# Intelligent Control of a Driverless Energy Vehicle Based on an Environment Sensing Sensor

Authors: Yuanfei Xue; Zhijiang Lou
Journal: Wireless Communications and Mobile Computing
 (2022)

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## Abstract

In order to solve the complex environment in the process of vehicle driving and the complexity of self-vehicle structure, intelligent vehicles are prone to rear end collision, lateral collision, and other safety accidents in the presence of tall trees, mountains, and other road environments, endangering the safety of people on board. According to parameters such as the speed of the vehicle, the movement of the blind spot, and the relationship between the vehicle and the blind spot, the model is based on the safety mode of the preceding vehicle. Based on the static obstacles that may exist in the sensing blind area, a sensor sensing blind area safety distance model is established. Based on the possible dynamic obstacles, the active collision avoidance algorithm based on the sensor perceived blind area is studied and simulated. The experimental results show that the selected sensor sensing blind area active collision avoidance controller can well adapt to a variety of special and emergency working conditions, can accurately complete the accurate control of sensor sensing blind area active collision avoidance, and avoid collision accidents to the greatest extent. Compared with the control group, the system designed in this paper can avoid more than 80% of the collision scenes compared with the previous anticollision system. It provides a reference for the future research of sensor sensing blind area-related topics and sensor sensing blind area active collision avoidance system. To a certain extent, it can improve the ability of intelligent vehicle environmental perception and reduce the incidence of rear end collision accidents.


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## Body

## 1. Introduction

Nowadays, intelligent vehicles have become one of the hottest research topics in the world. It is predicted that by 2025, the market share of HA class intelligent vehicles (highly autonomous driving) will reach 10%-20%. IHS, a famous consulting organization in the automotive industry, predicts that with the improvement of the international influence of driverless vehicles, its overall scale is catching up with and surpassing new energy vehicles. Eliminate the impact of unknown factors in the road environment on the driving safety of intelligent vehicles, further reduce the probability of lateral and rear end collision accidents of intelligent vehicles, and improve active safety technology, so as to nip the danger in the bud. The research on the active safety control algorithm of driverless vehicles has become the key for various organizations in the automotive field to lead the trend of the international automotive market [1]. Through the safe distance model or safe time distance model, the relative safety state between the intelligent vehicle and the detectable participants (or obstacles) can be accurately judged, and the longitudinal and transverse control systems of the intelligent vehicle can be controlled to prevent the occurrence of collision accidents, as shown in Figure 1. However, in the road environment such as intersections and curves, due to the shielding of tall trees and buildings, there is a blind area for intelligent vehicles to perceive the driving environment within a certain range. Due to the limitation of the sensing ability of intelligent vehicle on-board sensors, the potential traffic accident risk in the sensor sensing blind area cannot be found in time, which makes this kind of potential traffic accident show the characteristics of being latent and sudden. There are some limitations to avoid the potential traffic accident in the sensor sensing blind area according to the existing safe distance model (or safe time distance model). At present, researchers in the field of driverless vehicles have gradually realized the impact of the sensor sensing blind area on the safe driving of intelligent vehicles. However, due to the impact of cost and construction progress, intelligent vehicles have to rely on the on-board sensing system to predict and control potential traffic accidents in the sensor sensing blind area for a long time [2]. The existing research on blind area early warning mainly focuses on the identification of the potential traffic accident risk caused by the driver’s visual direct area and mainly focuses on the identification of the characteristics of traffic participants. For intelligent vehicle automatic driving, the sensor sensing the potential traffic accident risk in the blind area has the characteristics of nondirect observation, dynamic change, and uncertainty. The information based on the on-board sensor cannot directly detect the potential traffic accident risk in the blind area. The potential traffic accident risk characteristics must be mined based on the artificial intelligence algorithm [3]. This paper will identify and classify the sensor sensing area based on the convolution neural network in the image processing algorithm, deeply excavate the motion characteristics of the sensor sensing blind area, predict the potential traffic accident risk caused by the sensor sensing blind area, and reveal the evolution and avoidance mechanism of the potential traffic accident risk in the sensor sensing blind area. Prevent collision accidents caused by insufficient safety distance due to the sudden appearance of obstacles in the blind area perceived by the sensor.Figure 1
Environment sensing sensor.


## 2. Literature Review

Higgins said that the composition of an intelligent driving system is mainly divided into three parts: environmental perception, planning and decision-making, and control execution. Among them, a good perception of the road environment is the premise of safe driving of intelligent vehicles [4]. Jin and others believe that the research on environmental perception in the field of intelligent driving is mainly to identify the road environment information, mine the information affecting the driving safety of intelligent vehicles, predict and evaluate the risk degree of hidden information that cannot be directly observed, and improve the comprehensiveness and real time of driving environment perception [5]. Piao and Liu believe that driverless vehicles mainly rely on a variety of environmental perception sensors to realize the function of environmental perception. In the (assisted driving) intelligent vehicle stage, environmental perception mainly uses a CCD camera, ultrasonic radar, and other sensors to study the detection and tracking algorithms of lane lines, vehicles, and pedestrians. The research results have a good warning effect on some negligent behaviors of drivers. Moreover, when the driver does not control the vehicle, he can directly control the vehicle actuator to brake or steer, so as to fully ensure the driver’s active safety [6]. Jeon and others believe that the performance requirements for environmental perception have been further improved in the PA level (partially autonomous) intelligent vehicle stage, which mainly solves the problems of overall environmental perception, obstacle detection, intersection location, and recognition and map construction based on multisensor fusion [7]. Xia and others said that the environmental sensing sensors in the intelligent driving system mainly include an on-board camera, millimeter wave radar, lidar, etc. In the intelligent driving perception module, the camera is the essential key hardware. The cameras used mainly include a monocular camera and binocular camera [8]. Vorugunti and others believe that the vehicle camera based on machine vision can recognize a variety of objects in the driving environment of intelligent vehicles. With the rapid development of machine vision, the speed of an image processing algorithm and the accuracy of identifying target objects have been greatly improved [9]. Zhang and others said that many existing systems are driverless control systems based on machine vision. The drawback is that these systems take measures such as planning new paths and active collision avoidance for the obstacles identified after image processing based on machine vision and have not carried out theoretical and practical early collision avoidance for the obstacles not perceived by machine vision [10]. Yu and others said that the main task of millimeter wave radar used in intelligent vehicles is to detect relevant information of obstacle targets, including relative position and relative speed [11]. Shafkat and others said that the millimeter wave radar receives the millimeter wave signal reflected by the target through the antenna. After processing, it can quickly obtain the road environment information in front, track and classify the object information perceived by the millimeter wave, then conduct data fusion in combination with the vehicle dynamics information, and finally conduct intelligent processing on the overall data by the ECU [12]. Dijkshoorn and others believe that based on the existing collision avoidance algorithms, if there is a collision risk, the vehicle will warn the driver in various ways such as audible and visual alarm to improve the driver’s alertness, so as to ensure the safety and comfort of the driving process and reduce the accident rate [13].


## 3. Research Methods

### 3.1. Active Collision Avoidance System

Due to the working principle of environmental sensing sensors, the complexity of the environment, and the particularity of working conditions, the sensor sensing blind area generated in the environmental sensing link is very prone to traffic accidents. Therefore, this paper studies the active collision avoidance control algorithm based on the sensor sensing blind area. Due to the sudden and nondirect observation of obstacles in the sensor sensing blind area and the sensitive area with the greatest potential traffic accident risk which is at the boundary between the sensing blind area and the perceptible area, this paper takes it as the main research object. Due to the different types of sensors and the different locations of the sensors on driverless cars, the simultaneous interpretation of different sensors’ blind areas is different. This paper mainly studies the motion characteristics of the perceptual blind area and does not consider the influence of the installation position of the environmental perception sensor on the perceptual blind area [14]. Based on the method of image processing, this paper shows the movement trend of different types of sensors in the perceived blind area and actively avoids the collision of potential obstacles to avoid the traffic risk in the perceived blind area. The active collision avoidance system based on the sensor sensing blind area identifies, classifies, and analyzes the possible sensor sensing blind areas in road driving conditions and studies the active collision avoidance control algorithm of the sensor sensing blind area according to its impact on the environmental sensing link of the intelligent driving vehicle and the kinematic characteristics of the vehicle. The collision avoidance process of the sensor sensing blind area active collision avoidance system is as follows: the on-board vision sensor of the driverless vehicle identifies the sensor sensing blind area and classifies it, analyzes its movement trend, and determines its safety state. According to the determination results, the central controller determines the time when braking or steering is required in combination with the current driving target, vehicle speed, road conditions, and other influencing parameters [15]. When longitudinal active collision avoidance is required, effective braking is carried out according to the sensor perceived blind zone safety distance model to improve the safety of intelligent driving and road traffic rate. Under some special driving conditions, if the intelligent vehicle needs lateral active collision avoidance, the collision avoidance trajectory planning is carried out, and the desired front wheel angle is output to the actuator to control the execution to complete the collision avoidance action.


### 3.2. Sensor Sensing Blind Area Convolution Neural Network

A convolutional neural network (CNN) is a kind of feedforward neural network with depth structure including convolution calculation. It is one of the representative algorithms of depth learning. Because the convolutional neural network can classify translation invariant, it is also called “translation invariant artificial neural network.” The structure of the sensor sensing blind area convolution neural network has seven layers, including an input layer, convolution layer, sampling layer, full connection layer, and output layer. The image in the sensor perception blind spot library is the input of the input layer, and the features of the sensor perception blind spot are monitored through two groups of convolution uniform layers (C) and sampling layers (S) that appear alternately, and the output network is output, given in the output layer. The output includes the type of the identified sensor sensing blind area and the relative distance from the sensor sensing blind area sensitive area [16]. The convolution layer is C1 and C3, which appears at an interval from the sampling layer. Each output feature map in a convolutional layer may affect the convolution of several feature maps in the previous layer. In general, the standard set of convolution processes is
(1)Xjl=f∑i∈MjXjl−1∗kernelijl+Bl.Then, carry out the convolution operation. Convolution is to process the characteristic map of the previous layer to obtain a characteristic map of the lower layer that more represents the characteristics of sensitive areas. If you want to get some neuronsXji in the specification of the l layer, you need to use the convolution kernel Kij to perform the convolution task between the upper layer Xji and the adjacent neurons. The sampling layer eliminates image feature offset and image distortion by reducing the spatial resolution of the network. The calculation formula of neuron X on the sampling layer is
(2)Xjl=f1n∑i∈MjXjl−1+Bl,where n is the window size from the convolution layer to sampling layer.Due to the low capacity of the training equipment introduced in the existing market training, it is difficult to intuitively identify comprehension in some cases. Due to the diversity of actual findings, trainers tend to fail when the visual images and patterns in the model are different. When the distribution of training samples and scene target samples does not match, the detection effect will be significantly reduced. Therefore, this paper will adopt a scene adaptive method segmentation algorithm based on the deep convolutional neural network to improve the detection efficiency [17]. Compared with the segmentation algorithms studied in the offline database, the scene-adaptive segmentation algorithm based on DCNN and self-encoding improves the segmentation accuracy by 4.5% in the last scene.


### 3.3. Kinematic Prediction Model of Potential Obstacles in the Sensor Sensing Blind Area

According to the different motion characteristics and trends of the sensor sensing blind area, the speed model of the sensor sensing blind area is established under reasonable assumptions. The specific details are as follows.Assumption 1.
The driving road is a standard highway with two lanes; driverless cars drive straight in the middle of the road. The relative distanceS1 between driverless vehicles and curves and intersections can be measured. The curve curvature can be measured, the vehicle parameters are known, and the speed prediction model of potential obstacles in the blind area perceived by the sensor is shown in
(3)vobscured−g−r=0,S1≫30,v30−S12Sedge−r,1.7≤S1≤30,kobscuredv,0≤S1<1.7,(4)vobscured−g−l=0,S1≫30,v30−S12Sedge−r,3.8≤S1≤30,kobscuredv,0≤S1<3.8.
The speed model is the actual value obtained by the assumed standard highway, two lanes, and driverless vehicle driving in a straight line in the middle of the road by default. In this section, based on the machine vision recognition of lane width, the relative distance between the driverless vehicle and lane lines on both sides, and the curve curvature, a kinematic prediction model of potential obstacles in the blind area perceived by sensors that is not completely based on the assumption will be established [18].


## 3.1. Active Collision Avoidance System

Due to the working principle of environmental sensing sensors, the complexity of the environment, and the particularity of working conditions, the sensor sensing blind area generated in the environmental sensing link is very prone to traffic accidents. Therefore, this paper studies the active collision avoidance control algorithm based on the sensor sensing blind area. Due to the sudden and nondirect observation of obstacles in the sensor sensing blind area and the sensitive area with the greatest potential traffic accident risk which is at the boundary between the sensing blind area and the perceptible area, this paper takes it as the main research object. Due to the different types of sensors and the different locations of the sensors on driverless cars, the simultaneous interpretation of different sensors’ blind areas is different. This paper mainly studies the motion characteristics of the perceptual blind area and does not consider the influence of the installation position of the environmental perception sensor on the perceptual blind area [14]. Based on the method of image processing, this paper shows the movement trend of different types of sensors in the perceived blind area and actively avoids the collision of potential obstacles to avoid the traffic risk in the perceived blind area. The active collision avoidance system based on the sensor sensing blind area identifies, classifies, and analyzes the possible sensor sensing blind areas in road driving conditions and studies the active collision avoidance control algorithm of the sensor sensing blind area according to its impact on the environmental sensing link of the intelligent driving vehicle and the kinematic characteristics of the vehicle. The collision avoidance process of the sensor sensing blind area active collision avoidance system is as follows: the on-board vision sensor of the driverless vehicle identifies the sensor sensing blind area and classifies it, analyzes its movement trend, and determines its safety state. According to the determination results, the central controller determines the time when braking or steering is required in combination with the current driving target, vehicle speed, road conditions, and other influencing parameters [15]. When longitudinal active collision avoidance is required, effective braking is carried out according to the sensor perceived blind zone safety distance model to improve the safety of intelligent driving and road traffic rate. Under some special driving conditions, if the intelligent vehicle needs lateral active collision avoidance, the collision avoidance trajectory planning is carried out, and the desired front wheel angle is output to the actuator to control the execution to complete the collision avoidance action.


## 3.2. Sensor Sensing Blind Area Convolution Neural Network

A convolutional neural network (CNN) is a kind of feedforward neural network with depth structure including convolution calculation. It is one of the representative algorithms of depth learning. Because the convolutional neural network can classify translation invariant, it is also called “translation invariant artificial neural network.” The structure of the sensor sensing blind area convolution neural network has seven layers, including an input layer, convolution layer, sampling layer, full connection layer, and output layer. The image in the sensor perception blind spot library is the input of the input layer, and the features of the sensor perception blind spot are monitored through two groups of convolution uniform layers (C) and sampling layers (S) that appear alternately, and the output network is output, given in the output layer. The output includes the type of the identified sensor sensing blind area and the relative distance from the sensor sensing blind area sensitive area [16]. The convolution layer is C1 and C3, which appears at an interval from the sampling layer. Each output feature map in a convolutional layer may affect the convolution of several feature maps in the previous layer. In general, the standard set of convolution processes is
(1)Xjl=f∑i∈MjXjl−1∗kernelijl+Bl.Then, carry out the convolution operation. Convolution is to process the characteristic map of the previous layer to obtain a characteristic map of the lower layer that more represents the characteristics of sensitive areas. If you want to get some neuronsXji in the specification of the l layer, you need to use the convolution kernel Kij to perform the convolution task between the upper layer Xji and the adjacent neurons. The sampling layer eliminates image feature offset and image distortion by reducing the spatial resolution of the network. The calculation formula of neuron X on the sampling layer is
(2)Xjl=f1n∑i∈MjXjl−1+Bl,where n is the window size from the convolution layer to sampling layer.Due to the low capacity of the training equipment introduced in the existing market training, it is difficult to intuitively identify comprehension in some cases. Due to the diversity of actual findings, trainers tend to fail when the visual images and patterns in the model are different. When the distribution of training samples and scene target samples does not match, the detection effect will be significantly reduced. Therefore, this paper will adopt a scene adaptive method segmentation algorithm based on the deep convolutional neural network to improve the detection efficiency [17]. Compared with the segmentation algorithms studied in the offline database, the scene-adaptive segmentation algorithm based on DCNN and self-encoding improves the segmentation accuracy by 4.5% in the last scene.


## 3.3. Kinematic Prediction Model of Potential Obstacles in the Sensor Sensing Blind Area

According to the different motion characteristics and trends of the sensor sensing blind area, the speed model of the sensor sensing blind area is established under reasonable assumptions. The specific details are as follows.Assumption 1.
The driving road is a standard highway with two lanes; driverless cars drive straight in the middle of the road. The relative distanceS1 between driverless vehicles and curves and intersections can be measured. The curve curvature can be measured, the vehicle parameters are known, and the speed prediction model of potential obstacles in the blind area perceived by the sensor is shown in
(3)vobscured−g−r=0,S1≫30,v30−S12Sedge−r,1.7≤S1≤30,kobscuredv,0≤S1<1.7,(4)vobscured−g−l=0,S1≫30,v30−S12Sedge−r,3.8≤S1≤30,kobscuredv,0≤S1<3.8.
The speed model is the actual value obtained by the assumed standard highway, two lanes, and driverless vehicle driving in a straight line in the middle of the road by default. In this section, based on the machine vision recognition of lane width, the relative distance between the driverless vehicle and lane lines on both sides, and the curve curvature, a kinematic prediction model of potential obstacles in the blind area perceived by sensors that is not completely based on the assumption will be established [18].


## 4. Result Analysis

### 4.1. Simulation and Test of the Sensor Sensing Blind Zone Safety Distance Model Based on Static Obstacles

In this paper, CarSim and MATLAB are used for joint simulation. CarSim human-computer interaction interface can select appropriate vehicle parameters for simulation. Convenient scene selection provides convenient scene options for sensor sensing blind areas. In MATLAB, the safety distance model of the sensor sensing blind area is established by using the Simulink toolbox. The road adhesion coefficient is taken as 0.7, and the time delay of the intelligent vehicle sensing link is 0.2 s. The two potential traffic accident areas of the gradual open sensing blind area and follow-up sensing blind area are simulated and analyzed, respectively. The simulation results show that in a specific road area, the value of the minimum safety distance calculated by the sensor perceived blind area safety distance model is less than two typical safety distance models. The blind zone safety distance model not only shortens the time to judge whether there are obstacles by relying on the convolution neural network but also takes the blind zone boundary line as a suspected obstacle, eliminates the reaction time, and improves the active safety performance of intelligent vehicles [19]. At the same time, it is necessary to pass safely and quickly in areas prone to potential traffic accidents such as curves and intersections. Because of its predictability and relatively short safety distance, the safety distance model in this paper ensures that the intelligent vehicle can quickly pass through the area prone to potential traffic accidents on the premise of high safety performance. Gradual open sensing blind zone simulation is carried out. In simulation conditions, there are intersections ahead, and there are trees and buildings in the road environment, which affect the environmental perception of intelligent vehicles. The adhesion coefficient is 0.7 s, and the smart car understands that the running time is 0.2 s. The vehicle runs normally at the speed of 80 km/h, decelerates to 36 km/h, and then drives into the intersection. At the same time, when there are stationary obstacles at the edge line of the blind area in 8 s, the vehicle will brake immediately until the speed is reduced to 0. The speed and driving distance of the intelligent vehicle in the simulation are shown in Figure 2.Figure 2
Comparison of simulation data of the gradual opening blind area.
(a)
Speed(b)
DisplacementIn simulation conditions, the front is a curve, and there are trees and buildings in the road environment, which affect the environmental perception of intelligent vehicles. The adhesion coefficient is 0.7 s, and the smart car understands that the running time is 0.2 s. The normal driving speed of the vehicle is 80 km/h, and it will enter a right bend after decelerating to 34 km/h. The boundary line of the blind area is about 10 m away from the intelligent vehicle. At the same time, if there are stationary obstacles at the edge line of the simulated blind area, the vehicle will brake immediately until the speed is reduced to 0 [20]. The speed and driving distance of the vehicle are shown in Figure 3.Figure 3
Comparison diagram of follow-up blind area simulation data.
(a)
Speed(b)
DisplacementWhen the driverless vehicle senses that the sensor senses a sudden obstacle at the edge line of the blind area,(1)
using the sensor sensing blind zone safety distance model, it takes only about 1 s to park after active braking, and it only takes 5.4 m from sensing the obstacle to self-parking, which is less than the relative distance between the vehicle and the obstacle, so there will be no rear end collision with the static obstacle in front(2)
using the safe distance model based on the braking process, it takes about 3 s to park completely after active braking, and after 24.6 m from the occurrence of an obstacle to the stationary of the vehicle, which is greater than the relative distance between the vehicle and the obstacle, the rear end will collide with the stationary obstacle in front(3)
using the sensor sensing blind zone safety distance model, it only takes about 2 s to park after active braking, and it only takes 7.6 m from the occurrence of obstacles to the stationary of the vehicle, which is less than 10 m. There will be no rear end collision to the stationary obstacles in front [21](4)
using the safe distance model based on the braking process, it takes 4 s to park after active braking, and after 30.8 m from the occurrence of an obstacle to the rest of the vehicle, more than 10 m, the rear end will collide with the static obstacle in front


### 4.2. Real Vehicle Test

Due to the high degree of danger of dynamic obstacles, the real vehicle test mainly focuses on the active collision avoidance test of static obstacles. The test is mainly divided into the following two directions: (1) turn right at the intersection without traffic lights and with a narrow field of vision at normal speed and (2) drive into the curve with tall shrubs on the roadside at normal speed. The real vehicle test is carried out under the two working conditions of static obstacles and no static obstacles at the intersection, and the vehicle passes through the intersection at a speed lower than the normal driving speed. The test data are shown in Figure4. Figure 4 shows the test data of gradual open sensing blind area, and Figure 4(a) shows the curve of getting off speed without obstacles in the sensing blind area with the relative distance between the vehicle and the intersection. Observe from right to left. If the gradual open sensing blind area is considered, as the driverless vehicle gets closer and closer to the intersection, the speed gradually begins to decrease from the original increase. After reducing to the safe speed, if no obstacles are perceived, accelerate appropriately through the gradual open sensing blind area. If the sensor sensing blind area is not considered, the vehicle will pass through the gradual sensing blind area at a higher speed. Figure 4(b) is the curve of the relative distance between the static obstacle and the vehicle’s sensing blind zone in the sensing blind area. If the involute blind area is taken into consideration, the speed of the driverless vehicle is low, and the speed of the vehicle will be adjusted to the safe speed ahead of time. After the obstacle is perceived, it will be immobilized slowly until it is completely static, and it will not collide with the static obstacle. If we do not consider the blind area of gradual opening perception, we still drive to the intersection at high speed and have collided with static obstacles when braking is completed, with a high degree of risk [22]. Figure 4(c) shows the curve of the vehicle speed changing with the relative distance between the vehicle and the sensor sensing blind area when there are dynamic obstacles in the sensing blind area. If the gradual open sensing blind area is considered, the vehicle speed will be continuously adjusted with the moving speed of the dynamic obstacles. If the gradual open sensing blind area is not considered, the driver will directly brake to avoid, which will reduce the road passing rate. Therefore, it is necessary to consider the gradual open sensing blind area to improve the active safety performance of vehicles and the passing rate of roads.Figure 4
Test data of the gradual open sensing blind area.
(a)
There are no obstacles(b)
There are static obstacles(c)
There are dynamic obstaclesThe real vehicle test of follow-up perception blind area is carried out. Due to the influence of other traffic participants in the real vehicle test, this paper will adopt low speed and low braking force to verify the effectiveness of the active collision avoidance function in the real vehicle test. The real vehicle test shall be carried out under various working conditions such as the presence and absence of obstacles in the curve, and the vehicle shall pass through the intersection at a speed lower than the normal driving speed. The test data are shown in Figure5. Figure 5 shows the test data of the follow-up sensing blind area. Figure 5(a) shows the curve of the vehicle speed with the relative distance between the vehicle and the sensor sensing blind area when there are no obstacles in the sensing blind area. Since it is not a curve with time, different vehicle speeds will be displayed at the same distance. On the whole, the speed of driverless vehicles is variable but stable. Figure 5(b) shows the curve of the vehicle speed changing with the relative distance between the vehicle and the sensor sensing blind area when there are static obstacles in the sensing blind area. The vehicle speed will decrease gently with the vehicle braking.Figure 5
Test data of the blind area of follow-up perception.
(a)
There are no obstacles(b)
There are static obstaclesThe real vehicle test data of the gradual open sensing blind area and follow-up sensing blind area verify the correctness and effectiveness of the active collision avoidance algorithm in this paper. Due to the influence of complex roads, the sensor sensing blind area generated in the driving process of driverless vehicles will have a great impact on the safety performance of vehicles, which is very prone to collision accidents. The sensor sensing blind area active collision avoidance control algorithm studied in this paper focuses on the active collision avoidance methods in different blind areas. The real vehicle test verifies the effectiveness of the algorithm and improves the active safety performance of driverless vehicles.


## 4.1. Simulation and Test of the Sensor Sensing Blind Zone Safety Distance Model Based on Static Obstacles

In this paper, CarSim and MATLAB are used for joint simulation. CarSim human-computer interaction interface can select appropriate vehicle parameters for simulation. Convenient scene selection provides convenient scene options for sensor sensing blind areas. In MATLAB, the safety distance model of the sensor sensing blind area is established by using the Simulink toolbox. The road adhesion coefficient is taken as 0.7, and the time delay of the intelligent vehicle sensing link is 0.2 s. The two potential traffic accident areas of the gradual open sensing blind area and follow-up sensing blind area are simulated and analyzed, respectively. The simulation results show that in a specific road area, the value of the minimum safety distance calculated by the sensor perceived blind area safety distance model is less than two typical safety distance models. The blind zone safety distance model not only shortens the time to judge whether there are obstacles by relying on the convolution neural network but also takes the blind zone boundary line as a suspected obstacle, eliminates the reaction time, and improves the active safety performance of intelligent vehicles [19]. At the same time, it is necessary to pass safely and quickly in areas prone to potential traffic accidents such as curves and intersections. Because of its predictability and relatively short safety distance, the safety distance model in this paper ensures that the intelligent vehicle can quickly pass through the area prone to potential traffic accidents on the premise of high safety performance. Gradual open sensing blind zone simulation is carried out. In simulation conditions, there are intersections ahead, and there are trees and buildings in the road environment, which affect the environmental perception of intelligent vehicles. The adhesion coefficient is 0.7 s, and the smart car understands that the running time is 0.2 s. The vehicle runs normally at the speed of 80 km/h, decelerates to 36 km/h, and then drives into the intersection. At the same time, when there are stationary obstacles at the edge line of the blind area in 8 s, the vehicle will brake immediately until the speed is reduced to 0. The speed and driving distance of the intelligent vehicle in the simulation are shown in Figure 2.Figure 2
Comparison of simulation data of the gradual opening blind area.
(a)
Speed(b)
DisplacementIn simulation conditions, the front is a curve, and there are trees and buildings in the road environment, which affect the environmental perception of intelligent vehicles. The adhesion coefficient is 0.7 s, and the smart car understands that the running time is 0.2 s. The normal driving speed of the vehicle is 80 km/h, and it will enter a right bend after decelerating to 34 km/h. The boundary line of the blind area is about 10 m away from the intelligent vehicle. At the same time, if there are stationary obstacles at the edge line of the simulated blind area, the vehicle will brake immediately until the speed is reduced to 0 [20]. The speed and driving distance of the vehicle are shown in Figure 3.Figure 3
Comparison diagram of follow-up blind area simulation data.
(a)
Speed(b)
DisplacementWhen the driverless vehicle senses that the sensor senses a sudden obstacle at the edge line of the blind area,(1)
using the sensor sensing blind zone safety distance model, it takes only about 1 s to park after active braking, and it only takes 5.4 m from sensing the obstacle to self-parking, which is less than the relative distance between the vehicle and the obstacle, so there will be no rear end collision with the static obstacle in front(2)
using the safe distance model based on the braking process, it takes about 3 s to park completely after active braking, and after 24.6 m from the occurrence of an obstacle to the stationary of the vehicle, which is greater than the relative distance between the vehicle and the obstacle, the rear end will collide with the stationary obstacle in front(3)
using the sensor sensing blind zone safety distance model, it only takes about 2 s to park after active braking, and it only takes 7.6 m from the occurrence of obstacles to the stationary of the vehicle, which is less than 10 m. There will be no rear end collision to the stationary obstacles in front [21](4)
using the safe distance model based on the braking process, it takes 4 s to park after active braking, and after 30.8 m from the occurrence of an obstacle to the rest of the vehicle, more than 10 m, the rear end will collide with the static obstacle in front


## 4.2. Real Vehicle Test

Due to the high degree of danger of dynamic obstacles, the real vehicle test mainly focuses on the active collision avoidance test of static obstacles. The test is mainly divided into the following two directions: (1) turn right at the intersection without traffic lights and with a narrow field of vision at normal speed and (2) drive into the curve with tall shrubs on the roadside at normal speed. The real vehicle test is carried out under the two working conditions of static obstacles and no static obstacles at the intersection, and the vehicle passes through the intersection at a speed lower than the normal driving speed. The test data are shown in Figure4. Figure 4 shows the test data of gradual open sensing blind area, and Figure 4(a) shows the curve of getting off speed without obstacles in the sensing blind area with the relative distance between the vehicle and the intersection. Observe from right to left. If the gradual open sensing blind area is considered, as the driverless vehicle gets closer and closer to the intersection, the speed gradually begins to decrease from the original increase. After reducing to the safe speed, if no obstacles are perceived, accelerate appropriately through the gradual open sensing blind area. If the sensor sensing blind area is not considered, the vehicle will pass through the gradual sensing blind area at a higher speed. Figure 4(b) is the curve of the relative distance between the static obstacle and the vehicle’s sensing blind zone in the sensing blind area. If the involute blind area is taken into consideration, the speed of the driverless vehicle is low, and the speed of the vehicle will be adjusted to the safe speed ahead of time. After the obstacle is perceived, it will be immobilized slowly until it is completely static, and it will not collide with the static obstacle. If we do not consider the blind area of gradual opening perception, we still drive to the intersection at high speed and have collided with static obstacles when braking is completed, with a high degree of risk [22]. Figure 4(c) shows the curve of the vehicle speed changing with the relative distance between the vehicle and the sensor sensing blind area when there are dynamic obstacles in the sensing blind area. If the gradual open sensing blind area is considered, the vehicle speed will be continuously adjusted with the moving speed of the dynamic obstacles. If the gradual open sensing blind area is not considered, the driver will directly brake to avoid, which will reduce the road passing rate. Therefore, it is necessary to consider the gradual open sensing blind area to improve the active safety performance of vehicles and the passing rate of roads.Figure 4
Test data of the gradual open sensing blind area.
(a)
There are no obstacles(b)
There are static obstacles(c)
There are dynamic obstaclesThe real vehicle test of follow-up perception blind area is carried out. Due to the influence of other traffic participants in the real vehicle test, this paper will adopt low speed and low braking force to verify the effectiveness of the active collision avoidance function in the real vehicle test. The real vehicle test shall be carried out under various working conditions such as the presence and absence of obstacles in the curve, and the vehicle shall pass through the intersection at a speed lower than the normal driving speed. The test data are shown in Figure5. Figure 5 shows the test data of the follow-up sensing blind area. Figure 5(a) shows the curve of the vehicle speed with the relative distance between the vehicle and the sensor sensing blind area when there are no obstacles in the sensing blind area. Since it is not a curve with time, different vehicle speeds will be displayed at the same distance. On the whole, the speed of driverless vehicles is variable but stable. Figure 5(b) shows the curve of the vehicle speed changing with the relative distance between the vehicle and the sensor sensing blind area when there are static obstacles in the sensing blind area. The vehicle speed will decrease gently with the vehicle braking.Figure 5
Test data of the blind area of follow-up perception.
(a)
There are no obstacles(b)
There are static obstaclesThe real vehicle test data of the gradual open sensing blind area and follow-up sensing blind area verify the correctness and effectiveness of the active collision avoidance algorithm in this paper. Due to the influence of complex roads, the sensor sensing blind area generated in the driving process of driverless vehicles will have a great impact on the safety performance of vehicles, which is very prone to collision accidents. The sensor sensing blind area active collision avoidance control algorithm studied in this paper focuses on the active collision avoidance methods in different blind areas. The real vehicle test verifies the effectiveness of the algorithm and improves the active safety performance of driverless vehicles.


## 5. Conclusion

This paper deeply studies the sensor sensing blind area, analyzes its characteristics, establishes the kinematic prediction model of potential obstacles in the sensor sensing blind area, establishes the safe distance model of the sensor sensing blind area, and studies the active collision avoidance control algorithm of the sensor sensing blind area based on dynamic obstacles to avoid interfering with the normal driving of other traffic participants. The effectiveness of the sensor sensing blind area active collision avoidance control algorithm in a real vehicle test and the environmental sensing sensors selected for a variety of intelligent vehicles are studied, including machine vision sensor, millimeter wave radar, and lidar. Understand its working principle, working performance, detailed parameters, and actual application effect. The convolutional neural network is used to identify and classify the blind area perceived by sensors, the machine vision algorithm is used to obtain the relative distance information, and the on-board sensor is used to obtain the vehicle driving information. Study the formation process of the sensor sensing blind area, analyze the motion change law, collect multiple groups of sensor sensing blind area pictures, establish the sensor sensing blind area database, summarize the motion characteristics and laws of the sensor sensing blind area, and establish the kinematic prediction model of potential obstacles in the sensor sensing blind area, so as to provide a good foundation for the next study of the sensor sensing blind area active collision avoidance control algorithm. According to the kinematic model to predict potential problems in the field of visual impairment, the proximity of undriven vehicles, sensor blind sales, vehicle speed, and other variables, including the safety standards based on prior problem characteristics as the core, the sensor perception blind area active collision method to establish a safety model is generally determined. Active collision avoidance is realized by sensors that sense obstacles that may exist in the blind area. At the same time, research the active collision avoidance control algorithm based on dynamic obstacles to avoid interfering with the normal driving of other traffic participants, further improve the active safety performance of intelligent driving vehicles, and reduce the road accident rate. Test the sensor sensing blind area active collision avoidance controller, and conduct the real vehicle test after the offline test of the hardware system and software system. The effectiveness of the controller in the sensor sensing blind area road environment is verified under various working conditions. The test results show that the designed active collision avoidance controller can brake in advance when the intelligent vehicle is about to drive into the sensor sensing blind area and realize active collision avoidance through the sensor sensing blind area safely and efficiently.



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*Source: 4297888-2022-05-26.xml*