CN114475662A - An in-vehicle intelligent control system based on environmental perception and multi-vehicle collaboration - Google Patents

Abstract

The application discloses a vehicle-mounted intelligent control system based on environment perception and multi-vehicle cooperation, which comprises a navigation subsystem, an environment perception subsystem, a cooperative control subsystem and a driving control subsystem; the navigation subsystem is used for generating a vehicle navigation route of the vehicle according to the road large environment between the starting place and the destination of the vehicle; the environment perception subsystem is used for perceiving the small road environment in real time to generate road condition data; the cooperative control subsystem is used for sharing the navigation route of the vehicle with other vehicles, and generating driving authority when the navigation route has an intersection point; the driving control subsystem is used for generating a driving direction instruction of the vehicle according to the navigation route of the vehicle, generating a driving route instruction according to the road condition data and the driving authority, and controlling the automatic driving of the vehicle. The method and the device can reasonably and safely solve the problem of the passing sequence in the vehicle meeting process; meanwhile, the obstacle is reasonably and safely avoided by combining the road surface environment sensing.

Description

An in-vehicle intelligent control system based on environment perception and multi-vehicle collaboration

technical field

The present application belongs to the technical field of automatic driving control, and in particular relates to an in-vehicle intelligent control system based on environment perception and multi-vehicle collaboration.

Background technique

With the development of science and technology, the autonomous driving technology of vehicles is becoming more and more mature. Relying on artificial intelligence, visual computing, radar, and monitoring devices, real-time and continuous control of vehicles is realized. When passengers use autonomous vehicles, they only need to input the destination. The autonomous vehicle generates a driving route based on the current location and destination, and drives according to the generated driving route.

The intelligent automatic driving system of the vehicle is a control strategy obtained by summarizing and analyzing various detection methods, and the overall premise is safety and security. However, the current intelligent control of vehicles is based on the background of empty space, or closed road sections with very small traffic flow, and there is almost no multi-vehicle intersection scene. Continue driving after passing. However, for multiple autonomous vehicles encountering multiple vehicles at the same time, there may be an embarrassing situation where multiple vehicles are "comity" but not driving. In addition, the current automatic driving technology, for the judgment of obstacles on the road, is still based on fixed obstacles, and for pedestrians or other objects in the process of moving, it is still based on the fixed position at a certain point in time. When multiple vehicles meet, it is impossible to reasonably avoid obstacles, especially moving vehicles and pedestrians. Obviously, the current autonomous driving technology is difficult to adapt to the actual road environment with complex road conditions.

In principle, the autonomous driving technology of vehicles is safety above all else, but how to reasonably handle multi-vehicle intersections and reasonably avoid obstacles requires more intelligent perception and analysis technologies, as well as subsequent vehicle control systems.

SUMMARY OF THE INVENTION

This application proposes an in-vehicle intelligent control system based on environmental perception and multi-vehicle collaboration. On the basis of the traditional automatic driving technology based on navigation information, the research focus is on the intersection of vehicles during the driving process, and the road environment is sensed to generate A driving instruction in the process of vehicle rendezvous, which realizes the rendezvous driving of multiple vehicles.

To achieve the above purpose, the application provides the following solutions:

An in-vehicle intelligent control system based on environment perception and multi-vehicle coordination, comprising a navigation subsystem, an environment perception subsystem, a cooperative control subsystem and a driving control subsystem;

The navigation subsystem is configured to generate the own vehicle navigation route of the own vehicle according to the road environment between the starting point and the destination of the own vehicle, and the own vehicle navigation route is displayed in lanes;

The environment perception subsystem is used for the vehicle to perceive the small environment of the road surface in real time and generate road surface condition data during the automatic driving process of the vehicle along the navigation route of the vehicle;

The cooperative control subsystem is used for the own vehicle to share the own vehicle navigation route with other vehicles, and to receive other vehicle navigation routes sent by other vehicles. When clicked, the driving permission is generated;

The driving control subsystem is configured to generate a driving direction instruction of the own vehicle according to the own vehicle navigation route, and generate a driving route instruction according to the road surface condition data and the driving authority, and the driving direction instruction and The driving route instruction is used to control the automatic driving of the host vehicle.

Optionally, the navigation subsystem includes a map unit, a positioning unit and a dynamic optimization unit;

The map unit is used to provide high-precision map data, and based on the map data, generate the vehicle navigation route;

The positioning unit is used to provide high-precision real-time position information of the vehicle, and mark the real-time position information on the navigation route of the vehicle;

The dynamic optimization unit is used for dynamically adjusting the navigation route of the vehicle according to the change of the road environment.

Optionally, the road surface condition data includes road signs and obstacle information;

The environment perception subsystem includes a visual recognition unit and a radar detection unit;

The visual recognition unit is used to collect the spatial video images around the vehicle, and identify the road signs and obstacle images according to the spatial video images;

The radar detection unit is configured to obtain obstacle position data around the vehicle through radar waves, and obtain the obstacle information according to the obstacle position data and the obstacle image.

Optionally, the collaborative control subsystem includes a data sharing unit, a route analysis unit, a driving authority allocation unit and a driving authority transfer unit;

The data sharing unit is configured to send the navigation route of the vehicle within the preset distance in front of the vehicle to other vehicles, and receive the navigation route of other vehicles sent by other vehicles;

The route analysis unit is configured to determine whether there is a navigation intersection point based on the navigation route of the own vehicle and the navigation route of other vehicles, and if the navigation intersection point occurs, generate intersection point information;

The driving authority assigning unit is configured to obtain the driving authority according to the meeting point information and according to a preset safe intersection range;

The driving authority transfer unit is configured to transfer the driving authority to other vehicles after the vehicle leaves the safe intersection range.

Optionally, the vehicle that first enters the safe intersection range is marked as a vehicle with the first driving authority;

The vehicle that then arrives at the safe rendezvous area is marked as a vehicle with the second driving authority, and the driving authority is marked according to the sequence of arriving at the safe rendezvous area;

When the vehicle marked with the first driving authority leaves the safe intersection area, the driving authority transferring unit transfers the first driving authority to the vehicle marked with the second driving authority, and at this time the driving authority Vehicles marked with the second driving authority are marked with the first driving authority.

Optionally, if the vehicle marked with the first driving authority stops running within the safe intersection range, the driving authority transferring unit transfers the first driving authority to the vehicle marked with the second driving authority. Vehicle, at this time, the vehicle marked as the second driving authority is marked as the first driving authority;

When the vehicle marked with the first driving authority leaves the safe rendezvous area, the vehicle staying in the safe crossing area is marked as the first driving authority, and the vehicle can continue the journey, if the vehicle is within a limited time If the vehicle does not drive inside the vehicle, the driving authority transfer unit transfers the first driving authority to the vehicle marked with the second driving authority, and the vehicle marked with the second driving authority is marked as the first driving authority. permissions.

Optionally, only the vehicle marked as the first driving authority can be manually operated by the driver.

Optionally, the driving control subsystem includes a driving direction unit and a route instruction unit;

The driving direction unit is configured to generate the driving direction instruction according to the navigation route of the own vehicle;

The route instruction unit is configured to generate a driving route instruction according to the road surface condition data and the driving authority, and the driving route instruction is used to avoid obstacles on the navigation route of the vehicle, and to control the vehicle in driving within the safe intersection range and maintaining the correct route of the host vehicle on the host vehicle navigation route.

The beneficial effects of this application are:

The present application discloses an in-vehicle intelligent control system based on environmental perception and multi-vehicle collaboration. On the basis of the traditional automatic driving technology based on navigation information, the research focus is on the intersection of vehicles during the driving process. The navigation route of the vehicle determines the intersection point, and adopts the collaborative strategy of first-come, first-pass, which reasonably and safely solves the problem of the traffic sequence in the process of vehicle intersection; at the same time, combined with the perception of the road environment, it generates a kind of vehicle intersection process that can be reasonably and safely avoided. The driving instruction of obstacles solves the problem of safe passage of vehicles.

Description of drawings

In order to explain the technical solutions of the present application more clearly, the following briefly introduces the accompanying drawings used in the embodiments. Obviously, the accompanying drawings in the following description are only some embodiments of the present application, which are common in the art. As far as technical personnel are concerned, other drawings can also be obtained based on these drawings without the need for creative labor.

1 is a schematic structural diagram of a vehicle-mounted intelligent control system based on environmental perception and multi-vehicle coordination according to an embodiment of the application;

FIG. 2 is a schematic diagram of the driving state when four vehicles sense the intersection point in the embodiment of the application;

FIG. 3 is a schematic diagram of forming a permission allocation rule in an embodiment of the application;

FIG. 4 is a schematic diagram of handover of driving authority in an embodiment of the present application.

Detailed ways

The present application provides an intelligent strategy technology related to automatic driving, but is not limited to providing complete vehicle operation and control for vehicles with intelligent control. In order to facilitate the understanding of various technologies and technical terms in this application, some related technologies related to intelligent vehicle control are first introduced.

Autonomous driving system technology (abbreviated ADS) refers to systems that perform driving tasks for a vehicle (such as lateral and longitudinal control of the vehicle) and allow the vehicle to drive with reduced and/or no human-controlled driving tasks.

GPS is a Global Navigation Satellite System (GNSS) that provides geographic and time information to a pointing receiver. Examples of GNSS include, but are not limited to, the US-developed Global Positioning System, Differential Global Positioning System (DGPS), Beidou Navigation Satellite System (BDS), GLONASS Global Navigation Satellite System, European Union Galileo Positioning System.

An automated vehicle (abbreviated "AV") refers to an automated vehicle that operates in an automated mode (eg, at any level of automation).

The level of automation or intelligence of a vehicle is described in terms of "intelligence level" or "automation level". The vehicle intelligence or automation level is one of the following: V0: no automated functions; V1: basic functions to assist a human driver in controlling the vehicle; V2: assist a human driver to control the vehicle for simple tasks and provide basic sensing functions; V3 : Has detailed real-time environment perception and completes relatively complex driving tasks; V4: Allows the vehicle to drive independently under limited conditions and with the support of a human driver; V5: Allows the vehicle to operate in any environment without the support of a human driver The function of independent driving under the situation.

The system intelligence and/or automation level is one of the following: S0: no function; S1: the system provides simple functions such as cruise control, passive safety, etc. for the individual vehicle; the system detects the speed, position and distance of the vehicle; S2: the system is controlled by the individual Intelligent composition, which can detect vehicle functional status, vehicle acceleration and/or traffic signs and signals; individual vehicles make decisions based on their own information, partially achieve automatic driving, and provide auxiliary vehicle adaptive cruise control, lane keeping, lane-change-level automatic parking, etc. Complex function; S3: The system integrates the information of a group of vehicles and has point-to-point intelligence and prediction capabilities. The system can make intelligent decisions for the vehicle group, and can complete cooperative cruise control, vehicle grouping, vehicle navigation at intersections, Complex conditional autonomous driving tasks such as merging and shunting; S4: The system optimally integrates driving behavior in a local network; the system detects and transmits detailed information in the local network, making decisions based on vehicle and traffic information in the network , and handle complex, high-level autonomous driving tasks, such as guiding traffic signal corridors and providing optimal trajectories for vehicles in small transportation networks; S5: Vehicle automation and system traffic automation, where the system performs optimal optimal management; the system detects and communicates detailed information within the transportation network and makes decisions based on all available information within the network; the system handles fully autonomous driving tasks, including individual vehicle tasks and transportation tasks, and coordinates all vehicles to manage transportation.

Some other common standards in this field can refer to SAE International Standard J3016.

In this embodiment, when it comes to automatic driving or intelligent driving control, the above-mentioned technical contents may be referred to or quoted.

The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, but not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the protection scope of the present application.

As we all know, vehicles must drive on roads in the usual sense, and there must be a large number of other vehicles on the road. At intersections with no traffic lights or unmanned guidance, there will inevitably be autonomous intersections between vehicles. In addition, many pedestrians and other vehicles on the road are obstacles for vehicles with automatic driving functions. During the driving process of the vehicle, it is necessary to ensure the safety of these obstacles and the passage of the vehicle itself, and , these vehicles and pedestrians are in a state of motion, not stationary, which has a great impact on the judgment of the location of obstacles.

To this end, this application proposes to judge the intersection points in the driving path based on the navigation information of multiple vehicles, adopt a reasonable method to sort out the driving sequence of vehicles under the premise of multi-vehicle coordination, and at the same time, through environmental perception, reasonably and safely avoid various obstacles Objects and pedestrians, and ensure the reasonable and safe passage of vehicles in the process of intersection.

In order to make the above objects, features and advantages of the present application more clearly understood, the present application will be described in further detail below with reference to the accompanying drawings and specific embodiments.

As shown in FIG. 1 , it is a schematic structural diagram of an in-vehicle intelligent control system based on environment perception and multi-vehicle coordination according to an embodiment of the present application, which mainly includes a navigation subsystem, an environment perception subsystem, a collaborative control subsystem and a driving control subsystem.

In this embodiment, the navigation subsystem is used to generate the own vehicle navigation route of the own vehicle according to the general road environment between the starting point and the destination of the own vehicle. The collaborative control subsystem is used for the vehicle to share the navigation route of the vehicle with other vehicles, and to receive the navigation route of other vehicles sent by other vehicles. The environment perception subsystem is used for the vehicle to perceive the small environment of the road surface in real time and generate road surface condition data in the process of automatic driving along the vehicle's navigation route. The driving control subsystem is used to generate the driving direction instruction of the vehicle according to the navigation route of the vehicle, and generate the driving route instruction according to the road condition data and the driving authority. The driving direction instruction and the driving route instruction are used to control the automatic driving of the vehicle.

Below, the structure composition and function realization of each subsystem will be introduced in detail.

In this embodiment, the navigation subsystem includes a map unit, a positioning unit and a dynamic optimization unit.

The map unit is used to provide high-precision map data, and based on the map data, generate the navigation route of the vehicle. The positioning unit is used to provide high-precision real-time position information of the vehicle, and mark the real-time position information on the navigation route of the vehicle.

At this stage, the navigation and positioning technology has made great progress, and there are many related technologies. However, these navigation and positioning functions generally stay on the road level and just show the road path. This kind of navigation technology is far from the requirement for vehicles to reasonably avoid road obstacles.

In fact, the current navigation technology, especially the Beidou navigation and positioning technology, has reached a high precision of 10cm. Based on such a high-precision map and high-precision positioning, the navigation information can be marked on a certain lane of the road, that is, with high-precision maps and high-precision positioning. The unit of lane is to display navigation and road data to guide the vehicle to drive in a certain lane. In this embodiment, when there is only one lane, only this lane is used as the navigation route, when there are two lanes, the right lane is used as the navigation route, when there are multiple lanes, the middle lane is used as the navigation route, and the other lanes are used as the navigation route. All lanes are used as spare lanes. Using lanes as a unit for navigation display and prompts helps to avoid obstacles reasonably in the later stage.

At the same time, based on such high-precision positioning, the position of the vehicle is located, and based on the overall size of the vehicle, the occupied area of the vehicle relative to the lane is marked, and the occupied area of the vehicle is marked on the navigation lane. The purpose and benefit of this are that , which can ensure that on the premise of meeting relevant traffic laws and regulations, make full use of different lane spaces on the road, and even the entire road surface, on the premise of ensuring the safety of obstacles, especially pedestrians, to ensure that the vehicle can still plan a safe way forward. route.

Based on high-precision maps and high-precision positioning, combined with the current road traffic conditions, such as current traffic flow, traffic control, vehicle restrictions, road construction and other road environments, generate a road between the starting point and the destination suitable for the vehicle to pass through. Reasonable car navigation route.

In this embodiment, a dynamic optimization unit is also added, which is used to dynamically adjust the navigation route of the vehicle according to the changes of the road environment. For example, if a certain section of the original navigation route is congested, the driver can be prompted whether the navigation needs to be changed. route.

In this embodiment, the pre-planned navigation route of the vehicle in lanes is the basis for the vehicle to travel. After the vehicle meets and avoids obstacles, it returns to the originally planned lane.

In this embodiment, the large road environment corresponds to the small road environment, including various types of obstacles on all lanes, such as fixed obstacles on the road, other vehicles in motion, and pedestrians. The information of these obstacles and various road signs are collectively referred to as road surface condition data. Except for the road signs that have been marked on the high-precision map, they are all sensed and acquired by the environment perception subsystem in real time.

In this embodiment, the environment perception subsystem includes a visual recognition unit and a radar detection unit. The visual recognition unit is used to collect the space video images around the vehicle, and identify road signs and obstacle images according to the space video images; the radar detection unit is used to obtain the location data of obstacles around the vehicle through radar waves, and according to the space video images, identify road signs and obstacle images; Obstacle position data and obstacle images to obtain complete obstacle information.

As mentioned above, the navigation route is from the starting point to the destination, but the change of the road environment is real-time, especially for moving pedestrians. Therefore, the road section that requires the vehicle to perceive and take control strategies in real time is actually based on Part of the road segment based on the current position of the vehicle, including the road surface part within a predetermined distance of all lanes in front of the vehicle, on the side of the vehicle and behind the vehicle. In this embodiment, the length of the road section in front of the vehicle is set to be related to the vehicle speed, because the higher the vehicle speed, the longer the distance traveled in a period of time, and the more advanced analysis and prediction are required. Specifically, in this embodiment, the driving distance of 10 seconds at the current speed of the vehicle is used as the distance range of the road section in front of the vehicle, but the minimum distance range of the road section in front of the vehicle is 50 meters. For example, the current vehicle speed is 36km/h, that is, 10m /s, the driving distance in 10 seconds is 100m, exceeding the minimum limit of 50m, take 100m as the distance range in front of the vehicle for obstacle perception; if the vehicle speed is faster, such as 72km/h, that is, 20m/s, then 10 The driving distance in seconds is 200m, and 200m is taken as the distance range of the road section in front of the vehicle for obstacle perception. However, if the current vehicle speed is lower than 18km/h, that is, lower than 5m/s, the distance traveled by the vehicle within 10 seconds does not exceed 50m. At this time, 50m is taken as the distance range of the road section in front of the vehicle for obstacle perception. This way of taking the value of the distance in front of the vehicle can reserve enough safety distance and route analysis time for the vehicle.

For the side of the vehicle, if the vehicle changes lanes, it may send collision contact with the obstacles on the side of the vehicle. Therefore, it is necessary to sense the obstacles within the range of all lanes on both sides of the vehicle (the minimum value is 10m on each side).

For the rear of the car, since there may be other fast-moving vehicles, the lane change of the vehicle may collide with the fast-approaching vehicle behind. Therefore, the perception range of the rear of the vehicle is the same as that of the front of the vehicle. , and will not be repeated here.

In this embodiment, the visual recognition unit includes a video acquisition device, an image processing unit and a visual analysis unit. High-definition cameras are used as video capture devices to capture video information from the front, side and rear of the car. The image processing unit adopts mature 360-degree panoramic technology for splicing and integration to generate vehicle-centered 360-degree panoramic video data, and intercepts video frame images at 0.1s intervals to generate continuous vehicle-centered 360-degree panoramic video data. 2D image sequence.

The visual analysis unit then uses visual analysis techniques to identify road signs and obstacle images in each 2D image.

As mentioned above, in this embodiment, the obstacles are divided into fixed obstacles and moving obstacles, and their positions, shapes and spatial dimensions need to be sensed. Movement direction and speed. In this embodiment, moving obstacles mainly refer to other moving vehicles and pedestrians. In this embodiment, a pedestrian crossing the road is used as an example for description later in this embodiment. The identification of obstacles adopts the existing mature visual analysis and recognition technology, which is not limited here. Further, the optical flow analysis method combined with the existing mature theory can identify the position of the same obstacle or pedestrian in the continuous images, and distinguish the fixed position of the obstacle. Obstacles and moving obstacles, and motion trends of moving obstacles.

Then, combined with radar detection unit equipment, such as the lidar detection technology widely deployed on vehicles, the detection range of lidar is first mapped to a two-dimensional image, and then the position of obstacles detected by the radar is mapped to the aforementioned two-dimensional image. In the detection range in the image, the position data of the obstacle is obtained, including the angle of the obstacle relative to the forward direction of the vehicle and the distance from the vehicle. The location, spatial shape, range of the road, and motion trend of obstacles constitute the obstacle information.

Finally, all road signs and obstacle information within the perception range are also marked on the high-precision map, especially the movement route of moving obstacles.

Based on the aforementioned high-precision map navigation and real-time environmental perception during vehicle travel, it provides technical support for subsequent vehicle obstacle avoidance and vehicle rendezvous.

In this embodiment, the collaborative control subsystem includes a data sharing unit, a route analysis unit, a driving authority assigning unit, and a driving authority handing over unit. In the process of vehicle rendezvous, a set of feasible collaborative strategies is required to successfully complete the rendezvous of multiple vehicles.

The data sharing unit is used for sending the navigation route of the vehicle within the preset distance in front of the vehicle to other vehicles, and receiving the navigation route of other vehicles sent by other vehicles. All navigation routes are based on lanes. If there are multiple lanes available for passage in a certain road section, it is completely possible to avoid the contention for the right of way by changing lanes. Therefore, only the lane is taken as the unit, and the intersection point appears on the navigation route. At this time, the intersection control strategy of multi-vehicle coordination is required.

The route analysis unit determines whether there is a navigation intersection point based on the navigation route of the own vehicle and the navigation route of other vehicles, and generates intersection point information if there is a navigation intersection point. Since each vehicle is sharing the navigation route, these vehicles will simultaneously generate meeting point information, which includes the location of the meeting point, the distance to the workshop, the estimated time of arrival at the meeting point, and other vehicles involved. Information (speed, distance to meeting point, estimated time of arrival at meeting point, etc.). As shown in Figure 2, in the figure, car No. 1 turns left from point A to point B, car No. 2 turns left from point B to point C, car No. 3 turns left from point C to point D, and car No. 4 turns from point D Turn left and go to point A. Within the perception range of the road environment of the four vehicles, the navigation route will meet at point O. There is no need to consider the time when the vehicle arrives at point O, because for each vehicle, the travel time within the perception range is only 10s. Obviously, within this 10s, the four vehicles must conduct rendezvous and coordination.

The driving authority allocation unit is used to obtain the driving authority according to the information of the intersection point and the preset safe intersection range, that is, which vehicle goes first and which vehicle goes behind, and distinguishes which vehicle can pass through the safe intersection range and which vehicle temporarily Cannot pass safe rendezvous range. In this embodiment, the security meeting range is set to the entire intersection area (in the dotted line box in FIG. 2 ). Of course, it can also be set to a certain range centered on the intersection point, which is not limited in detail here. , in principle, the range should meet the normal traffic of at least one vehicle. As an autonomous vehicle, in principle, it will drive at a constant speed, and there will be no sudden acceleration or deceleration. Based on this, this application adopts a first-come, first-served method, and the vehicle that enters the safe rendezvous area first has the first driving permission. The vehicles that then arrive at the safe rendezvous range are marked as vehicles with the second driving authority, and the driving rights are obtained in the order in which they arrived at the safe rendezvous range. In Figure 3, car No. 1 enters the safe rendezvous range first, which is the vehicle with the first permission to drive, followed by car No. 2, which is the vehicle with the second permission. permissions.

When the No. 1 vehicle marked with the first driving authority leaves the safe rendezvous area, the driving authority transfer unit transfers the first driving authority to the No. 2 vehicle marked with the second driving authority. At this time, the vehicle marked with the second driving authority Car No. 2 is marked as the first driving permission. As shown in Figure 4. At this time, car No. 3 also arrived at the safe rendezvous area and obtained the second driving permission.

This embodiment further considers the situation that if two vehicles enter the safe intersection range at the same time, the vehicle on the narrow road is marked as the first driving authority. Of course, in this case, the driving authority can also be allocated in other ways, and this application will not be exhaustive.

This embodiment further considers that if the vehicle marked with the first driving authority stops running within the safe intersection range, the driving authority transfer unit transfers the first driving authority to the vehicle marked with the second driving authority, which is marked as Vehicles with the second permission to travel are marked as the first permission to travel. When the vehicle marked with the first driving authority leaves the safe rendezvous area, the vehicle staying within the safe crossing area is marked as the first driving authority, and the vehicle can continue the journey. When driving, the driving authority transfer unit transfers the first driving authority to the vehicle marked with the second driving authority, and the vehicle marked with the second driving authority is marked with the first driving authority.

When the vehicle obtains the driving authority, it means that the vehicle is in the multi-vehicle collaborative control system. At this time, only the vehicle marked as the first driving authority can accept the driver's manual operation, and other vehicles do not respond to the driver's vehicle. operation to avoid breaking the driving sequence and rules established earlier.

After the driving authority is established, that is, the driving sequence and the driving rules are established, at this time, the vehicle travels according to the driving sequence and rules. The driving control subsystem includes a driving direction unit and a route command unit.

The driving direction unit generates a driving direction instruction according to the navigation route of the vehicle, which is the general direction of the vehicle's travel. On this basis, the route instruction unit generates a driving route instruction according to the road surface condition data and the driving authority. The driving route instruction is used to avoid obstacles on the vehicle's navigation route, control the vehicle to drive within the safe intersection range, and maintain the The correct route of the vehicle on the vehicle's navigation route, that is, after leaving the safe rendezvous range and completing obstacle avoidance, it will return to the original navigation route. The specific obstacle avoidance operation can use the existing technology, but it should be based on the safe rendezvous range and navigation route, that is, the safe rendezvous range cannot be exceeded due to obstacle avoidance, and lane changes can only be performed within the scope permitted by relevant traffic laws and regulations. drive.

The above-mentioned embodiments are only descriptions of the preferred modes of the present application, and do not limit the scope of the present application. Without departing from the design spirit of the present application, those of ordinary skill in the art can make various Variations and improvements shall fall within the protection scope determined by the claims of this application.

Claims (8)

1. A vehicle-mounted intelligent control system based on environment perception and multi-vehicle cooperation is characterized by comprising a navigation subsystem, an environment perception subsystem, a cooperative control subsystem and a driving control subsystem;

the navigation subsystem is used for generating a vehicle navigation route of the vehicle according to the road large environment between the starting place and the destination of the vehicle, and the vehicle navigation route is displayed by taking a lane as a unit;

the environment perception subsystem is used for perceiving a small road environment in real time to generate road condition data in the automatic running process of the vehicle along the navigation route of the vehicle;

the cooperative control subsystem is used for sharing the vehicle navigation route with other vehicles, receiving other vehicle navigation routes sent by other vehicles, and generating driving permission when intersection points appear on the vehicle navigation route and the other vehicle navigation routes;

the driving control subsystem is used for generating a driving direction instruction of the vehicle according to the vehicle navigation route and generating a driving route instruction according to the road surface condition data and the driving authority, and the driving direction instruction and the driving route instruction are used for controlling the automatic driving of the vehicle.

2. The vehicle-mounted intelligent control system based on environment perception and multi-vehicle cooperation according to claim 1,

the navigation subsystem comprises a map unit, a positioning unit and a dynamic optimization unit;

the map unit is used for providing high-precision map data and generating the navigation route of the vehicle based on the map data;

the positioning unit is used for providing high-precision vehicle real-time position information and marking the real-time position information on the vehicle navigation route;

and the dynamic optimization unit is used for dynamically adjusting the navigation route of the vehicle according to the change of the road large environment.

3. The vehicle-mounted intelligent control system based on environment perception and multi-vehicle cooperation according to claim 2,

the road surface condition data comprises road identification and obstacle information;

the environment perception subsystem comprises a visual recognition unit and a radar detection unit;

the visual recognition unit is used for acquiring a space video picture around the vehicle and recognizing the road mark and the obstacle image according to the space video picture;

the radar detection unit is used for acquiring obstacle position data around the vehicle through radar waves and acquiring obstacle information according to the obstacle position data and the obstacle images.

4. The vehicle-mounted intelligent control system based on environment perception and multi-vehicle cooperation according to claim 2, wherein the cooperative control subsystem comprises a data sharing unit, a route analyzing unit, a driving authority distributing unit and a driving authority transferring unit;

the data sharing unit is used for sending the own vehicle navigation route within a preset distance ahead of the own vehicle to other vehicles and receiving other vehicle navigation routes sent by other vehicles;

the route analysis unit is used for judging whether a navigation intersection point appears or not based on the vehicle navigation route and the other vehicle navigation routes, and if the navigation intersection point appears, intersection point information is generated;

the driving authority distribution unit is used for acquiring driving authority according to the rendezvous point information and a preset safe rendezvous range;

and the driving authority transfer unit is used for transferring the driving authority to other vehicles after the vehicle drives away from the safe intersection range.

5. The vehicle-mounted intelligent control system based on environment perception and multi-vehicle cooperation according to claim 4, wherein a vehicle which firstly enters the safety meeting range is marked as a vehicle with a first driving authority;

then, the vehicles arriving at the safe intersection range are marked as vehicles with second driving authority, and the driving authority is marked according to the sequence of arriving at the safe intersection range;

when the vehicle marked as the first driving authority leaves the safe intersection range, the driving authority transfer unit transfers the first driving authority to the vehicle marked as the second driving authority, and at the moment, the vehicle marked as the second driving authority is marked as the first driving authority.

6. The vehicle-mounted intelligent control system based on environment perception and multi-vehicle cooperation according to claim 5,

if the vehicle marked as the first driving authority stops running in the safe intersection range, the driving authority transfer unit transfers the first driving authority to the vehicle marked as the second driving authority, and the vehicle marked as the second driving authority is marked as the first driving authority at the moment;

when the vehicle marked as the first driving authority leaves the safety intersection range, the vehicle staying in the safety intersection range is marked as the first driving authority, the vehicle can continue to travel, if the vehicle does not travel within a limited time, the driving authority transfer unit transfers the first driving authority to the vehicle marked as the second driving authority, and at the moment, the vehicle marked as the second driving authority is marked as the first driving authority.

7. The vehicle-mounted intelligent control system based on environment perception and multi-vehicle cooperation according to claim 6, wherein only the vehicle marked as the first driving authority can accept manual operation of a driver.

8. The vehicle-mounted intelligent control system based on environment perception and multi-vehicle cooperation according to claim 7, wherein the driving control subsystem comprises a driving direction unit and a route instruction unit;

the driving direction unit is used for generating the driving direction instruction according to the vehicle navigation route;

the route instruction unit is used for generating a driving route instruction according to the road surface condition data and the driving authority, and the driving route instruction is used for avoiding obstacles on the own vehicle navigation route, controlling the own vehicle to run in the safe intersection range and maintaining the correct route of the own vehicle on the own vehicle navigation route.

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