wherein the types of intersection areas include at least crossroads, T-junctions and single-sided branch road entrances;

[0011] When it is determined, based on the vehicle's operating status information and road environment information, that the intersection area exists in the vehicle's direction of travel, a conflict zone and a blind spot risk zone are constructed based on the vehicle's operating status information and road environment information. The conflict zone includes a direct conflict zone and an indirect conflict zone. The direct conflict zone is located ahead of the vehicle's direction of travel and includes at least the area where the vehicle's expected trajectory overlaps with the expected movement path of the virtual traffic participant. The indirect conflict zone is located between the vehicle and the direct conflict zone and includes a buffer zone before the vehicle enters the direct conflict zone. The blind spot risk zone is an area that the vehicle's onboard sensors cannot currently effectively observe, and the virtual traffic participant is located in the blind spot risk zone.

[0012] Determine the minimum arrival time for the virtual traffic participants to reach the direct conflict zone, wherein the types of virtual traffic participants include at least pedestrians, non-motorized vehicles, ordinary vehicles, and engineering vehicles;

[0013] Determine the time required for the vehicle to completely leave the area of ​​direct conflict;

[0014] The vehicle safety passage decision is determined based on the minimum arrival time of the virtual traffic participants to reach the direct conflict zone and the time required for the vehicle to completely leave the direct conflict zone.

[0015] Further, determining the minimum arrival time for the virtual traffic participants to reach the direct conflict zone, including:

[0016] Calculate the shortest time required for each type of virtual traffic participant to reach the direct conflict zone from their respective critical invisible location, wherein the expression for the shortest time is:

[0017] ,

[0018] in, This represents the shortest time for the i-th type of virtual traffic participant to reach the direct conflict zone from a critically invisible location; This represents the shortest reachable distance for the i-th type of virtual traffic participant from a critically invisible location to the direct conflict zone; This represents the maximum speed of the i-th type of virtual traffic participant. Represents the maximum acceleration of the i-th type of virtual traffic participant;

[0019] A corresponding safety redundancy time is configured for each type of virtual traffic participant;

[0020] The minimum time for each type of virtual traffic participant to reach the direct conflict area from its respective critical invisible location is determined based on the shortest time required for each type of virtual traffic participant to reach the direct conflict area from its respective critical invisible location and the corresponding safety redundancy time for that type of virtual traffic participant.

[0021] The minimum time for all types of virtual traffic participants to reach the direct conflict zone is compared, and the minimum of all minimum times for overall risk is determined as the minimum time for overall risk arrival for the virtual traffic participant. The expression for the minimum time for overall risk arrival is as follows:

[0022] ,

[0023] in, This represents the minimum arrival time representing the overall risk for virtual traffic participants. This represents the safety redundancy time for the i-th type of virtual traffic participant.

[0024] Furthermore, determining the time required for the vehicle to completely leave the area of ​​direct conflict includes:

[0025] The current position of this vehicle is determined as the starting point, and the position when the rear of this vehicle completely crosses the exit boundary of the direct conflict zone is determined as the ending point;

[0026] The distance required for the vehicle to completely leave the direct conflict zone is determined based on the distance from the starting point to the end point.

[0027] The time required for the vehicle to completely leave the direct conflict zone is determined based on the target speed along the vehicle's preset planned path and the distance the vehicle needs to travel completely away from the direct conflict zone.

[0028] Furthermore, based on the distance from the starting point to the ending point, the required driving distance for the vehicle to completely leave the direct conflict zone is determined, including:

[0029] Determine the arc length coordinates of this vehicle at the starting point as follows: ;

[0030] The arc length coordinates corresponding to the moment when the rear of the vehicle completely crosses the exit boundary of the direct conflict zone are determined as follows: ;

[0031] The vehicle body length is determined to be Then determine the distance required for the vehicle to completely leave the area of ​​direct conflict. The expression is:

[0032] .

[0033] Furthermore, a safe passage decision for the vehicle is determined based on the minimum arrival time of the virtual traffic participants to reach the direct conflict zone and the time required for the vehicle to completely leave the direct conflict zone, including:

[0034] Whether the vehicle meets the time safety criterion is determined based on the minimum arrival time of the virtual traffic participants to the direct conflict zone and the time required for the vehicle to completely leave the direct conflict zone.

[0035] Determine whether the vehicle meets the sight distance braking criterion based on the visible safe distance during the vehicle's operation in the indirect conflict zone;

[0036] If the vehicle meets the time safety criterion and the sight distance braking criterion, then it is determined that the vehicle can safely pass through the direct conflict zone.

[0037] If the vehicle does not meet the time safety criterion and / or the sight distance braking criterion, the vehicle will proceed forward through the indirect conflict zone until it obtains permission to pass at low speed.

[0038] Furthermore, the vehicle's compliance with the time safety criterion is determined based on the minimum arrival time of the virtual traffic participants to the direct conflict zone and the time required for the vehicle to completely leave the direct conflict zone, including:

[0039] Determine the safe passage redundancy time for this vehicle;

[0040] The sum of the vehicle's safe passage redundancy time and the time required for the vehicle to completely leave the direct conflict zone is compared with the minimum arrival time of the virtual traffic participant to reach the direct conflict zone.

[0041] If the sum of the two times is less than the minimum arrival time of the virtual traffic participant to reach the direct conflict zone, then the vehicle is determined to meet the time safety criterion.

[0042] If the sum of the two times is not less than the minimum arrival time of the virtual traffic participant to the direct conflict zone, then the vehicle is determined not to meet the time safety criterion.

[0043] Furthermore, the determination of whether the vehicle meets the sight-distance braking criterion is based on the visible safe distance during its operation in the indirect conflict zone, including:

[0044] Determine the safe buffer distance for this vehicle in the indirect conflict zone;

[0045] Compare the sum of the vehicle's stopping distance at the current speed and the aforementioned safe buffer distance with the current visible safe distance;

[0046] If the sum of the two distances is less than the current visible safe distance, then the vehicle is determined to meet the sight distance braking criterion.

[0047] If the sum of the two distances is not less than the current visible safe distance, then the vehicle is determined not to meet the sight distance braking criterion.

[0048] Furthermore, if the vehicle does not meet the aforementioned time safety criterion and / or the aforementioned sight distance braking criterion, the vehicle will proceed forward through the indirect conflict zone using a forward-probing process until a result allowing low-speed passage is obtained, including:

[0049] If the vehicle does not meet the time safety criterion and / or the sight distance braking criterion, then an audible and visual warning and a low-speed forward probe will be performed in sequence.

[0050] After updating the visible area and blind spot risk area, return to the steps of determining whether the vehicle meets the time safety criterion and the sight distance braking criterion;

[0051] If the conditions are not met, repeat the above steps of sound and light warning, slow forward exploration, and updating the visible area and blind spot risk area until a result is obtained that allows slow passage.

[0052] As another aspect of the present invention, a vehicle blind spot passage device for narrow tunnel intersections where pedestrians and vehicles share the same space is provided, for implementing the vehicle blind spot passage method for narrow tunnel intersections where pedestrians and vehicles share the same space described above, wherein the device includes:

[0053] The acquisition module is used to acquire vehicle operating status information and road environment information. The vehicle operating status information includes at least the vehicle body parameter information, the vehicle current location information, and the vehicle driving data information. The road environment information includes the road type and whether there is an intersection area. The types of intersection areas include at least crossroads, T-junctions, and single-sided branch road entrances.

[0054] A conflict zone construction module is used to construct conflict zones and blind spot risk zones for the vehicle's driving path when the intersection area is determined to exist in the vehicle's driving direction based on the vehicle's operating status information and road environment information. The conflict zone includes a direct conflict zone and an indirect conflict zone. The direct conflict zone is located ahead of the vehicle's driving direction and includes at least the area where the vehicle's expected driving trajectory and the expected movement path of the virtual traffic participant are spatially overlapped. The indirect conflict zone is located between the vehicle and the direct conflict zone and includes a buffer zone before the vehicle enters the direct conflict zone. The blind spot risk zone is an area that the vehicle's onboard sensors cannot currently effectively observe, and the virtual traffic participant is located in the blind spot risk zone.

[0055] The first-time determination module is used to determine the minimum arrival time of the virtual traffic participants to reach the direct conflict zone, wherein the types of virtual traffic participants include at least pedestrians, non-motorized vehicles, ordinary vehicles and engineering vehicles;

[0056] The second time determination module is used to determine the time required for the vehicle to completely leave the direct conflict zone;

[0057] The safe passage decision module is used to determine the vehicle's safe passage decision based on the minimum arrival time of the virtual traffic participants to the direct conflict zone and the time required for the vehicle to completely leave the direct conflict zone.

[0058] As another aspect of the present invention, an intelligent driving system is provided, comprising a sensing device and the vehicle blind spot passage device for narrow tunnel intersections for pedestrians and vehicles as described above, wherein the sensing device is communicatively connected to the vehicle blind spot passage device for narrow tunnel intersections for pedestrians and vehicles.

[0059] The sensing device is used to collect vehicle operating status information and road environment information;

[0060] The vehicle blind spot passage device for narrow tunnel intersections where pedestrians and vehicles share the same space is used to make a safe passage decision for the vehicle when it is determined that the intersection area exists in the direction of the vehicle's travel based on the vehicle's operating status information and road environment information, by comprehensively determining the virtual traffic participants, conflict zone, and blind spot risk zone.

[0061] This invention provides a method for navigating blind spot traffic at narrow tunnel intersections where pedestrians and vehicles share the same space. It acquires vehicle operating status information and road environment information, and constructs conflict zones and blind spot risk zones. The conflict zone includes direct and indirect conflict zones. Within the blind spot risk zone, a set of virtual traffic participants is constructed, and the shortest time for these virtual participants to reach the direct conflict zone is calculated. Simultaneously, the time required for the vehicle to completely leave the direct conflict zone is calculated. Based on the time relationship between the vehicle and the virtual traffic participants, and braking constraints, a safe passage decision is determined. This method for navigating blind spot traffic at narrow tunnel intersections where pedestrians and vehicles share the same space can accurately identify and mitigate blind spot risks, improving the safety of passage through narrow intersections without relying on external network devices. It also boasts advantages such as low cost and high stability. Attached Figure Description

[0062] The accompanying drawings are provided to further illustrate the invention and form part of the specification. They are used together with the following detailed description to explain the invention, but do not constitute a limitation thereof.

[0063] Figure 1 The flowchart of the method for navigating blind spots in narrow tunnel intersections where pedestrians and vehicles share the same space, provided by the present invention.

[0064] Figure 2 This is a schematic diagram of a narrow tunnel intersection where pedestrians and vehicles share the same space, as provided by the present invention.

[0065] Figure 3 The flowchart provided by this invention is for determining the minimum arrival time for comprehensive risk.

[0066] Figure 4 This invention provides a flowchart for determining the time required for the vehicle to completely leave the direct conflict zone.

[0067] Figure 5 The flowchart for determining safe passage decisions for vehicles provided by this invention.

[0068] Figure 6 A schematic diagram illustrating the specific workflow of the preliminary exploration process provided by this invention.

[0069] Figure 7 This is a schematic diagram of a T-junction scene provided by the present invention.

[0070] Figure 8 This is a structural block diagram of a vehicle blind spot passage device for narrow tunnel intersections where pedestrians and vehicles share the same space, provided by the present invention. Detailed Implementation

[0071] It should be noted that, unless otherwise specified, the embodiments and features described in the present invention can be combined with each other. The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0072] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments. 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 should fall within the scope of protection of the present invention.

[0073] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate for the embodiments of the invention described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0074] This embodiment provides a method for navigating blind spots in narrow tunnel intersections where pedestrians and vehicles share the same space. Figure 1 This is a flowchart of a method for navigating blind spots in narrow tunnel intersections where pedestrians and vehicles share the same space, provided by an embodiment of the present invention. Figure 1 As shown, it includes:

[0075] S100. Obtain vehicle operating status information and road environment information, wherein the vehicle operating status information includes at least the vehicle body parameter information, the vehicle current location information and the vehicle driving data information, and the road environment information includes the road type and whether there is an intersection area, wherein the types of intersection areas include at least crossroads, T-junctions and single-sided branch road entrances.

[0076] In this embodiment of the invention, the current driving status information and surrounding environment information can be obtained through on-board sensors, a vehicle state estimation module, and an environmental perception module.

[0077] Specifically, vehicle operating status information includes at least the vehicle's body parameter information, the vehicle's current position information, and the vehicle's driving data information. For example, it could include the vehicle's current position, heading angle, speed, acceleration, length and width, wheelbase and minimum turning radius, load status, braking capacity, planned trajectory, driving control mode, and so on.

[0078] Specifically, road environment information can include road type and whether there is an intersection. Road type can include straight roads, curves, etc., while intersection type can include crossroads, T-junctions, and single-sided branch road entrances.

[0079] When it is determined that there is an intersection area ahead, this vehicle enters the safe passage decision mode for narrow tunnel intersections.

[0080] S200. When it is determined, based on the vehicle operating status information and road environment information, that the intersection area exists in the vehicle's driving direction, a conflict zone and a blind spot risk zone are constructed based on the vehicle operating status information and road environment information. The conflict zone includes a direct conflict zone and an indirect conflict zone. The direct conflict zone is located ahead of the vehicle's driving direction and includes at least the area where the vehicle's expected driving trajectory and the virtual traffic participant's expected movement path spatially overlap. The indirect conflict zone is located between the vehicle and the direct conflict zone and includes a buffer zone before the vehicle enters the direct conflict zone. The blind spot risk zone is an area that the vehicle's onboard sensors cannot currently effectively observe, and the virtual traffic participant is located in the blind spot risk zone.

[0081] In this embodiment of the invention, the conflict zone may specifically include a direct conflict zone and an indirect conflict zone. The direct conflict zone is the area where the vehicle's expected driving trajectory may spatially overlap with the movement path of potential traffic participants, while the indirect conflict zone is located behind the direct conflict zone and is a buffer zone used by the vehicle to decelerate, stop and observe, provide audible and visual warnings, explore at low speed, and confirm risks before entering the direct conflict zone.

[0082] Specifically, such as Figure 2 As shown, the direct conflict zone is located at the intersection and covers the entire intersection. For a crossroads, the direct conflict zone is usually located where the vehicle's direction of travel intersects with the left or right side roads. For a T-junction, the direct conflict zone is usually located at the overlap of the vehicle's main road direction of travel and the merging area of ​​a side road.

[0083] It should be noted that the length of the indirect conflict zone is not a fixed value, but is dynamically generated based on the current state of the vehicle. Its length should ensure that the vehicle has sufficient safety adjustment space before entering the direct conflict zone.

[0084] S300. Determine the minimum arrival time of the virtual traffic participants to reach the direct conflict zone, wherein the types of virtual traffic participants include at least pedestrians, non-motorized vehicles, ordinary vehicles, and engineering vehicles.

[0085] In this embodiment of the invention, virtual traffic participants may specifically include pedestrians, non-motorized vehicles, ordinary vehicles, and engineering vehicles. For each type of virtual traffic participant, their shortest arrival time is calculated. This time is based on the initial state where the participant is located at the boundary between the vehicle's observable field of vision and the blind spot risk zone, and is just barely imperceptible to the vehicle. It represents the shortest time required for the participant to reach the conflict zone from this critically invisible position. Based on the shortest arrival times required by all virtual traffic participants, the comprehensive minimum risk arrival time for the virtual participants to reach the direct conflict zone is determined.

[0086] S400. Determine the time required for the vehicle to completely leave the area of ​​direct conflict.

[0087] In this embodiment of the invention, the time required for the vehicle to completely leave the direct conflict zone is determined by taking the current position as the starting point, exiting the direct conflict zone, and ensuring that the vehicle's collision box does not overlap with the direct conflict zone. The time required for the vehicle to completely leave the direct conflict zone is determined based on the distance between the starting point and the ending point, combined with the vehicle's operating speed.

[0088] S500: Determine a safe passage decision for the vehicle based on the minimum arrival time of the virtual traffic participants to the direct conflict zone and the time required for the vehicle to completely leave the direct conflict zone.

[0089] In this embodiment of the invention, the time obtained by the above steps S300 and S400 is used to make a time safety judgment, and the final decision on safe passage of the vehicle is determined by combining the sight distance braking judgment method.

[0090] Therefore, the vehicle blind spot passage method for narrow tunnel intersections with shared pedestrian and vehicle traffic provided by this invention acquires vehicle operating status information and road environment information, and constructs conflict zones and blind spot risk zones. The conflict zones include direct conflict zones and indirect conflict zones. A set of virtual traffic participants is constructed within the blind spot risk zone, and the shortest time for these virtual participants to reach the direct conflict zone is calculated. Simultaneously, the time required for the vehicle to completely leave the direct conflict zone is calculated. Based on the time relationship between the vehicle and the virtual traffic participants and braking constraints, a safe passage decision for the vehicle is determined. This vehicle blind spot passage method for narrow tunnel intersections with shared pedestrian and vehicle traffic can accurately determine blind spot risks and avoid them in such scenarios, improving the safety of passage through narrow intersections without relying on external network devices, while also offering advantages of low cost and high stability.

[0091] It should be noted that the vehicles in the embodiments of the present invention can be specifically applied to concrete transport vehicles, and can also be extended to mining transport vehicles, dump trucks, underground logistics vehicles, unmanned inspection vehicles, autonomous driving engineering vehicles, etc.

[0092] In this embodiment of the invention, the length of the indirect conflict zone can be determined according to the following formula:

[0093] ,

[0094] in, Indicates the length of the indirect conflict zone. This indicates the braking distance of the vehicle at its current speed and under load. This indicates the reaction distance traveled by the vehicle within the system's reaction time. This indicates the distance the vehicle needs to travel at low speed. Indicates the safe buffer distance.

[0095] It should be noted that when the vehicle enters the indirect conflict zone, it enters speed-limited mode and proceeds at a lower speed.

[0096] In this embodiment of the invention, the minimum arrival time for the virtual traffic participant to reach the direct conflict zone is determined, such as... Figure 3 As shown, it includes:

[0097] S310. Calculate the shortest time required for each type of virtual traffic participant to reach the direct conflict zone from their respective critical invisible location, wherein the expression for the shortest time is:

[0098] ,

[0099] in, This represents the shortest time for the i-th type of virtual traffic participant to reach the direct conflict zone from a critically invisible location; This represents the shortest reachable distance for the i-th type of virtual traffic participant from a critically invisible location to the direct conflict zone; This represents the maximum speed of the i-th type of virtual traffic participant. Represents the maximum acceleration of the i-th type of virtual traffic participant;

[0100] Specifically, for pedestrians and non-motorized vehicles, the shortest time can be calculated based on a constant speed model, and for motorized vehicles, the shortest time can be calculated based on a kinematic bicycle model. The present invention does not limit the calculation method of the shortest time and can be selected as needed.

[0101] S320. Configure corresponding safety redundancy time for each type of virtual traffic participant;

[0102] S330. Determine the comprehensive risk shortest time for each type of virtual traffic participant to reach the direct conflict area from its respective critical invisible location based on the shortest time required for each type of virtual traffic participant to reach the direct conflict area from its respective critical invisible location and the corresponding safety redundancy time for that type of virtual traffic participant.

[0103] S340. Compare the shortest comprehensive risk time for all types of virtual traffic participants to reach the direct conflict zone, and determine the minimum of all shortest comprehensive risk times as the minimum comprehensive risk arrival time for the virtual traffic participant. The expression for the minimum comprehensive risk arrival time is:

[0104] ,

[0105] in, This represents the minimum arrival time representing the overall risk for virtual traffic participants. This represents the safety redundancy time for the i-th type of virtual traffic participant.

[0106] It should be understood that by comparing the shortest times of all types of virtual traffic participants to the direct conflict zone, the minimum of these is taken as the final comprehensive risk minimum arrival time. In addition, safety redundancy time is considered to increase the safety of passage. Therefore, the final comprehensive risk minimum arrival time of virtual traffic participants is determined based on safety redundancy time.

[0107] In this embodiment of the invention, the time required for the vehicle to completely leave the direct conflict zone is determined, such as... Figure 4 As shown, it includes:

[0108] S410. The current position of this vehicle is determined as the starting point and the position when the rear of this vehicle has completely crossed the exit boundary of the direct conflict zone is determined as the ending point;

[0109] S420. Determine the distance required for the vehicle to completely leave the direct conflict zone based on the distance from the starting point to the ending point;

[0110] It should be understood that the complete departure time is the time required for the vehicle to travel from its current position along the currently planned path until its rear end completely crosses the exit boundary of the direct conflict zone, and the vehicle's collision box has no overlap with the direct conflict zone. Therefore, it is necessary to determine the vehicle's start and end points, and to determine the travel distance based on these points.

[0111] Specifically, the distance required for the vehicle to completely leave the direct conflict zone is determined based on the distance from the starting point to the ending point, including:

[0112] 1) Determine the arc length coordinates of this vehicle at the starting point. ;

[0113] 2) Determine the arc length coordinates corresponding to the moment when the rear of the vehicle completely crosses the exit boundary of the direct conflict zone. ;

[0114] 3) Determine the length of the vehicle body as follows: Then determine the distance required for the vehicle to completely leave the area of ​​direct conflict. The expression is:

[0115] .

[0116] S430. Determine the time required for the vehicle to completely leave the direct conflict zone based on the target speed along the vehicle's preset planned path and the distance the vehicle needs to travel to completely leave the direct conflict zone.

[0117] It should be noted that, based on the aforementioned distance required for the vehicle to completely leave the direct conflict zone, and using the target speed along the planned path given by the vehicle's planning module, the time required for the vehicle to completely leave the direct conflict zone is predicted. The time when the following formula holds true is the time required for the vehicle to completely leave the direct conflict zone:

[0118] ,

[0119] in, This indicates the path distance required for the rear of the vehicle to completely exit the direct conflict zone. This indicates the time required for the vehicle to completely leave the direct conflict zone, i.e., the time required for the vehicle to be cleared. The vehicle's speed is predicted based on the current planned route.

[0120] In this embodiment of the invention, a safe passage decision for the vehicle is determined based on the minimum arrival time of the virtual traffic participant to the direct conflict zone and the time required for the vehicle to completely leave the direct conflict zone. Figure 5 As shown, it includes:

[0121] S510. Determine whether the vehicle meets the time safety criterion based on the minimum arrival time of the virtual traffic participants to the direct conflict zone and the time required for the vehicle to completely leave the direct conflict zone.

[0122] Specifically, the vehicle's compliance with the time safety criterion is determined based on the minimum arrival time of the virtual traffic participants to the direct conflict zone and the time required for the vehicle to completely leave the direct conflict zone, including:

[0123] 1) Determine the safe passage redundancy time for this vehicle;

[0124] 2) Compare the sum of the vehicle's safe passage redundancy time and the time required for the vehicle to completely leave the direct conflict zone with the minimum arrival time of the virtual traffic participant to reach the direct conflict zone;

[0125] 3) If the sum of the two times is less than the minimum arrival time of the virtual traffic participant to the direct conflict zone, then the vehicle is determined to meet the time safety criterion;

[0126] 4) If the sum of the two times is not less than the minimum arrival time of the virtual traffic participant to the direct conflict zone, then the vehicle is determined not to meet the time safety criterion.

[0127] Specifically, a vehicle is considered safe to pass through a window when the following conditions are met:

[0128] ,

[0129] in, This indicates the time it took for the vehicle to completely leave the area of ​​direct conflict. Indicates the redundancy time for safe passage. This indicates the minimum arrival time for the overall risk.

[0130] S520. Determine whether the vehicle meets the sight distance braking criterion based on the visible safe distance during the vehicle's operation in the indirect conflict zone;

[0131] Specifically, whether the vehicle meets the sight distance braking criterion is determined based on the visible safe distance during its operation in the indirect conflict zone, including:

[0132] 1) Determine the safe buffer distance for this vehicle in the indirect conflict zone;

[0133] 2) Compare the sum of the vehicle's stopping distance at the current speed and the aforementioned safe buffer distance with the current visible safe distance;

[0134] 3) If the sum of the two distances is less than the current visible safe distance, then the vehicle is determined to meet the sight distance braking criterion;

[0135] 4) If the sum of the two distances is not less than the current visible safe distance, then the vehicle is determined not to meet the sight distance braking criterion.

[0136] It should be understood that this vehicle must meet the stopping constraint within visible distance during the indirect conflict zone and during forward movement:

[0137] ,

[0138] in, This indicates the stopping distance of the vehicle at its current speed. Indicates safe buffer distance Indicates the currently visible safe distance.

[0139] S530. If the vehicle meets the time safety criterion and the sight distance braking criterion, then it is determined that the vehicle can safely pass through the direct conflict zone.

[0140] Specifically, the vehicle is permitted to pass through the direct conflict zone when both of the above criteria are met. If either criterion is not met, the vehicle must not directly enter the direct conflict zone and should instead decelerate, stop, issue audible and visual warnings, or proceed at low speed within the indirect conflict zone.

[0141] S540. If the vehicle does not meet the time safety criterion and / or the sight distance braking criterion, the vehicle will proceed forward in the indirect conflict zone through a forward probing process until a result allowing low-speed passage is obtained.

[0142] Specifically, if the vehicle does not meet the aforementioned time safety criterion and / or the aforementioned sight distance braking criterion, the vehicle will proceed forward through the indirect conflict zone using a forward-probing process until a result allowing low-speed passage is obtained, including:

[0143] (1) If the vehicle does not meet the time safety criterion and / or the sight distance braking criterion, then the sound and light warning and low-speed forward exploration will be performed in sequence.

[0144] (2) After updating the visible area and blind spot risk area, return to the steps of determining whether the vehicle meets the time safety criterion and the sight distance braking criterion;

[0145] (3) If the conditions are not met, repeat the above steps of sound and light reminder, slow forward exploration and updating the visible area and blind risk area until the result of allowing slow passage is obtained.

[0146] like Figure 6 The diagram shown is a schematic representation of the specific workflow of the preliminary exploration process.

[0147] It should be noted that after a vehicle enters the indirect conflict zone, the maximum permissible speed is no longer based on the ordinary speed limit, but is determined jointly by the road speed limit, sight distance constraints, braking constraints, load status, and conflict zone type. Furthermore, a forward-exploration approach is used to explore the visible area; the specific process is as follows... Figure 6 As shown, the maximum permissible longitudinal speed is expressed as:

[0148] ,

[0149] in, Indicates the road speed limit; This represents the maximum safe speed determined based on the current safe visibility distance; This indicates the maximum safe speed based on the current load and braking capacity. This indicates a speed limit in an indirect conflict zone.

[0150] When at a T-junction, a single-sided side road merging point, or a curve merging point, and the blind spot is only on one side of the vehicle, such as Figure 7 The diagram shows a T-junction scenario. This embodiment of the invention further provides a constrained lateral micro-offset forward-probing strategy. For example, when there is a large blind spot on the right-hand side road, the vehicle can make a small lateral offset to the left, while ensuring safety boundaries, to increase the visibility of the right-hand side road and reduce the risk area of ​​the right-hand blind spot.

[0151] Specifically, a target with slight lateral offset can be represented as:

[0152] ,

[0153] in, This indicates the optimal horizontal position. This indicates the visible distance on the blind side when the vehicle is in a lateral position y.

[0154] It should be understood that this strategy does not shift unconditionally to the left or right, but rather selects a lateral position within safety constraints that maximizes the visible distance on the blind side or minimizes the blind area.

[0155] In this embodiment of the invention, when the vehicle-mounted sensor detects a real pedestrian, non-motorized vehicle, vehicle, or obstacle within the visible area, the invention prioritizes using the actual target's state for risk assessment. If the real target has already entered the direct conflict zone, or is predicted to be about to enter the direct conflict zone, the vehicle prioritizes stopping or yielding control. For vulnerable road users such as pedestrians, construction workers, and non-motorized vehicles, the vehicle adopts a higher level of yielding strategy; that is, when their trajectory is uncertain or they may enter the conflict zone, the vehicle prioritizes stopping and waiting.

[0156] It should be noted that the embodiments of the present invention do not only make decisions on the detected real targets, but actively construct virtual traffic participants in unobservable areas to model potential risks that are not perceived; instead of simply using whether the vehicle has reached the intersection as the basis for judgment, it compares the shortest time for the vehicle to completely leave the direct conflict zone with the shortest time for the virtual traffic participants to reach the direct conflict zone, and considers safety redundancy time to determine whether safe passage conditions are met; instead of relying on roadside equipment or network communication, it gradually expands the field of vision and shrinks the risk zone within the perception range of a single vehicle by slowly probing forward in the indirect conflict zone.

[0157] Therefore, compared with the prior art, the present invention has the following beneficial effects:

[0158] (1) It can handle the risk of unobservable blind spots. This invention does not directly equate "no target detected" with "no risk", but instead constructs virtual traffic participants in the blind spot risk area to actively model the unobservable risk, thereby reducing the risk of missing targets in the blind spot.

[0159] (2) It does not rely on connected devices and roadside perception systems. The present invention can make safety decisions solely through vehicle perception, vehicle status and road information, and is suitable for scenarios where traffic is unstable and roadside devices are difficult to deploy.

[0160] (3) Applicable to environments where pedestrians and vehicles share the road. This invention adds pedestrians and non-motorized vehicles to the blind spot potential objects, and can adapt to complex road conditions.

[0161] (4) Applicable to single-sided blind spot scenarios such as T-junctions. This invention expands the field of view on the blind spot side while ensuring safety by using constrained lateral micro-offset forward movement, thereby improving safety in single-sided blind spot scenarios.

[0162] (5) Improve the safety of concrete transport trucks passing through intersections. This invention fully considers the characteristics of concrete transport trucks, such as long body, heavy load, and long braking distance, and increases the risk resistance in narrow intersection conditions through its own safety decision-making and planning.

[0163] As another embodiment of the present invention, a vehicle blind spot passage device 100 for narrow tunnel intersections where pedestrians and vehicles share the same space is provided, for implementing the vehicle blind spot passage method for narrow tunnel intersections where pedestrians and vehicles share the same space described above, wherein, as Figure 8 As shown, it includes:

[0164] The acquisition module 110 is used to acquire vehicle operating status information and road environment information. The vehicle operating status information includes at least vehicle body parameter information, vehicle current location information and vehicle driving data information. The road environment information includes road type and whether there is an intersection area. The types of intersection areas include at least crossroads, T-junctions and single-sided branch road entrances.

[0165] The conflict zone construction module 120 is used to construct a conflict zone and a blind spot risk zone for the vehicle's driving road when the intersection area is determined to exist in the vehicle's driving direction based on the vehicle's operating status information and road environment information. The conflict zone includes a direct conflict zone and an indirect conflict zone. The direct conflict zone is located in front of the vehicle's driving direction and includes at least the area where the expected driving trajectory of the vehicle and the expected movement path of the virtual traffic participant are spatially overlapped. The indirect conflict zone is located between the vehicle and the direct conflict zone and includes a buffer zone before the vehicle enters the direct conflict zone. The blind spot risk zone is an area that the vehicle's onboard sensors cannot currently effectively observe, and the virtual traffic participant is located in the blind spot risk zone.

[0166] The first-time determination module 130 is used to determine the minimum arrival time of the virtual traffic participants to reach the direct conflict zone, wherein the types of virtual traffic participants include at least pedestrians, non-motorized vehicles, ordinary vehicles and engineering vehicles.

[0167] The second time determination module 140 is used to determine the time required for the vehicle to completely leave the direct conflict zone;

[0168] The safe passage decision module 150 is used to determine the safe passage decision of the vehicle based on the minimum arrival time of the virtual traffic participants to the direct conflict zone and the time required for the vehicle to completely leave the direct conflict zone.

[0169] This invention provides a vehicle blind spot clearance device for narrow tunnel intersections where pedestrians and vehicles share the same space. It acquires vehicle operating status information and road environment information, and constructs conflict zones and blind spot risk zones. The conflict zone includes direct conflict zones and indirect conflict zones. Within the blind spot risk zone, a set of virtual traffic participants is constructed, and the shortest time for these virtual participants to reach the direct conflict zone is calculated. Simultaneously, the time required for the vehicle to completely leave the direct conflict zone is calculated. Based on the time relationship between the vehicle and the virtual traffic participants, and braking constraints, a safe passage decision is determined. This vehicle blind spot clearance device for narrow tunnel intersections where pedestrians and vehicles share the same space can accurately determine blind spot risks and avoid them, improving the safety of passage through narrow intersections without relying on external network devices. It also boasts advantages such as low cost and high stability.

[0170] The specific working process of the vehicle blind spot passage device for narrow tunnel intersections with pedestrians and vehicles provided by the present invention can be referred to the description of the vehicle blind spot passage method for narrow tunnel intersections with pedestrians and vehicles in the previous text, and will not be repeated here.

[0171] As another embodiment of the present invention, an intelligent driving system is provided, which includes a sensing device and the vehicle blind spot passage device for narrow tunnel intersections where pedestrians and vehicles share the same space, as described above, wherein the sensing device is communicatively connected to the vehicle blind spot passage device for narrow tunnel intersections where pedestrians and vehicles share the same space.

[0172] The sensing device is used to collect vehicle operating status information and road environment information;

[0173] The vehicle blind spot passage device for narrow tunnel intersections where pedestrians and vehicles share the same space is used to make a safe passage decision for the vehicle when it is determined that the intersection area exists in the direction of the vehicle's travel based on the vehicle's operating status information and road environment information, by comprehensively determining the virtual traffic participants, conflict zone, and blind spot risk zone.

[0174] Specifically, the sensing device may include on-board sensors, a vehicle state estimation module, and an environmental perception module.

[0175] The intelligent driving system provided by this invention, by adopting the vehicle blind spot passage device for narrow tunnel intersections where pedestrians and vehicles coexist, can accurately judge blind spot risks and avoid risks in such scenarios. This improves the safety of passing through narrow intersections without relying on external network devices, and also has the advantages of low cost and high stability.

[0176] The specific working process of the intelligent driving system provided by this invention can be referred to the description of the vehicle blind spot passage method for narrow tunnel intersections where pedestrians and vehicles share the same road, which will not be repeated here.

[0177] It is understood that the above embodiments are merely exemplary implementations used to illustrate the principles of the present invention, and the present invention is not limited thereto. For those skilled in the art, various modifications and improvements can be made without departing from the spirit and essence of the present invention, and these modifications and improvements are also considered to be within the scope of protection of the present invention.

Claims

1. A method for navigating blind spots in narrow tunnel intersections where pedestrians and vehicles share the same space, characterized in that, include: Acquire vehicle operating status information and road environment information, wherein the vehicle operating status information includes at least the vehicle body parameter information, the vehicle current location information and the vehicle driving data information, and the road environment information includes the road type and whether there is an intersection area, wherein the types of intersection areas include at least crossroads, T-junctions and single-sided branch road entrances; When it is determined, based on the vehicle's operating status information and road environment information, that the intersection area exists in the vehicle's direction of travel, a conflict zone and a blind spot risk zone are constructed based on the vehicle's operating status information and road environment information. The conflict zone includes a direct conflict zone and an indirect conflict zone. The direct conflict zone is located ahead of the vehicle's direction of travel and includes at least the area where the vehicle's expected trajectory overlaps with the expected movement path of the virtual traffic participant. The indirect conflict zone is located between the vehicle and the direct conflict zone and includes a buffer zone before the vehicle enters the direct conflict zone. The blind spot risk zone is an area that the vehicle's onboard sensors cannot currently effectively observe, and the virtual traffic participant is located in the blind spot risk zone. Determine the minimum arrival time for the virtual traffic participants to reach the direct conflict zone, wherein the types of virtual traffic participants include at least pedestrians, non-motorized vehicles, ordinary vehicles, and engineering vehicles; Determine the time required for the vehicle to completely leave the area of ​​direct conflict; The vehicle safety passage decision is determined based on the minimum arrival time of the virtual traffic participants to reach the direct conflict zone and the time required for the vehicle to completely leave the direct conflict zone.

2. The method for navigating blind spots in narrow tunnel intersections with shared pedestrian and vehicle traffic according to claim 1, characterized in that, Determining the minimum arrival time for the virtual traffic participants to reach the direct conflict zone based on overall risk includes: Calculate the shortest time required for each type of virtual traffic participant to reach the direct conflict zone from their respective critical invisible location, wherein the expression for the shortest time is: ， in, This represents the shortest time for the i-th type of virtual traffic participant to reach the direct conflict zone from a critically invisible location; This represents the shortest reachable distance for the i-th type of virtual traffic participant from a critically invisible location to the direct conflict zone; This represents the maximum speed of the i-th type of virtual traffic participant. Represents the maximum acceleration of the i-th type of virtual traffic participant; A corresponding safety redundancy time is configured for each type of virtual traffic participant; The minimum time for each type of virtual traffic participant to reach the direct conflict area from its respective critical invisible location is determined based on the shortest time required for each type of virtual traffic participant to reach the direct conflict area from its respective critical invisible location and the corresponding safety redundancy time for that type of virtual traffic participant. The minimum time for all types of virtual traffic participants to reach the direct conflict zone is compared, and the minimum of all minimum times for overall risk is determined as the minimum time for overall risk arrival for the virtual traffic participant. The expression for the minimum time for overall risk arrival is as follows: ， in, This represents the minimum arrival time representing the overall risk for virtual traffic participants. This represents the safety redundancy time for the i-th type of virtual traffic participant.

3. The method for navigating blind spots in narrow tunnel intersections with shared pedestrian and vehicle traffic according to claim 1, characterized in that, Determine the time required for the vehicle to completely leave the area of ​​direct conflict, including: The current position of this vehicle is determined as the starting point, and the position when the rear of this vehicle completely crosses the exit boundary of the direct conflict zone is determined as the ending point; The distance required for the vehicle to completely leave the direct conflict zone is determined based on the distance from the starting point to the end point. The time required for the vehicle to completely leave the direct conflict zone is determined based on the target speed along the vehicle's preset planned path and the distance the vehicle needs to travel completely away from the direct conflict zone.

4. The method for navigating blind spots in narrow tunnel intersections with shared pedestrian and vehicle traffic according to claim 3, characterized in that, The distance required for this vehicle to completely leave the direct conflict zone is determined based on the distance from the starting point to the ending point, including: Determine the arc length coordinates of this vehicle at the starting point as follows: ; The arc length coordinates corresponding to the moment when the rear of the vehicle completely crosses the exit boundary of the direct conflict zone are determined as follows: ; The vehicle body length is determined to be Then determine the distance required for the vehicle to completely leave the area of ​​direct conflict. The expression is: 。 5. The method for navigating blind spots in narrow tunnel intersections with shared pedestrian and vehicular traffic, as described in any one of claims 1 to 4, is characterized in that... The vehicle safety passage decision is determined based on the minimum arrival time of the virtual traffic participants to reach the direct conflict zone and the time required for the vehicle to completely leave the direct conflict zone, including: Whether the vehicle meets the time safety criterion is determined based on the minimum arrival time of the virtual traffic participants to the direct conflict zone and the time required for the vehicle to completely leave the direct conflict zone. Determine whether the vehicle meets the sight distance braking criterion based on the visible safe distance during the vehicle's operation in the indirect conflict zone; If the vehicle meets the time safety criterion and the sight distance braking criterion, then it is determined that the vehicle can safely pass through the direct conflict zone. If the vehicle does not meet the time safety criterion and / or the sight distance braking criterion, the vehicle will proceed forward through the indirect conflict zone until it obtains permission to pass at low speed.

6. The method for navigating blind spots in narrow tunnel intersections with shared pedestrian and vehicle traffic according to claim 5, characterized in that, Whether a vehicle meets the time safety criterion is determined based on the minimum arrival time of the virtual traffic participants to the direct conflict zone and the time required for the vehicle to completely leave the direct conflict zone, including: Determine the safe passage redundancy time for this vehicle; The sum of the vehicle's safe passage redundancy time and the time required for the vehicle to completely leave the direct conflict zone is compared with the minimum arrival time of the virtual traffic participant to reach the direct conflict zone. If the sum of the two times is less than the minimum arrival time of the virtual traffic participant to reach the direct conflict zone, then the vehicle is determined to meet the time safety criterion. If the sum of the two times is not less than the minimum arrival time of the virtual traffic participant to the direct conflict zone, then the vehicle is determined not to meet the time safety criterion.

7. The method for navigating blind spots in narrow tunnel intersections with shared pedestrian and vehicle traffic according to claim 5, characterized in that, Whether a vehicle meets the sight distance braking criterion is determined based on the visible safe distance during its operation in the indirect conflict zone, including: Determine the safe buffer distance for this vehicle in the indirect conflict zone; Compare the sum of the vehicle's stopping distance at the current speed and the aforementioned safe buffer distance with the current visible safe distance; If the sum of the two distances is less than the current visible safe distance, then the vehicle is determined to meet the sight distance braking criterion. If the sum of the two distances is not less than the current visible safe distance, then the vehicle is determined not to meet the sight distance braking criterion.

8. The method for navigating blind spots in narrow tunnel intersections with shared pedestrian and vehicle traffic according to claim 5, characterized in that, If the vehicle does not meet the aforementioned time safety criterion and / or the aforementioned sight distance braking criterion, the vehicle will proceed through the indirect conflict zone via a forward-probing process until a result allowing low-speed passage is obtained, including: If the vehicle does not meet the time safety criterion and / or the sight distance braking criterion, then an audible and visual warning and a low-speed forward probe will be performed in sequence. After updating the visible area and blind spot risk area, return to the steps of determining whether the vehicle meets the time safety criterion and the sight distance braking criterion; If the conditions are not met, repeat the above steps of sound and light warning, slow forward exploration, and updating the visible area and blind spot risk area until a result is obtained that allows slow passage.

9. A vehicle blind spot passage device for narrow tunnel intersections with shared pedestrian and vehicular traffic, used to implement the vehicle blind spot passage method for narrow tunnel intersections with shared pedestrian and vehicular traffic as described in any one of claims 1 to 8, characterized in that, include: The acquisition module is used to acquire vehicle operating status information and road environment information. The vehicle operating status information includes at least the vehicle body parameter information, the vehicle current location information, and the vehicle driving data information. The road environment information includes the road type and whether there is an intersection area. The types of intersection areas include at least crossroads, T-junctions, and single-sided branch road entrances. A conflict zone construction module is used to construct conflict zones and blind spot risk zones for the vehicle's driving path when the intersection area is determined to exist in the vehicle's driving direction based on the vehicle's operating status information and road environment information. The conflict zone includes a direct conflict zone and an indirect conflict zone. The direct conflict zone is located ahead of the vehicle's driving direction and includes at least the area where the vehicle's expected driving trajectory and the expected movement path of the virtual traffic participant are spatially overlapped. The indirect conflict zone is located between the vehicle and the direct conflict zone and includes a buffer zone before the vehicle enters the direct conflict zone. The blind spot risk zone is an area that the vehicle's onboard sensors cannot currently effectively observe, and the virtual traffic participant is located in the blind spot risk zone. The first-time determination module is used to determine the minimum arrival time of the virtual traffic participants to reach the direct conflict zone, wherein the types of virtual traffic participants include at least pedestrians, non-motorized vehicles, ordinary vehicles and engineering vehicles; The second time determination module is used to determine the time required for the vehicle to completely leave the direct conflict zone; The safe passage decision module is used to determine the vehicle's safe passage decision based on the minimum arrival time of the virtual traffic participants to the direct conflict zone and the time required for the vehicle to completely leave the direct conflict zone.

10. An intelligent driving system, characterized in that, It includes a sensing device and the vehicle blind spot passage device for narrow tunnel intersections with pedestrians and vehicles as described in claim 9, wherein the sensing device is communicatively connected to the vehicle blind spot passage device for narrow tunnel intersections with pedestrians and vehicles. The sensing device is used to collect vehicle operating status information and road environment information; The vehicle blind spot passage device for narrow tunnel intersections where pedestrians and vehicles share the same space is used to make a safe passage decision for the vehicle when it is determined that the intersection area exists in the direction of the vehicle's travel based on the vehicle's operating status information and road environment information, by comprehensively determining the virtual traffic participants, conflict zone, and blind spot risk zone.

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