CN113168769A

CN113168769A - Intelligent and adaptive traffic control system

Info

Publication number: CN113168769A
Application number: CN201980080375.4A
Authority: CN
Inventors: P·D·马丁; J·P·戴维斯; M·J·绍敏; S·M·查维斯; D·W·梅林格三世; J·A·多尔蒂; A·库什勒耶夫; T·范斯科克; R·E·凯斯勒; M·B·库利巴利; K·W·切拉塞
Original assignee: Qualcomm Inc
Current assignee: Qualcomm Inc
Priority date: 2018-12-21
Filing date: 2019-10-29
Publication date: 2021-07-23
Also published as: TW202025103A; KR20210099584A; EP3899903A2

Abstract

Various embodiments include methods, systems, and devices for interactive control of traffic. A method that may be performed by operation of a system and/or device may include receiving, for example, by an interactive traffic control device, precise location and status information associated with a first vehicle on a roadway. The interactive traffic control device may also determine at least one salient element in the accurate location and status information, determine a customized dynamic traffic control directive based on the accurate location and status information, and determine whether the customized dynamic traffic control directive conflicts with the at least one salient element. In addition, the interactive traffic control device may transmit the customized dynamic traffic control instructions to the first vehicle in response to determining that the customized dynamic traffic control instructions do not conflict with the at least one salient element.

Description

Intelligent and adaptive traffic control system

RELATED APPLICATIONS

The present application claims benefit of priority from U.S. provisional application No. 62/783,417 entitled "Intelligent and Adaptive Traffic Control System" filed on 21.12.2018, the entire contents of which are hereby incorporated by reference herein for all purposes.

Background

Traffic signs are typically static signs (e.g., stop signs), timing signals (e.g., traffic lights that cycle through a hard-coded lighting sequence), and reactive signals (e.g., traffic lights that react to a detected vehicle using sensors, such as magnetic strips integrated in sidewalks). In many cases, modern signs and signals can result in sub-optimal traffic patterns, which can force vehicles to slow down or stop unnecessarily (e.g., for traffic signs/lights) when there is no cross traffic or inadvertent transit through areas with heavy or congested traffic.

Vehicle communication systems and standards are under development to support intelligent highway, autonomous and semi-autonomous vehicles and to improve the overall efficiency and safety of highway transportation systems. Some vehicles include vehicle-to-infrastructure (V2X) and/or vehicle-to-vehicle (i.e., V2V) communication systems and functions that provide the vehicle with the ability to broadcast vehicle information that road transport systems and other vehicles can receive and process to improve traffic conditions.

Disclosure of Invention

Various aspects include methods and systems and devices configured to perform such methods for interactive control of traffic. Various aspects may include: receiving, for example by an interactive traffic control device, precise location and status information associated with a first vehicle on a roadway; and determining at least one salient element in the precise location and status information; determining customized dynamic traffic control instructions based on the precise location and status information; and determining whether the customized dynamic traffic control directive conflicts with the at least one salient element; and in response to determining that the customized dynamic traffic control instruction does not conflict with the at least one salient element, sending the customized dynamic traffic control instruction to the first vehicle.

In some aspects, the at least one salient element may include a current route of the first vehicle to a destination. In some aspects, the at least one salient element may include an indication that the user is actively looking for a route alternative. In some aspects, the at least one salient element may include an indication that the user does not want to be presented with an advertisement. In some aspects, the at least one salient element includes an indication that the user has a route preference. In some aspects, the at least one salient element may include an indication that the first vehicle should remain within a set distance from a second identified vehicle. In some aspects, the customized dynamic traffic control instructions may include congestion information associated with a vehicle route identified from the precise location and status information. In some aspects, the customized dynamic traffic control instructions may include information associated with local attractions within the area of the approaching exit relative to the current location of the first vehicle. In some aspects, the interactive traffic control device may receive information associated with the customized dynamic traffic control instructions from a traffic management server.

Further aspects include an interactive traffic control device comprising a processor configured with processor-executable instructions to perform the operations of any of the methods outlined above. Further aspects include a non-transitory processor-readable storage medium having stored thereon processor-executable software instructions configured to cause a processor of an interactive traffic control device to perform operations of any of the methods outlined above. Further aspects include a processing device for use in an interactive traffic control device and configured to perform the operations of any of the methods outlined above.

Drawings

The accompanying drawings, which are incorporated herein and constitute part of this specification, illustrate exemplary embodiments of the claims and, together with the general and detailed description given, serve to explain the features herein.

FIG. 1 is a schematic system diagram illustrating components of an adaptive traffic management system suitable for implementing various embodiments.

FIG. 2 is a schematic block diagram of an example intelligent and adaptive traffic sign suitable for implementing various embodiments.

FIG. 3 is a schematic block diagram illustrating components of an example dynamic traffic control system in accordance with various embodiments.

Fig. 4A and 4B are schematic diagrams illustrating a vehicle suitable for implementing various embodiments.

FIG. 5 is a schematic block diagram illustrating components of an example control unit for use in a vehicle, in accordance with various embodiments.

Fig. 6A and 6B are graphical representations of a display on an interactive traffic control device changing from a stop sign to a yield sign, in accordance with various embodiments.

Fig. 7A and 7B are graphical representations of a display on an interactive traffic control device that changes from a straight-only sign to a right-turn-only sign, according to various embodiments.

Fig. 8A and 8B are graphical representations of a display on an interactive traffic control device that changes from a no left turn sign to a blank sign, according to various embodiments.

Fig. 9A and 9B are graphical representations of a display on an interactive traffic control device that changes from a 45 miles per hour (mph) speed limit sign to a 25mph speed limit sign, according to various embodiments.

10A-10C are graphical representations of a display on an interactive traffic control device that changes from two forms of a crosswalk countdown signal to a cross-over disabled flag, according to various embodiments.

11A and 11B are graphical representations of a display on an interactive traffic control device on a roadway where one sign changes from a 45mph speed limit sign to a lane closure (lane change) sign with an arrow, according to various embodiments.

FIG. 12 is a graphical representation of a traffic environment including an interactive traffic control device suitable for implementing various embodiments.

Fig. 13 is a communication flow diagram in accordance with various embodiments.

Fig. 14A and 14B are graphical representations of displays 501, 511 on an in-vehicle computing device showing customized dynamic traffic control instructions, in accordance with various embodiments.

Fig. 15 is a process flow diagram of an example method of determining and sending updates to precise location and status information in accordance with various embodiments.

Fig. 16 is a process flow diagram of an example method of managing an adaptive traffic management system, in accordance with various embodiments.

Fig. 17 is a process flow diagram of an example method of determining and sending vehicle-specific updates for an interactive traffic control device to transmit dynamic traffic control instructions, in accordance with various embodiments.

Fig. 18 is a process flow diagram of an example method of determining and sending customized dynamic traffic control instructions in accordance with various embodiments.

Fig. 19 is a process flow diagram of an example method of determining and sending updates to dynamic traffic control instructions in accordance with various embodiments.

Fig. 20 is a process flow diagram of an example method of determining and sending customized dynamic traffic control instructions in accordance with various embodiments.

21A and 21B are graphical representations of a display on an in-vehicle computing device showing customized dynamic traffic control instructions, in accordance with various embodiments.

Fig. 22 is a graphical representation of a first display on an in-vehicle computing device and a second display on a roadside display of an interactive traffic control device showing customized dynamic traffic control instructions, in accordance with various embodiments.

FIG. 23 is a process flow diagram of an example method of determining and sending customized dynamic traffic control instructions including alternative route alternatives, according to some embodiments.

Fig. 24A and 24B are graphical representations of a display on an in-vehicle computing device showing customized dynamic traffic control instructions, according to some embodiments.

Fig. 25 is a process flow diagram of an example method of determining and transmitting customized dynamic traffic control instructions for a set limited number of vehicles, in accordance with various embodiments.

Detailed Description

Various embodiments will be described in detail with reference to the accompanying drawings. Wherever possible, the same reference numbers will be used throughout the drawings to refer to the same or like parts. References to specific examples and embodiments are for illustrative purposes, and are not intended to limit the scope of the claims.

Various embodiments include systems that enable vehicles to report various types of information about the vehicles to an adaptive traffic management system. In particular, the vehicle may report precise location and status information of the vehicle to the adaptive traffic management system via the network. Such precise location and status information may include much more content than vehicle location, speed, and direction of travel. For example, the precise location and status information may include precise details regarding vehicle movement and orientation, as well as destination, fuel/power levels, emergency status, restrictions, functions, equipment issues, owner/operator travel preferences, and/or owner/operator identification information. The adaptive traffic management system, in turn, may collect and analyze autonomous vehicle information and similar information from numerous other vehicles as part of traffic planning and management. The adaptive traffic management system may then communicate with the autonomous vehicles and other vehicles, for example, by using interactive traffic control devices, and those vehicles may use such instructions (e.g., following adaptive traffic signs) for navigation. Thus, various embodiments may enable improved traffic flow management, reduce vehicle waiting times, reduce emergency response times, and reduce traffic delays, which also reduces pollution.

Some contemporary highway systems include traffic lights and other signs that change their display or period based on time of day, congestion, or at a preset period. Using information collected from road sensors, traffic control systems may attempt to implement limited congestion control measures. For example, lane on/off signs or dynamic road geometry elements (i.e., movable road barriers) may be activated to limit or expand the number of lanes available on a road in a particular direction. Such conventional systems fail to account for information beyond vehicle position, speed, and/or direction of travel. In addition, conventional systems do not reward the vehicle owner for cooperating with vehicle traffic management, other than physically controlling access to the road or lanes in the road.

Various embodiments support traffic flow management by leveraging the sensors and processing capabilities of modern motor vehicles (e.g., autonomous and semi-autonomous vehicles), available high-speed communications (e.g., 5G cellular networks), and the fast decision-making capabilities of computerized systems that may be maintained by traffic authorities. Modern vehicles may be equipped with vehicle systems such as sensor systems (e.g., cameras, radar, lidar, GPS receivers, etc.) and autonomous/semi-autonomous navigation and control systems that determine and refine their location (e.g., to support vehicle navigation) and status (e.g., to support safety systems). Autonomous vehicles may also be equipped with vehicle-to-anything communication systems (e.g., V2X and/or V2V), which may be used to communicate their precise location and status information. Thus, V2X communication may allow vehicles to communicate precise location and status information to an adaptive traffic management system. Informed by the precise location and status information received from a multitude of vehicles, and using information collected by fixed and/or mobile road sensors and other adaptive traffic management infrastructure, the adaptive traffic management system may take action to manage traffic flow and improve safety. Additionally, the V2X communication may allow the adaptive traffic management system to send information (e.g., instructions, advisories, updates) to the vehicle. V2V communication may also allow autonomous vehicles that are close to or approaching each other to avoid collisions or other hazards, and share information intended to be distributed by the adaptive traffic management system.

Various embodiments include an adaptive traffic management system equipped with interactive traffic control devices that can be scheduled such that (i) vehicles do not unnecessarily stop when there is no cross traffic, (ii) vehicles are dynamically rerouted to lighter traffic areas, and (iii) traffic is distributed over a larger area to improve throughput on a large scale. Such interactive traffic control devices may predict when a vehicle arrives and may also use information about the vehicle destination to potentially ensure that a protected turn is available upon arrival of the vehicle. Adaptive traffic management systems may use such interactive traffic control devices to purposefully create groupings of vehicles traveling in dense formations, which may allow for the interleaving of cross-traffic flows between individual batches of vehicles at traffic intersections. While traffic is generally a zero-sum game in favor of one vehicle that may hinder another, there are situations where hindering one or more vehicles while favoring one or more other vehicles may benefit the system as a whole. For example, grouping a collection of vehicles may create gaps between the groups, thereby providing openings for cross traffic to pass through.

In various embodiments, the adaptive traffic management system may use interactive traffic control devices to control or affect vehicle traffic. In the case of autonomous or semi-autonomous vehicles, the adaptive traffic management system may exert direct control using interactive traffic control devices that send traffic commands to those vehicles. Alternatively, an autonomous or semi-autonomous vehicle may react to and/or respond to instructions from the interactive traffic control device as programmed by the vehicle owner or operator. In the case of a non-autonomous vehicle or semi-autonomous vehicle that is not configured to autonomously respond to an adaptive traffic management system, communications with the vehicle operator may be pushed through an interactive traffic control device located beside or near the roadway or to an onboard display within the vehicle. The interactive traffic control device may be configured to encourage driver cooperation through incentives, which may be financial and/or in the form of credits (credit) for future advantageous traffic management treatments.

As used herein, the terms "component," "system," "unit," and the like are intended to include a computer-related entity, such as but not limited to hardware, firmware, a combination of hardware and software, or software in execution, which is configured to perform a particular operation or function. For example, a component may be, but is not limited to being, a process running on a processor, an object, an executable, a thread of execution, a program, and/or a computer. By way of illustration, both an application running on a communication device and the communication device can be referred to as a component. One or more components may reside within a process and/or thread of execution and a component may be localized on one processor or core and/or distributed between two or more processors or cores. In addition, these components can execute from various non-transitory computer readable media having various instructions and/or data structures stored thereon. The components may communicate by: local and/or remote processes, function or procedure calls, electronic signals, data packets, memory reads/writes, and other known computer, processor, and/or process related communication methods.

Various embodiments may be implemented within various adaptive traffic management systems configured to provide customized dynamic traffic control instructions to individual vehicles. An example adaptive traffic management system 100 is shown in fig. 1. Referring to fig. 1, the adaptive traffic management system 100 may include an adaptive traffic management server 110, the adaptive traffic management server 110 configured to determine and generate dynamic traffic control instructions for individual vehicles traveling on a roadway managed by the adaptive traffic management server 110. Additionally or alternatively, the adaptive traffic management system 100 may include one or more interactive traffic control devices 200 configured to determine and generate dynamic traffic control instructions for individual vehicles traveling on adjacent roads or intersections.

The adaptive traffic management server 110 may be configured to communicate with one or more autonomous vehicles and/or wireless communication devices 190 (e.g., carried onboard or installed in the non-autonomous or semi-autonomous vehicle 90; hereinafter referred to as "non/semi-autonomous vehicles"). Wireless communication device 190 may be a mobile computing device (e.g., a cell phone) configured to be easily removed from non/semi-autonomous vehicle 90, or may be an installed electronic component of non/semi-autonomous vehicle 90. The autonomous vehicle 80 and/or the wireless communication device 190 may send accurate location and status information about the respective vehicle to the adaptive traffic management server 110. In response to receiving the precise location and status information, the adaptive traffic management server 110 may send dynamic traffic control instructions to the autonomous vehicle 80 and/or the wireless communication device 190.

The interactive traffic control device 200 may be configured to communicate more directly with the autonomous vehicle 80 and/or the wireless communication device 190. In this manner, the autonomous vehicle 80 and/or the wireless communication device 190 may send precise location and status information directly to one or more of the interactive traffic control devices 200. Further, the interactive traffic control device 200 may receive accurate location and status information, traffic data, or dynamic traffic control information from various elements of the traffic management infrastructure (e.g., the adaptive traffic management server 110, the road sensors 60, the conventional traffic signaling devices 70, and other interactive traffic control devices 200). Additionally, the interactive traffic control device 200 may determine or partially determine the dynamic traffic control instructions and transmit them to the autonomous vehicle 80 and/or the wireless communication device 190.

The precise location and status information may include detailed information associated with the autonomous vehicle and the vehicle owner and/or operator, such as vehicle specifications (e.g., size, weight, color, etc.), location, speed, acceleration, direction of travel, attitude, orientation, destination, fuel/power levels, emergency (e.g., whether the autonomous vehicle is an emergency vehicle or a private individual in an emergency), restrictions (e.g., heavy/wide load, turn restrictions, High Occupancy Vehicle (HOV) authorization, etc.), functions of the autonomous vehicle (e.g., all-wheel drive, four-wheel drive, snow tire, chain), equipment issues (e.g., low tire pressure, weak brakes, etc.), travel preferences of the owner/operator (e.g., preferred lanes, roads, routes, and/or destinations, preferences to avoid tolls or highways, etc, Preference for fastest route, etc.) and/or owner/operator identification information.

The adaptive traffic management server 110 may include one or more computing systems configured to provide real-time adaptive traffic planning and management for one or more roads, intersections, sites, or areas. For example, the adaptive traffic management server 110 may include one or more separate databases 115, signal/signal management servers 120 and/or Vehicle Control (VC) servers 130, firewalls, and other network infrastructure. The database 115 may maintain information about roads, intersections, elements of the traffic management infrastructure, and other elements of the traffic management network. The sign/signal management server 120 may provide processing and control of interactive traffic control devices and other signaling elements of the traffic management infrastructure. The vehicle control server 130 may provide processing and management of autonomous and semi-autonomous vehicle signaling. The adaptive traffic management server 110 may be connected to the various elements of the traffic management infrastructure via wired or wireless connections, through the network 105 using a virtual private network configuration, and/or through direct connections in a dedicated private network. The traffic management infrastructure managed by the adaptive traffic management server 110 may include road sensors 60, conventional traffic signaling devices 70, and interactive traffic control devices 200 connected to the adaptive traffic management server 110 via one or more routers 50. Additionally, the adaptive traffic management server 110 may be connected to the non/semi-autonomous vehicle 90 with the onboard wireless communication device 190 via wired and wireless connections using wireless communication links 183 and/or to the autonomous vehicle 80 (i.e., autonomous or semi-autonomous vehicle) using wireless communication links 182 (e.g., signals). In addition, the adaptive traffic management server 110 may be connected to additional traffic management infrastructure, such as movable road barriers, traffic cones, mechanically changeable direction signs, etc., via wired and wireless connections.

The roadway sensors 60 may include cameras, motion sensors, magnetic or pressure activated proximity sensors, and other traffic measurement and detection devices, which may be distributed on or near the roadway being managed. The road sensors 60 may be used to observe and/or detect traffic speed, traffic volume, location, identification tags/markers, and other information related to traffic management. Additionally, using wireless communication link 161, road sensor 60 may be configured to receive precise location and status information from non/semi-autonomous vehicle 90 having on-board wireless communication device 190 using wireless communication link 161 and/or from autonomous vehicle 80 operating on or near a managed road using wireless communication link 361. In this manner, the road sensors 60 may provide the adaptive traffic management server 110 with information not only about areas of congestion, but also about where vehicles are going, so the system may anticipate congestion and send traffic indications for potentially avoiding such congestion.

Conventional traffic signaling devices 70 may include stop lights and other signaling devices such as turn, pedestrian, and cyclist signals. The state and timing of the conventional traffic signaling device 70 may be changed and controlled by the adaptive traffic management server if desired. The autonomous vehicle 80 and/or other vehicle 90 may respond/react to the conventional traffic signaling device 70 in the usual manner. Moreover, the conventional traffic signaling device 70 may be enhanced and equipped with a transceiver for receiving precise location and status information from the non/semi-autonomous vehicle 90 with the onboard wireless communication device 190 using the wireless communication link 171 and/or from the autonomous vehicle 80 using the wireless communication link 371.

The interactive traffic control device 200 may include many of the same features and functions as the road sensor 60 and the conventional traffic signaling device 70. Thus, the interactive traffic control device 200 may be configured to receive precise location and status information from the non/semi-autonomous vehicle 90 with the on-board wireless communication device 190 using the wireless communication link 181 and/or from the autonomous vehicle 80 using the wireless communication link 381.

Additionally or alternatively, the interactive traffic control device 200 may be configured to perform many of the same features and/or functions described above with respect to the adaptive traffic management server 110. In particular, the interactive traffic control device 200 may be configured to receive accurate location and status information associated with individual vehicles on a roadway. In addition, the interactive traffic control device 200 may include one or more computing systems configured to determine, generate, and send dynamic traffic control instructions to vehicles on adjacent roads and/or intersections. For example, the interactive traffic control device 200 may maintain information about adjacent roads and/or intersections. The interactive traffic control device 200 may be connected to various elements of the traffic management infrastructure (e.g., the adaptive traffic management server 110, the road sensors 60, and the conventional traffic signaling devices 70) via wired or wireless connections. In addition, interactive traffic control device 200 may communicate with non/semi-autonomous vehicle 90 (e.g., via in-vehicle wireless communication device 190) using wireless communication link 181 and/or with autonomous vehicle 80 (i.e., an autonomous or semi-autonomous vehicle) using wireless communication link 381.

According to various embodiments, the adaptive traffic management server 110 may determine customized dynamic traffic control instructions for individual vehicles traveling on a roadway controlled by the adaptive traffic management system 100. Additionally or alternatively, the interactive traffic control device 200 may determine customized dynamic traffic control instructions for individual vehicles traveling on roads or intersections adjacent to the interactive traffic control device 200. The customized dynamic traffic control instructions may be specifically tailored for individual vehicles, taking into account current road conditions and precise location and status information specific to those vehicles. In this manner, dynamic traffic control instructions may be customized for each vehicle or group of vehicles. In other words, a first fixed dynamic traffic control command may be determined for a first one or more of the individual vehicles, and a second customized dynamic traffic control command may be determined for a second one or more of the individual vehicles that is different from the first one or more of the individual vehicles. The first customized dynamic traffic control command may include navigation information that is different from the second customized dynamic traffic control command. Once determined by the adaptive traffic management server 110 or the interactive traffic control devices 200, the customized dynamic traffic control instructions may be sent to individual vehicles by one or more of the interactive traffic control devices 200 in close proximity to each vehicle.

The interactive traffic control device 200 may present a display that mimics a traditional traffic signaling device (e.g., 70). Additionally, the interactive traffic control device 200 may transmit (i.e., send) the customized dynamic traffic control instructions to the autonomous vehicle 80 or the wireless communication device 190, such as the wireless communication device 190 in the non/semi-autonomous vehicle 90. The interactive traffic control device 200 may update the adaptive traffic management server 110 with status information indicating what customized dynamic traffic control instructions the interactive traffic control device 200 is currently displaying or otherwise communicating. Alternatively, the interactive traffic control device 200 may provide the historical and currently projected future state schedules to the adaptive traffic management server 110.

To transmit the instructions, the interactive traffic control device 200 may be configured to generate a display on the physical roadside sign that visually conveys information to the vehicle and its operator as well as to pedestrians or other persons who can observe the display. Alternatively or additionally, interactive traffic control device 200 may act as a beacon that transmits instructions to autonomous vehicle 80 for generating a display therein, or to wireless communication device 190 for generating a display thereon (i.e., in-vehicle messaging). As a further alternative, in various embodiments, the interactive traffic control device 200 may act as a beacon that transmits non-visual instructions to the autonomous vehicle 80, for example in the form of commands that the autonomous or semi-autonomous vehicle should follow or take action according to a programmed set of rules.

In-vehicle messaging may be communicated to the vehicle operator via a display or audio message generated by an in-vehicle electronic device (e.g., a dashboard navigation/back-up camera display) or via a mobile communication device (e.g., a cell phone). The in-vehicle messaging may be on a display, using images, symbols, and/or text, or by audible instructions. For example, the customized dynamic traffic control instructions may command the vehicle to stay with the group (i.e., batching) by displaying a representation of the group showing the operator's own vehicle relative to the other vehicle set. Alternatively, text or a hall message may provide guidance, such as by commanding the operator to follow a particular car (e.g., the car immediately in front). In-vehicle messaging may enable two different vehicles traveling side-by-side to receive (and display) the same or different messages simultaneously. The instructions may depend on circumstances, which may require that a group of vehicles receive the same instructions and/or that one or more individual vehicles receive different instructions. For example, one vehicle may receive a command indicating a speed limit of 65mph, while another vehicle may receive a command indicating a speed limit of 55 mph. Similarly, one vehicle may receive one or more instructions equivalent to a stop sign, while another vehicle may receive one or more instructions equivalent to a yield sign or no sign (e.g., a blank display).

The interactive traffic control device 200 may transmit instructions that are typically seen on conventional static traffic control signs using words, symbols, or combinations. For example, conventional static traffic control signs typically include control signs (e.g., "stop", "give way", "no entry", "no left turn", "no right turn", "no turn", etc.), warning signs (e.g., "merge traffic", "pedestrian crossing", "deer crossing", "advisory speed", or "no pass"), and temporary traffic control signs (e.g., "detour", "worker Ahead", "close Shoulder Ahead", "slow forward", etc.). Thus, the interactive traffic control device 200 may transmit dynamic traffic control instructions of the same or similar type as the information typically displayed on a conventional static traffic control sign, but may also shut down or change the transmitted instructions as a vehicle manager when it is safe to do so (e.g., when there will be no danger to other vehicles or pedestrians). In addition, the interactive traffic control device 200 may transmit customized text or graphic instructions (e.g., "stay in your lane" or "turn left at the next intersection") to give guidance to one or more specific vehicles. The interactive traffic control device 200 may change to transmit different information at different times and may also transmit different information to different vehicles, even simultaneously or in close temporal proximity.

FIG. 2 is a schematic block diagram of an example interactive traffic control device 200 suitable for implementing various embodiments. Referring to fig. 1-2, an interactive traffic control device 200 may be used to implement the operations of the various embodiments.

The interactive traffic control device 200 shown in fig. 2 may include a device control unit 202. The control units may include, for example, a Digital Signal Processor (DSP)210, an Autonomous Vehicle (AV) network interface 212, a graphics processor 214, an applications processor 216, one or more coprocessors 218 (e.g., vector coprocessors) connected to one or more of the processors, a memory 220, customization circuitry 222, and system resources 224, all interacting via an interconnection/bus module 226. The graphics processor 214 may also be coupled to a display 230, which display 230 may be configured to generate messages, such as customized dynamic traffic control instructions.

Each

processor

210, 214, 216, 218 may include one or more cores, and each processor/core may perform operations independently of the other processors/cores. One or more of the processors may be configured with processor-executable instructions to perform operations of the methods of the various embodiments (e.g.,

methods

1500, 1600, 1700, 1800, 1900, 2000, 2300, and 2500 described herein with reference to fig. 16-20, respectively). The

processors

210, 214, 216, 218 may be any programmable microprocessor, microcomputer or multiple processor chip or chips that can be configured by software instructions (applications) to perform a variety of functions, including the functions of the various embodiments described above. In some devices, multiple processors may be provided, such as one processor dedicated to wireless communication functions and one processor dedicated to running other applications. Typically, the software application may be stored in an internal memory prior to accessing and loading the software application into one or more of the

processors

210, 214, 216, 218. The

processors

210, 214, 216, 218 may include internal memory sufficient to store the application software instructions. In many devices, the internal memory may be volatile or non-volatile memory (e.g., flash memory) or a mixture of both. For the purposes of this description, a general reference to memory refers to memory accessible by the

processors

210, 214, 216, 218, including internal or removable memory plugged into the device and memory within the

processors

210, 214, 216, 218.

The interactive traffic control device 200 may include one or more components for enabling one-way or two-way wireless communication, particularly with a vehicle. For example, the interactive traffic control device 200 may have one or more radio signal transceivers 208 coupled to each other and/or to one or more of the processors 210, 214, 216, 218 (e.g.,

Wi-Fi, HF, VHF, RF radio, etc.) and an antenna 209 for sending and receiving wireless transmissions. The radio signal transceiver 208 and antenna 209 may be used with the above-described circuitry to implement various wireless transmission protocol stacks and interfaces. The interactive traffic control device 200 may also include a cellular network component 228, which may include a wireless modem chip and/or other elements that enable communication via a cellular network, such as a 5G, LTE, 4G, 3G, and/or global system for mobile communications (GSM) protocol network. The cellular network component 228 may also be coupled to one or more of the

processors

210, 214, 216, 218.

The interactive traffic control device 200 may also include one or more speakers for outputting audio such as alerts or transmitting instructions to people in close proximity thereto. The interactive traffic control device 200 may include a power source coupled to the

processors

210, 214, 216, 218. Further, the interactive traffic control device 200 may include additional sensors, such as a motion sensor and/or one or more image sensors coupled to one or more of the

processors

210, 214, 216, 218 to provide sensor inputs.

Various embodiments use precise location and status information specific to individual vehicles. The precise location and status information may be used to determine dynamic traffic control instructions that may be sent to individual vehicles to provide interactive traffic control.

Fig. 3 illustrates an example of a subsystem, computing element, computing device, or unit of a dynamic traffic control system 300, which may be used within an interactive traffic control device (e.g., 200). Referring to fig. 1-3, in some embodiments, the various computing elements, computing devices, or units within the dynamic traffic control system 300 may be implemented within a system of interconnected computing devices (i.e., subsystems) that communicate data and commands to one another (e.g., as indicated by the arrows in fig. 3). In other embodiments, the various computing elements, computing devices, or units within the dynamic traffic control system 300 may be implemented within a single computing device, such as separate threads, processes, algorithms, or computing elements. Accordingly, each of the subsystems/computing elements shown in fig. 3 is also referred to herein generally as a "layer" within the computing "stack" that makes up the dynamic traffic control system 300. However, the use of the terms layer and stack in describing various embodiments is not intended to imply or require that corresponding functionality be implemented within a single control system computing device, but is a potential implementation embodiment. Rather, use of the term "layer" is intended to encompass subsystems having independent processors, computing elements (e.g., threads, algorithms, subroutines, etc.) running in one or more computing devices, and combinations of subsystems and computing elements.

In various embodiments, the dynamic traffic control system 300 may include a sensor awareness layer 302, a vehicle precise location and status analysis layer 304, and a dynamic traffic control instructions analysis layer 306. Data from road sensors 60 and other adaptive traffic management infrastructure may be used. More generally, the dynamic traffic control system 300 may include a vehicle location and road condition validation layer 308, a customized dynamic traffic control instructions generator layer 310, and a communication manager layer 312. The layers 302-312 are merely examples of some of the layers in the dynamic traffic control system 300 according to various embodiments, however other layers may be included, such as additional layers for other, additional, or more specific data analysis. In addition, certain of the

layers

302 and 312 may be excluded from the dynamic traffic control system 300. Each of the layers 302-312 may exchange data, computation results, and commands, as indicated by the arrows in FIG. 3. In addition, the dynamic traffic control system 300 may receive and process data from: a navigation system (e.g., GPS receiver, IMU, etc.), a vehicle network (e.g., Controller Area Network (CAN) bus), and a database in memory (e.g., digital map data). The dynamic traffic control system 300 may output customized dynamic traffic control instructions to the autonomous vehicles 80, the wireless communication devices 190, the adaptive traffic management server 110, and the other interactive traffic control devices 200.

The sensor aware layer 302 may receive data from the road sensors 60 and other adaptive traffic management infrastructure and process the data to identify and determine the location of vehicles and objects within a portion of a road or intersection that is proximate to a particular interactive traffic control device of the dynamic traffic control system 300. The sensor awareness layer 302 may include a layer 308 that uses neural network processing and artificial intelligence methods to identify objects and vehicles and pass such information to vehicle location and road condition confirmation.

The vehicle precise location and status analysis layer 304 may receive data from the autonomous vehicles 80 or the wireless communication devices 190 (e.g., those in non/semi-autonomous vehicles (e.g., 90)) and process the data to identify and determine the location of vehicles and objects in the vicinity of the interactive traffic control device.

The dynamic traffic control instructions analysis layer 306 may receive data from the adaptive traffic management server 110 and/or other interactive traffic control devices 200, including dynamic traffic control instructions intended for individual vehicles. The dynamic traffic control command analysis layer 306 may process the data to determine whether the dynamic traffic control commands or data from other interactive traffic control devices 200 conform to local parameters. The local parameters may include rules, constraints, and/or other considerations unique to the road or intersection adjacent to the interactive traffic control device executing the dynamic traffic control system 300. Further, the local parameters may include aspects or limitations regarding how a particular interactive traffic control device (e.g., 200) may send (i.e., communicate) instructions to the vehicle. For example, the display of the interactive traffic control device may be limited to simple text messaging or have size constraints, or the communications from the interactive traffic control device may be limited to certain bandwidths or protocols.

The vehicle location and road condition confirmation layer 308 may utilize data from the sensor perception layer 302, the vehicle precise location and status analysis layer 304, the High Definition (HD) map database 150, and other interactive traffic control devices 200. The vehicle location and road condition confirmation layer 308 may access data within the HD map database 150, as well as any outputs received from the sensor awareness layer 302, the vehicle precise location and status analysis layer 304, and other interactive traffic control devices 200, and process the data to further determine the location of a "host vehicle" (i.e., the autonomous vehicle 80 or a vehicle associated with the wireless communication device 190 that provides the refined location and status information) within the map. In this way, a more accurate relative vehicle position may be determined, such as the position of the vehicle within a traffic lane, the position of the vehicle within a street map, and so forth. The HD map database 150 may be stored in a memory (e.g., memory 466). For example, the vehicle location and road condition confirmation layer 308 may convert the location information from the sensor perception layer 302, the vehicle precise location and status analysis layer 304, and other interactive traffic control devices 200 into locations within the surface map of the road contained in the HD map database 150. Thus, the vehicle location and road condition confirmation layer 308 may determine a best guess location of the vehicle on the road based on the arbitration between the received vehicle data and the HD map data. For example, while the precise location and state information of the vehicle may place the host vehicle near the middle of a two-lane road in the HD map, the vehicle location and road condition confirmation layer 308 may determine from the direction of travel that the host vehicle is most likely aligned with the direction of travel that is consistent with the route of travel. The vehicle location and road condition validation layer 308 may pass the map-based location information to the customized dynamic traffic control instructions generator layer 310.

The customized dynamic traffic control instructions generator layer 310 may utilize information from the vehicle location and road condition validation layer 308 and the dynamic traffic control instructions analysis layer 306 to generate customized dynamic traffic control instructions for the host vehicle. For example, the customized dynamic traffic control instructions generator layer 310 may plan a route to a particular destination for the host vehicle to follow. The customized dynamic traffic control instruction generator layer 310 may use dynamic traffic control instructions received from one or more other interactive traffic control devices 200 and/or the adaptive traffic management server 110 to identify a particular route that the host vehicle is being commanded to follow.

The customized dynamic traffic control instructions generator layer 310 may access, maintain, or be provided with a registration of owner/driver information that matches the owner/driver identification information communicated by the host vehicle in, for example, the vehicle's precise position and status information.

The customized dynamic traffic control instruction generator layer 310 of the dynamic traffic control system 300 may use the precise location and state information of the host vehicle and the location and state information of other vehicles and objects output from the vehicle location and road condition validation layer 308 to predict future behavior of other vehicles and/or objects. In this manner, the customized dynamic traffic control instructions generator layer 310 may use such information to predict future relative positions of other vehicles in the vicinity of the host vehicle based on the host vehicle position and velocity and other vehicle positions and velocities. Such predictions may take into account information from the HD map and route planning to anticipate changes in relative vehicle locations on the roads. The customized dynamic traffic control instructions generator layer 310 may output other vehicle and object behaviors and location predictions to the motion planning and control layer 314.

Additionally, the subject behavior and location predictions from the customized dynamic traffic control instructions generator layer 310 may be used to plan and determine customized dynamic traffic control instructions for guiding the route or movement of the host vehicle. For example, based on the precise location in the route planning information, road information, and the relative position and motion of other vehicles, the customized dynamic traffic control instructions generator layer 310 may determine that the host vehicle needs to change lanes and accelerate, e.g., to maintain or reach a minimum separation from other vehicles and/or to prepare to turn or drive out. As a result, the customized dynamic traffic control instructions generator layer 310 may calculate or otherwise determine the required vehicle motion changes to send the customized dynamic traffic control instructions to the host vehicle along with various parameters that may be necessary to effect such motion changes.

The communication manager layer 312 may send customized dynamic traffic control instructions to the host vehicle (i.e., to the autonomous vehicle 80 or to the non/semi-autonomous vehicle via the wireless communication device 190) as well as the adaptive traffic management server 110 and/or other interactive traffic control devices 200.

In various embodiments, the dynamic traffic control system 300 may include functionality to perform safety checks or oversight of various layers of various commands, plans, or other decisions that may affect the safety of the vehicle and occupants. Such security checking or surveillance functions may be implemented within a dedicated layer (not shown) or distributed between various layers and included as part of the functionality. In some embodiments, various safety parameters may be stored in memory, and a safety check or supervision function may compare the determined values (e.g., relative spacing between vehicles on a roadway, distance from the centerline of the roadway, etc.) to the corresponding safety parameters and issue a warning or command (e.g., as part of a customized dynamic traffic control instruction) if the safety parameters are or will be violated.

Some of the safety parameters stored in memory may be static (i.e., constant over time), such as maximum vehicle speed. Other security parameters stored in memory may be dynamic in that the parameters are constantly or periodically determined or updated based on precise location and status information and/or environmental conditions. Non-limiting examples of safety parameters include maximum safe speed, maximum brake pressure, maximum acceleration, and safe wheel angle limits, all of which may be based on road and weather conditions.

Various embodiments may be implemented to work with various vehicles that are configured to determine accurate location and status information and share such information with an adaptive traffic management system (e.g., by sending the information to one or more interactive traffic control devices and/or servers of such a system). An example autonomous vehicle 80 is shown in fig. 4A and 4B. Referring to fig. 4A and 4B, the autonomous vehicle 80 may include a plurality of sensors 402 disposed in or on the autonomous vehicle 438, the sensors 402 being used for various purposes involving autonomous and semi-autonomous navigation and sensor data regarding objects and persons in the autonomous vehicle 80 or on the autonomous vehicle 80. The

sensors

402, 438 may include one or more of a wide variety of sensors capable of detecting various information useful for navigation and collision avoidance. Each of the sensors 402-438 may be in wired or wireless communication with the control unit 440 and with each other. In particular, the sensors may include one or

more cameras

422, 436 or other optical or photoelectric sensors. The sensors may also include other types of object detection and ranging sensors, such as radar 432, lidar 438, IR sensors, and ultrasonic sensors. The sensors may also include

tire pressure sensors

414, 420, humidity sensors, temperature sensors, satellite geolocation sensors 408, accelerometers, vibration sensors, gyroscopes, gravitometers, shock sensors 430, force meters, strain gauges, fluid sensors, chemical sensors, gas content analyzers, pH sensors, radiation sensors, Geiger (Geiger) counters, neutron detectors, biological material sensors,

microphones

424, 434,

occupancy sensors

412, 416, 418, 426, 428, proximity sensors, and other sensors.

FIG. 5 illustrates an example control unit 440 of an autonomous vehicle 80 suitable for implementing various embodiments in the vehicle. Referring to fig. 1-5, control unit 440 may include various circuits and devices for controlling the operation of an autonomous vehicle (e.g., 80). The control unit 440 may be coupled to and configured to control the drive control component 454, the navigation component 456, and the one or more vehicle sensors 458 of the autonomous vehicle.

Control unit 440 may include a processor 464 configured with processor-executable instructions for controlling maneuvering (steering), navigation, and other operations of the autonomous vehicle, including operations of various embodiments. The processor 464 may be coupled to a memory 466. The control unit 440 may include an input module 468, an output module 470, and a radio module 472.

Radio module 472 may be configured for wireless communication. Radio module 472 may exchange signals 182 (e.g., command signals for controlling a maneuver, signals from a navigation facility, etc.) with network transceiver 180 and may provide signals 182 to processor 464 and/or navigation component 456. Radio module 472 may use the signals to send accurate location and status information and/or receive dynamic traffic instructions. In some embodiments, radio module 472 may enable the autonomous vehicle to communicate with wireless communication device 190 via wireless communication link 192. The wireless communication link 192 may be a bi-directional or unidirectional communication link used in a similar manner as the signal 182 and may use one or more communication protocols.

The input module 468 may receive sensor data from one or more vehicle sensors 458 and electronic signals from other components, including the drive control component 454 and the navigation component 456. The output module 470 may be used to communicate with or activate various components of the autonomous vehicle, including the drive control component 454, the navigation component 456, and the sensors 458.

Control unit 440 may be coupled to drive control assembly 454 to control physical elements of the autonomous vehicle, such as an engine, motors, throttle, steering elements, flight control elements, braking or retarding elements, etc., related to the maneuvering and navigation of the autonomous vehicle. Drive control assembly 454 may also include assemblies that control other devices of the autonomous vehicle, including environmental controls (e.g., air conditioning and heating), external and/or interior lighting, internal and/or external information displays (which may include a display screen or other device for displaying information), and other like devices.

The control unit 440 may be coupled to the navigation component 456, and may receive data from the navigation component 456 and may be configured to use such data to determine a current position and orientation of the autonomous vehicle and an appropriate heading toward the destination. In various embodiments, navigation component 456 may include or be coupled to a Global Navigation Satellite System (GNSS) receiver system (e.g., one or more Global Positioning System (GPS) receivers) to enable the autonomous vehicle to determine its current location using GNSS signals. Alternatively or additionally, navigation component 456 may include a radio navigation receiver for receiving navigation beacons or other signals (e.g., instructions from interactive traffic control devices) from a radio node, such as a Wi-Fi access point, cellular network site, radio station, remote computing device, other vehicle, or the like. Through control of the propulsion control assembly 454, the processor 464 may control the autonomous vehicle to navigate and maneuver. The processor 464 and/or navigation component 456 may be configured to communicate with a server (e.g., adaptive traffic management server 110) on the network 105 (e.g., the internet) using the wireless connection 182 (with the network transceiver 180 of the cellular or other data network) to receive commands for controlling maneuvers, receive data useful in navigation, provide real-time location reports, and evaluate other data.

The control unit 440 may be coupled to one or more vehicle sensors 458. The sensors 458 may include

sensors

402 and 438 as described and may be configured to provide various data to the processor 464.

Although the control unit 440 is described as including separate components, in some embodiments, some or all of the components (e.g., the processor 464, the memory 466, the input module 468, the output module 470, and the radio module 472) may be integrated in a single device or module (e.g., a system on a chip (SOC) processing device). Such an SOC processing device may be configured for use in a vehicle and configured (e.g., in the case of processor-executable instructions executed in the processor 464) to perform the operations of the various embodiments when installed in an autonomous vehicle.

In some embodiments, the control unit 440 and the network transceiver 480 may communicate similar in one or more respects to (or included in) the following functions: a cellular iot (ciot) base station (C-BS), a NodeB, an evolved NodeB (enodeb), a Radio Access Network (RAN) access node, a Radio Network Controller (RNC), a Base Station (BS), a macro cell, a macro node, a home enb (henb), a femto cell, a femto node, a pico node, or some other suitable entity based on the radio technology used to establish the network-to-device link between the network transceiver 480 and the control unit 440. The network transceiver 180 may communicate with a corresponding router, which may in fact be connected to the network 105 (e.g., core network, internet, etc.). Using the connection to the network transceiver 180, the control unit 440 may exchange data with the network 105 and devices connected to the network 105, such as the adaptive traffic management server 110 or any other communication device connected to the network 105.

The autonomous vehicle control unit 440 may be configured with processor-executable instructions to perform various embodiments using information received from various sensors (particularly the cameras 422, 436). In some embodiments, control unit 440 may supplement the processing of the camera images with range and relative position (e.g., relative azimuth angle) that may be obtained from radar 432 and/or lidar 438 sensors. The control unit 440 may also be configured to control steering, braking, and speed of the autonomous vehicle when operating in an autonomous or semi-autonomous mode using the information about other vehicles determined using various embodiments.

Fig. 6A-11B illustrate the interactive traffic control device 200 in various display states. Referring to fig. 1-11B, the interactive traffic control device 200 may communicate various types of information and may be changed as directed by an adaptive traffic management system.

Fig. 6A and 6B illustrate examples of the interactive traffic control device 200 in two different display states 611, 612, which are suitable for implementing various embodiments. In fig. 6A, the interactive traffic control device 200 displays a first display state 611, the first display state 611 appearing like a conventional static stop sign. In fig. 6B, the interactive traffic control device 200 has changed the display from the first state to a second display state 612, the second display state 612 appearing to be a conventional static way-giving signal. Alternatively, the interactive traffic control device 200 may change from either of the two different display states 611, 612 to a blank display, a text alert message (e.g., "caution, amber alert |" or "seat belt tied, which is legal"), or other display.

Fig. 7A and 7B illustrate another example of an interactive traffic control device 200 in two different display states 711, 712, which are suitable for implementing various embodiments. In fig. 7A, the interactive traffic control device 200 displays a first display state 711, which first display state 711 looks like a traditional static "straight only" sign. In fig. 7B, the interactive traffic control device 200 has changed the display from the first state to a second display state 712, which second display state 712 looks like a traditional static "turn right only" sign. Alternatively, the interactive traffic control device 200 may change from either of the two different display states 711, 712 to a blank display, a text alert message, or other display.

Fig. 8A and 8B illustrate another example of an interactive traffic control device 200 in two different display states 811, 812, which are suitable for implementing various embodiments. In fig. 8A, the interactive traffic control device 200 displays a first display state 811, the first display state 811 appearing as a conventional static "no left turn" flag. In fig. 8B, the interactive traffic control device 200 has changed the display from the first state to a second display state 812, the second display state 812 appearing blank. Alternatively, the interactive traffic control device 200 may change from either of the two different display states 811, 812 to a text alert message or other display.

Fig. 9A and 9B illustrate another example of an interactive traffic control device 200 in two different display states 911, 912, which is suitable for implementing various embodiments. In fig. 9A, the interactive traffic control device 200 displays a first display state 911, the first display state 911 appearing as a conventional static speed limit sign with a speed limit of 45 miles per hour. In fig. 9B, the interactive traffic control device 200 has changed the display from the first state to a second display state 912, which second display state 912 looks like another conventional static speed limit sign with a speed limit of 25 miles per hour. Alternatively, the interactive traffic control device 200 may change from either of the two different display states 911, 912 to a text alert message or other display.

Fig. 10A-10C illustrate another example of an interactive traffic control device 200 in three different display states 1011, 1012, 1013 suitable for implementing various embodiments. In fig. 10A, the interactive traffic control device 200 displays a first display state 1011, the first display state 1011 appearing as a crosswalk countdown signal that currently displays the countdown for the remaining 19 seconds. In fig. 10B, the interactive traffic control device 200 has changed the display from the first state to a second display state 1012, the second display state 1012 suggesting "walk" to the pedestrian and including another countdown of the 10 seconds remaining for the current display. In fig. 10C, the interactive traffic control device 200 has changed the display to the third display state 1013, which third display state 1013 suggests "no crossing" to the pedestrian. The "no cross" display may be used when the adaptive traffic management system is allowing vehicular traffic to cross through an intersection for an indeterminate amount of time. Alternatively, the interactive traffic control device 200 may change from any of the three different display states 1011, 1012, 1013 to a text alert message or other display.

Fig. 11 and 11B show a portion of a roadway having three lanes, each lane having an interactive traffic control device 200, the sign of which is suitable for implementing various embodiments. In fig. 11A, all three interactive traffic control devices 200 display a first display status 1111, which first display status 1111 looks like a conventional static speed limit sign with a speed limit of 45 miles per hour. In fig. 11B, the interactive traffic control devices 200 on lane 1 and lane 2 have not changed and the first state (i.e., 45mph) is still displayed. In contrast, the interactive traffic control device 200 on lane 3 has changed the display to a second display state 1112, the second display state 1112 indicating "lane closed (lane change)" and including an arrow aimed to the right indicating that the traffic flow should merge to the right. The adaptive traffic management system may use this type of "lane-off" display to make lanes available to emergency vehicles or to clear turning lanes for a particular vehicle (i.e., "protect turns"). For example, a vehicle that is subject to favorable treatment by the adaptive traffic management system may have a left lane reserved for left turns, or provide a "fast lane" away from other traffic. Alternatively, the interactive traffic control device 200 may change from either of the two different display states 1111, 1112 to a text alert message or other display.

Fig. 12 illustrates a traffic environment 1200, the traffic environment 1200 including an interactive traffic control device 200 under control of an adaptive traffic management system 100 suitable for implementing various embodiments. Referring to fig. 1-12, a traffic environment represents an exemplary urban intersection of Main Street (the intersection having three north lanes (i.e., toward the top of the page in the orientation shown), three south lanes (i.e., toward the bottom of the page in the orientation shown), and shoulders on each side of the Street) and a Street named Broadway having 3 east lanes (i.e., toward the right of the page in the orientation shown), 3 west roads (i.e., toward the left of the page in the orientation shown), and shoulders on each side of the Street). Along both sides of the Main Street and Broadway, there are a number of road sensors 60. A conventional traffic signaling device 70 is suspended in the center of the intersection. Further, the interactive traffic control device 200 is located at various points on each lane of the street and on each of the four street corners. A number of autonomous and/or non-autonomous vehicles, including cars 90, SUVs 91, trucks 92, buses 93, and other non-conventional vehicles 94 (e.g., unmanned delivery or painted vehicles), are also shown traveling in or near the city intersection of the traffic environment 1200.

The traffic environment 1200 is used for illustrative purposes to explain how the adaptive traffic management system (e.g., using the adaptive traffic management server 110) may manipulate vehicular traffic. In particular, the interactive traffic control device 200 and other traffic infrastructure elements may be used by the adaptive traffic management system to steer vehicles 90-93 and 80 operating in and around the intersection of Main Street and Broadway. For example, the adaptive traffic management system may receive position and speed information for vehicles 90-93 and 80 from one or more of sensors 60 and/or interactive traffic control devices 200 acting as sensors. Additionally, the adaptive traffic management system may receive accurate location and status information directly from the autonomous vehicle 80 or indirectly from the vehicles 90-93, for example, via V2X wireless communication.

The adaptive traffic management system may use the received accurate location and status information and other road sensor data to develop traffic management plans and vehicle-specific route instructions and dynamic road sign displays for steering and controlling vehicle traffic. The precise location and status information from a particular vehicle (e.g., vehicle X) may not only indicate that vehicle X is traveling north on the left-most northbound road on Main Street, but may also include destination information indicating that vehicle X needs to turn left on Broadway. Under normal conditions, vehicle X may be forced to stop at an intersection if traffic signaling device 70 is red or if the upcoming traffic or truck flow blocks a turn. However, various embodiments enable the adaptive traffic management system to control the interactive traffic control devices 200 and other traffic management infrastructure to ensure that vehicles (such as vehicle X) avoid being required to stop at intersections when not needed (e.g., no other vehicle is in or near the intersection), which may improve the efficiency of travel of those vehicles. While keeping turning lanes clear may slow one or more other vehicles, in some cases, this technique may present a net benefit to regional traffic flow, especially where the delay caused to other vehicles is nominal. In this manner, the traffic management network may provide improved traffic flow.

For example, the adaptive traffic management system may develop traffic management plans and vehicle-specific route instructions and dynamic road sign displays to help vehicle X avoid having to stop at an intersection by changing one or more of the traffic signaling devices 70 at the intersection. In particular, if the timing is appropriate, and the adaptive traffic management system also determines that no other vehicles or pedestrians may otherwise prevent vehicle X from making a safe turn, the northbound traffic light may turn green, and the traffic light in each of the other directions may turn red. The presence of another vehicle or pedestrian may be determined from inputs received by the adaptive traffic management system from the sensor 60 or one or more interactive traffic control devices 200 acting as sensors, and from V2X communications of other vehicles. Thus, once the customized dynamic traffic control instructions for vehicle X are determined, one or more of the interactive traffic control devices 200 may send the customized dynamic traffic control instructions to vehicle X (see, e.g., fig. 14A). When vehicle X reaches Broadway, the lights will turn green and can turn without stopping or slowing down more than needed for free turning. In contrast, different customized dynamic traffic control instructions may be determined for vehicle Y and sent to vehicle Y (e.g., fig. 14B).

As another example, the adaptive traffic management system may develop traffic management plans and vehicle-specific route instructions and dynamic road sign displays to help vehicle X avoid having to stop at intersections by establishing protected turns for vehicle X, which may improve travel of vehicle X. As used herein, the expression "protected turn" refers to the following conditions: vehicle and pedestrian traffic is kept outside the portion of the road required for a particular vehicle to turn, for example, at an intersection. Ensuring that a protected turn exists may require managing one or more vehicle and/or pedestrian traffic conditions. The first condition for establishing a protected turn may be that the turning lane required for the turn is clear. The second condition may be that the lane or portion of the road to turn into is clear (i.e., there is no cross-traffic in the target lane). To ensure that the first two conditions are met, the adaptive traffic management system may cause the interactive traffic control device 200 to display "lane close (change lane)" and include an arrow aimed to the right (e.g., second display state 1112 in fig. 11B) on the leftmost northbound lane on Main Street and the leftmost westbound lane on Main Street near Main Street. The third condition is that the oncoming traffic should not force the vehicle in a protected turn to stop or slow down. To ensure that this third condition is met, the adaptive traffic management system may slow the upcoming traffic, such as by extending the red light time of the upcoming traffic at an earlier intersection (e.g., an intersection north of Broadway). Alternatively, to ensure that the third condition is met, the adaptive traffic management system may use the interactive traffic control device 200 to slow down the upcoming traffic to reduce the speed limit for the southbound road on Main Street (e.g., the change from the first display state 1111 to the second display state 1112 in fig. 11 and 11B).

As a further example, the adaptive traffic management system may develop traffic management plans and vehicle-specific route instructions and dynamic road sign displays by grouping vehicles using the interactive traffic control device 200 and other traffic management infrastructure to establish protected turns for vehicle X. Various embodiments may encourage two or more vehicles to travel as an approaching group to actively change the schedule of traffic lights or other traffic controls for managing traffic flow. Active traffic management may attempt to maintain the vehicles in a group and manage the group collectively, rather than managing individual vehicles in the group. By grouping vehicles, the system may form gaps between those groups that may be used to allow cross traffic to traverse at an intersection without slowing either the group or the cross traffic. For example, the adaptive traffic management system may issue a command to autonomous vehicle 80 to stay in a group, such as group a southbound on Main Street, south of Broadway. In addition, the adaptive traffic management system may use traffic controls, such as delayed traffic lights or modified speed limits, to leave the non-autonomous vehicles in a group, such as group B traveling south on Main Street in north of Broadway and group C traveling on Main Street near north of vehicle X. The grouping of those vehicles, such as group a, group B, and group C, may have been well accomplished before the vehicles arrived at the Main Street and Broadway intersections. By separating group a and group B, the adaptive traffic management system may create a gap for vehicle X to traverse the southbound lane and make turns.

Coordinating the travel routes of multiple vehicles may provide a synergistic effect that may benefit all involved vehicles. For example, issuing vehicle-specific route instructions and/or generating dynamic road marking displays (which suggest that the first vehicle remain outside of the left lane) may expedite travel of the first vehicle by avoiding other vehicles from turning in that lane while also vacating the left lane for the second vehicle (i.e., providing a "protected left turn"). Furthermore, issuing a vehicle-specific route instruction to move the first vehicle from traveling in the right lane to traveling in the left lane may change the time that the first vehicle interferes with turning of the second vehicle in the oncoming direction, thus inconveniencing the first vehicle in a smaller manner while potentially allowing the second vehicle to turn unimpeded in the path of the second vehicle (due to the adjusted timing).

As another example, during peak hours, prior to a large entertainment event or in response to congestion (e.g., due to an accident), a particular road or lane may experience heavy traffic. In this case, the adaptive traffic management system may develop traffic management plans and vehicle-specific route instructions and dynamic road marking displays to reroute or encourage some vehicles, which makes those vehicles travel faster and relieves otherwise congested roads or lanes for other traffic. Similarly, altering the route of some of the cross traffic that would otherwise travel toward the intersection in question (to a path that may be somewhat less convenient) may also contribute to an otherwise congested turn lane. Additionally or alternatively, during peak hours or in response to congestion, the adaptive traffic management system may activate movable road obstacles, moving traffic cones, etc. to increase/decrease the number of traffic lanes in a direction that alleviates congestion.

As another example, a facilitator, property manager, or other party may notify the adaptive traffic management system in advance of a potential occurrence of a major event or other congestion causing scenario, thereby enabling the adaptive traffic management system to predict congestion and generate vehicle-specific route instructions and dynamic road marking displays to alter the route of traffic accordingly. For example, concert venue managers often hire police or other traffic control personnel to help resolve congestion outside the venue. Instead, the venue manager may cause a notification to be sent to an adaptive traffic management system, which may in turn develop a traffic management plan and vehicle-specific route instructions and dynamic road sign displays to alter the route of vehicles that would otherwise be involved in the event-related traffic. Further, if the secondary routes for route diversions are substantially different, the vehicle-specific route instructions may provide the operator or vehicle with a selection of their preferred route. As yet another example, if a drawbridge is scheduled to rise at a certain time, the adaptive traffic management system may develop traffic management plans and vehicle-specific route instructions and dynamic road sign displays to reroute vehicles that might otherwise be delayed by the drawbridge stopping traffic (e.g., reroute traffic at an exit in front of the bridge).

A large number of vehicle operators on the road will tend to be subject to traffic signs and signals or equivalent official in-vehicle messages. However, many operators or vehicle owners may choose to ignore or ignore interactive traffic control devices 200 or in-vehicle traffic control related messages. Thus, according to various embodiments, the adaptive traffic management system may use incentives to encourage or passively control operator behavior. For example, instructions may be communicated to the vehicle, which the vehicle operator or an onboard autonomous system may choose to obey in exchange for rewards or points.

In various embodiments, the vehicle operator may earn points for following traffic management instructions (e.g., following a recommended traffic route). According to various embodiments, once the points are earned, the points may be used later by the vehicle operator as appropriate to receive a preference or favorable vehicle treatment. Advantageous vehicle treatments may include providing priority to the vehicle or better travel efficiency, as opposed to treatments typically given by most vehicles managed by a traffic management network.

Various embodiments provide more than one way to obtain the integral. For example, if the vehicle remains in a particular lane as indicated by the interactive traffic control device (e.g., which may keep the turning lane clear), the vehicle may earn points that may be used later. Further, if the non-autonomous vehicle is traveling at a lower speed indicated by the intelligent and adaptive traffic sign, the operator of the non-autonomous vehicle may earn points. Similarly, if the vehicle comes to a complete stop at a stop sign, does not come to a complete stop at a yield sign, or otherwise follows instructions indicated by intelligent and adaptive traffic signs, the operator of the vehicle may earn points.

Various embodiments include more than one way of using the obtained integrals. For example, after obtaining at least one score, the operator of the vehicle may choose to use the score to receive more favorable treatment in terms of dynamic signs, speed limits, and/or priority routes, which may reduce travel time. For example, the operator may choose to use points because the operator is dating late or simply wants to arrive at the destination faster. The operator may use one or more credits to request that his/her vehicle encounter only or mostly green lights along a given route. Alternatively, the operator may use one or more points to receive traffic information, such as an indication as to which traffic lane is moving fastest or at what speed to keep from stopping at a traffic light. As a further alternative, the operator may use one or more points to legally enter a High Occupancy Vehicle (HOV) lane (i.e., increased road traffic) that the vehicle would not otherwise have the right to use. As a further example, the system may direct the vehicle using points to a travel team or group of other vehicles having similar routes or partial routes in order to make the vehicle using points reach its destination faster.

For the purpose of the scoring system, a vehicle that does not have a communication connection with the adaptive traffic management system (e.g., a non-autonomous vehicle that does not have a wireless communication device) may receive the score when the system observes that such a vehicle complies with traffic management instructions. The adaptive traffic management system may observe such vehicle behavior via a camera or other sensor (e.g., 60) that may identify the vehicle, for example, by its license plate or other tag.

In a further embodiment, the adaptive traffic management system may charge a discount (demerit) (e.g., subtract one or more credits) to an operator of a vehicle that does not follow the traffic instructions provided by the adaptive traffic management system. The deduction may relate to a fee (i.e. such as a fine) charged to the vehicle owner/operator account. In this manner, various embodiments may monetize the traffic management system by charging the vehicle owner or operator when providing traffic information, more favorable treatment, or when the vehicles are not collaborating.

In further embodiments, the adaptive traffic management system may generate vehicle-specific route instructions and dynamic road sign displays that deny access to the operator and/or vehicle based on the parameters. For example, one or more trucks containing potentially hazardous materials may be prohibited from entering (i.e., remaining away from) certain roads or locations (e.g., schools, paths or neighborhoods or other vulnerable places). As another example, a large vehicle may be prohibited from entering an area with sharp turns or corners, such as a city street.

FIG. 13 illustrates communication flows for an adaptive traffic management system for determining and sending customized dynamic traffic control instructions, in accordance with various embodiments. Referring to fig. 1-13, an interactive traffic control device 200 may receive and communicate with an adaptive traffic management server 110 and various traffic management infrastructure elements (e.g., road sensors 60 and conventional traffic signaling devices 70 configured to collect and transmit information) as well as vehicles on roads managed by a traffic management system (e.g., autonomous vehicles 80 or non/semi-autonomous vehicles 90 through wireless communication devices 190).

The interactive traffic control device 200 may receive

vehicle communications

1310, 1315 from the wireless communication device 190 in the autonomous vehicle 80 or the non-autonomous/semi-autonomous vehicle 90. The

vehicle communications

1310, 1315 may include precise location and status information associated with individual vehicles (e.g., 80, 90) on the roadway. Additionally, traffic management infrastructure elements (e.g., 60, 70) may collect

data

1312, 1317 from autonomous vehicles 80 or wireless communication devices 190, which

data

1312, 1317 may include sensor data (e.g., providing vehicle identity, direction of travel, speed, current location, etc.) and/or precise location and status information. Data may be collected by using one-way or two-way wireless communication or one-sided sensor measurements. The traffic

management infrastructure elements

60, 70 may, in turn, send the collected traffic data 1320 to the adaptive traffic management server 110. The collected traffic data 1320 may include sensor data and/or precise location and status information received from the autonomous vehicle 80 or the wireless communication device 190.

In various embodiments, some traffic

management infrastructure elements

60, 70 in close proximity to a particular interactive traffic control device 200 (e.g., within a specified area or distance from the interactive traffic control device 200) may send collected localized data 1322 to the associated interactive traffic control device 200. The collected localized data 1322 may similarly include sensor data and/or precise location and status information received from the autonomous vehicle 80 or the wireless communication device 190. Alternatively or additionally, the adaptive traffic management server 110 may send dynamic traffic control information 1330 to the interactive traffic control device 200. The dynamic traffic control information 1330 may include sensor data and/or precise location and status information received from the autonomous vehicle 80 or the wireless communication device 190.

In response to receiving at least one of the

vehicle communications

1310, 1315, the collected localized data 1322, and the dynamic traffic control information 1330, the interactive traffic control device 200 may determine customized dynamic traffic control instructions 1335 for individual vehicles on the roadway. The determined customized dynamic traffic control instructions 1335 may include navigation information modified for one or more particular vehicles on a road or intersection adjacent to the interactive traffic control device 200. The navigation information may be any information provided to the vehicle relating to the route or movement of the vehicle on the road. For example, the navigation information may include instructions similar to those traditionally conveyed by regulatory signs, warning signs, temporary traffic control signs. Further, the navigation information may convey customized text or graphical instructions (e.g., "stay in your lane," "turn left at the next intersection," "follow the car in front of you," etc.) to provide guidance to one or more particular vehicles.

In addition, the interactive traffic control device 200 may determine a different customized dynamic traffic control instruction for the first one or more vehicles than the second one or more vehicles. Also, the first and second one or more vehicles may travel on the same road or at the same intersection in close proximity to each other (e.g., within a few hundred yards or visible range) despite the different instructions provided. For example, after the interactive traffic control device 200 determines that the traffic congestion ahead would otherwise significantly slow the first one or more vehicles, the first one or more vehicles may be instructed to make an upcoming left turn. In contrast, after the interactive traffic control device 200 determines that the new route provided to the first one or more vehicles will not fit into the second one or more vehicles, the second one or more vehicles may be instructed not to turn and "stay in the lane".

Once determined, the interactive traffic control device 200 may transmit the customized dynamic

traffic control instructions

1340, 1342 to one or more particular individual vehicles, such as directly to the autonomous vehicle 80 or a non-autonomous vehicle (e.g., 90), by way of the wireless communication device 190. The customized dynamic

traffic control instructions

1340, 1342 may include first fixed dynamic traffic control instructions 1340 for a first one or more of the individual vehicles and second customized dynamic traffic control instructions 1342 for a second one or more of the individual vehicles that is different from the first one or more of the individual vehicles. The first and second customized dynamic

traffic control instructions

1340, 1342 may be sent simultaneously to first and second one or more of the individual vehicles. Alternatively, the first and second customized dynamic

traffic control instructions

1340, 1342 may be sent to the first and second one or more of the individual vehicles at different times.

In various embodiments, the autonomous vehicle 80 or the wireless communication device 190 may send a

response

1350, 1352 to the interactive traffic control device 200, which may be a confirmation of the customized dynamic traffic control instructions, an acceptance thereof (i.e., an indication of the vehicle or vehicle operator's intent to follow the customized dynamic traffic control instructions), a rejection thereof, or some other response. Additionally, the interactive traffic control device 200 may send an update 1360 to the adaptive traffic management server 110, the update 1360 having status information indicating what customized dynamic traffic control instructions the interactive traffic control device 200 is currently displaying or otherwise communicating. Alternatively, the interactive traffic control device 200 may provide the historical and currently projected future state schedules to the adaptive traffic management server 110.

Fig. 14A and 14B illustrate first and second vehicle displays 1401, 1411, which illustrate first and second customized dynamic

traffic control instructions

1405, 1415. The first and second vehicle displays 1401, 1411 may be part of the graphical user interface of two separate wireless communication devices (e.g., 190) located in different vehicles. First stationary brake traffic control command 1405 is shown displayed on first vehicle display 1401. If the adaptive traffic management server 110 and/or the local interactive traffic control device 200 determines that more than one first vehicle should receive the first stationary traffic control instruction 1405, the first stationary traffic control instruction 1405 may also be displayed in one or more other vehicles (i.e., the first set of vehicles). Similarly, a second customized dynamic traffic control instruction 1415 is shown displayed on the second vehicle display 1411. The second customized dynamic traffic control instructions 1415 may also be displayed in one or more other vehicles (i.e., a second set of vehicles) if the adaptive traffic management server 110 and/or the local interactive traffic control device 200 determine that more than one second vehicle should receive the second customized dynamic traffic control instructions 1415. The first and second customized dynamic

traffic control instructions

1405, 1415 may have been sent from the approaching interactive traffic control device 200 for the first and second sets of vehicles.

First vehicle display 1401 is shown to include first certain braking state traffic control instructions 1405, which first certain braking state traffic control instructions 1405 indicate that the vehicle is turning left within 225 feet. Additionally, first stationary traffic control instructions 1405 may alert its viewers that the displayed navigation instructions will "save [ them ] for 3 minutes" and be part of "a new route to your destination". Additionally, the first customized dynamic traffic control instruction 1405 may include an alternative route that the vehicle occupant may "accept" or "decline," but which is not presented as part of the second customized dynamic traffic control instruction 1415. The second vehicle display 1411 may include second customized dynamic traffic control instructions 1415 that command that the vehicle should "no turns" and "stay in the lane".

FIG. 15 is a process flow diagram illustrating a method 1500 of receiving customized dynamic traffic control instructions that may be implemented in accordance with various embodiments. Referring to fig. 1-15, method 1500 may be performed by a processor, such as a processor (e.g., 464 of fig. 4) of a control unit (e.g., 440 of fig. 4) in an autonomous vehicle (e.g., 80).

In block 1502, the vehicle's dynamic traffic control system (e.g., 300) may determine accurate location and status information. For example, a vehicle location and road condition confirmation layer (e.g., 308) may receive data and outputs generated by a sensor perception layer (e.g., 302), a vehicle precise location and status analysis layer (e.g., 304), an HD map database (e.g., 105), and other interactive traffic control devices (e.g., 200), and use some or all of such inputs to determine or refine the location and status of an autonomous vehicle relative to a road, other vehicles on the road, and other objects in the vicinity of the autonomous vehicle.

In block 1504, the control unit of the autonomous vehicle may send the determined precise location and status information to the adaptive traffic management server. For example, the control unit may use the radio module (e.g., 472 in fig. 4) to send precise location and status information to the adaptive traffic management server (e.g., 110) via a network transceiver (e.g., 180), a wireless communication device (e.g., 190), a sensor (e.g., 60), an enhanced conventional traffic signaling device (e.g., 70), and/or an interactive traffic control device (e.g., 200).

In block 1506, the control unit may receive dynamic traffic control instructions. The control unit may also receive dynamic traffic control instructions from the adaptive traffic management server via a network transceiver, a wireless communication device, a sensor, an enhanced conventional traffic signaling device, and/or an interactive traffic control device using the radio module.

In block 1508, the control unit may identify a particular route to follow based on the received dynamic traffic control instructions. For example, the customized dynamic traffic control instructions generator (e.g., 310) may utilize the received dynamic traffic control instructions and/or other inputs (e.g., inputs from an operator or dispatcher) to plan a particular route to be followed by the vehicle to the destination.

In block 1510, the control unit may determine an update to the precise location and status information. For example, based on the route identified in block 1508, a vehicle location and road condition confirmation layer (e.g., 308) in the dynamic traffic control system (e.g., 300) may determine and update accurate location and status information of the autonomous vehicle with respect to the road, other vehicles on the road, and other objects in the vicinity of the autonomous vehicle.

In block 1512, the control unit may send the updated accurate location and status information to the adaptive traffic management server. Similar to block 1504, the control unit may use the radio module to send updated accurate location and status information to the adaptive traffic management server via a network transceiver, a wireless communication device, a sensor, an enhanced conventional traffic signaling device, and/or an interactive traffic control device. In various embodiments, after or while sending the updated accurate position and status information, the control unit may continue or again determine the accurate position and status information in block 1502.

Fig. 16 is a process flow diagram illustrating a method 1600 of managing an adaptive traffic management system that may be implemented in accordance with various embodiments. Referring to fig. 1-16, method 1600 may be performed by a processor in a server, such as an adaptive traffic management server (e.g., 110), a sign/signal management server (e.g., 120), and/or a vehicle control server (e.g., 130).

In block 1602, the server may receive accurate location and status information from one or more vehicles. For example, the autonomous vehicle or wireless communication device 190 may send precise location and status information to the adaptive traffic management server 110.

In block 1604, the server may receive traffic data from the road sensors. For example, the road sensor 60, the enhanced conventional traffic signaling device 70, and/or the interactive traffic control device 200 acting as a sensor may transmit traffic data to a server.

In block 1606, the server may receive status information from the interactive traffic control device. The interactive traffic control device may update the adaptive traffic management server with status information (current, previous, and/or future) indicating what instructions are currently being displayed or otherwise communicated by the intelligent and adaptive traffic sign.

In block 1608, the server may determine an updated traffic management plan that includes the dynamic traffic control instructions. Based on the precise location and status information received in block 1602, the traffic data received in block 1604, and the status information from the interactive traffic control devices received in block 1606, the server may determine and update a traffic management plan for one or more vehicles.

In block 1610, the server may send updates of the dynamic traffic control instructions to one or more interactive traffic control devices. In various embodiments, after or while sending the update of the dynamic traffic control instructions, the adaptive traffic management server may continue or again receive the determined accurate location and status information in block 1602.

Fig. 17 is a process flow diagram illustrating a method 1700 of generating and sending vehicle-specific updates for interactive traffic control devices to communicate dynamic traffic control instructions, which can be implemented in accordance with various embodiments. Referring to fig. 1-17, method 1700 may be performed by a processor of a server, such as an adaptive traffic management server (e.g., 110), a sign/signal management server (e.g., 120), and/or a vehicle control server (e.g., 130). Method 1700 provides an example of a vehicle specific determination that may be made in block 1608 of method 1600. The server may make a determination regarding a number of particular vehicles, which may be done in parallel, in series, or a combination thereof.

In block 1702, the server may identify or select a vehicle to manage. Vehicles on roads managed by the server may be observed and their behavior may be analyzed for traffic management and planning. All vehicles on the road managed by the server may be individually selected for detailed traffic management analysis by the server. Alternatively, a subset of vehicle traffic may be selected for detailed traffic management analysis by the server. For example, the vehicle for which the precise location and status information is received may be selected for detailed analysis, while other vehicles, while considered part of traffic analysis and management, may only be analyzed or processed in a general manner.

In block 1704, the server may determine the next intelligent and adaptive traffic sign that the selected vehicle will approach. The server may utilize HD map information available from a database (e.g., 115) and precise location and status information specific to the selected vehicle to determine which of the interactive traffic control devices controlled by the server the selected vehicle will next approach.

In block 1706, the server may use the precise location and status information (if available) of the selected vehicle to determine a vehicle route update. The server may also utilize the HD map information and the precise location and status information specific to the selected vehicle in order to determine any updates to the vehicle route that may be needed or suggested for the selected vehicle.

In block 1708, the server may generate a traffic management plan related to the selected vehicle. Based on the next intelligent and adaptive traffic sign determined in block 1704 and the vehicle route update determined in block 1706, the server may generate a vehicle specific update to the traffic management plan.

In determination block 1710, the server may determine whether a change to the dynamic traffic control instructions is needed based on the determination in block 1708. In response to determining that a change to the dynamic traffic control instructions is required (i.e., determination block 1710) — yes), the server may update the dynamic traffic control instructions related to the selected vehicle in block 1712.

In response to determining that no change to the dynamic traffic control instructions is needed in block 1712 (i.e., no in decision block 1710), or after updating the dynamic traffic control instructions, the server may determine whether another vehicle needs to be managed in decision block 1714.

In response to determining that another vehicle needs to be managed (i.e., determination block 1714 — yes), the server may again identify or select a vehicle to manage in block 1702. In response to determining that no other vehicles need to be managed (i.e., no at decision block 1714), the server may send an update of the dynamic traffic control instructions to the interactive traffic control device at block 1610 of the method 1600.

FIG. 18 is a process flow diagram illustrating a method 1800 of providing interactive traffic control that can be implemented in accordance with various embodiments. Referring to fig. 1-18, method 1800 may be performed by a processor (e.g., 210, 214, 216, and 218) in an interactive traffic control device (e.g., 200).

In block 1802, the interactive traffic control device may receive accurate location and status information associated with one or more individual vehicles on a roadway. Accurate location and status information may be received from one or more vehicles. For example, the wireless communication device 190 in an autonomous vehicle or a non/semi-autonomous vehicle may send precise location and status information to the interactive traffic control device. Alternatively or additionally, the interactive traffic control devices may receive accurate location and status information from various elements of the traffic management infrastructure (e.g., the adaptive traffic management server 110, the road sensors 60, the conventional traffic signaling devices 70, and other interactive traffic control devices 200). Also, the vehicles on the roadway may be various types of vehicles, including autonomous, semi-autonomous, or non-autonomous vehicles.

In block 1804, the interactive traffic control device may determine customized dynamic traffic control instructions based on the precise location and status information received in block 1802. In particular, the interactive traffic control device may determine first and second customized dynamic traffic control instructions. First customized dynamic traffic control instructions may be determined for a first one or more of the individual vehicles, and second customized dynamic traffic control instructions may be determined for a second one or more of the individual vehicles different from the first one or more of the individual vehicles. The first customized dynamic traffic control directive may include navigation information that is different from the navigation information included in the second customized dynamic traffic control directive. For example, a first customized dynamic traffic control instruction may indicate a first navigation route on a road and a second customized dynamic traffic control instruction indicates a second navigation route on the road that is different from the first navigation route. Additionally, one of the first or second customized dynamic traffic control instructions may include a selectable alternative route that is not included in the other of the first or second customized dynamic traffic control instructions.

In block 1806, the interactive traffic control device may send the customized dynamic traffic control instructions to the individual vehicles. Thus, the interactive traffic control device may send a first fixed dynamic traffic control instruction to a first one or more of the individual vehicles and a second customized dynamic traffic control instruction to a second one or more of the individual vehicles. The first and second customized dynamic traffic control instructions may be sent simultaneously to the first and second one or more of the individual vehicles.

The sending of the customized dynamic traffic control instructions by the interactive traffic control device may include generating a visual display on the interactive traffic control device configured to be visible to occupants of a first one or more of the individual vehicles. The interactive traffic control device may send the customized dynamic traffic control instructions using a wireless communication link between the interactive traffic control device and an in-vehicle computing device of at least one of the first one or more of the individual vehicles. The interactive traffic control device may receive an acknowledgement of receipt from at least one of the first one or more of the individual vehicles. Alternatively or additionally, the interactive traffic control device may receive an indication from at least one vehicle that the vehicle is to follow the transmitted first stationary traffic control instruction.

In various embodiments, after or while sending the customized dynamic traffic control instructions, the interactive traffic control device may continue or again receive accurate location and status information in block 1802.

FIG. 19 is a process flow diagram illustrating a method 1900 of providing interactive traffic control that can be implemented in accordance with various embodiments. Referring to fig. 1-19, method 1900 may be performed by a processor (e.g., 210, 214, 216, and 218) in an interactive traffic control device (e.g., 200). Method 1900 provides an example of a vehicle-specific determination that may be made in block 1806 of method 1800. The interactive traffic control device may make a determination regarding a number of specific vehicles, which may be done in parallel, in series, or a combination thereof.

In block 1902, the interactive traffic control device may identify or select a first one or more vehicles to manage. Vehicles on roads monitored by the interactive traffic control device may be observed and their behavior may be analyzed for traffic management and planning. All vehicles on the road managed by the interactive traffic control device may be individually selected by the interactive traffic control device for detailed traffic management analysis. Alternatively, a subset of vehicle traffic may be selected by the interactive traffic control device for detailed traffic management analysis. For example, the vehicle for which the precise location and status information is received may be selected for detailed analysis, while other vehicles, while considered part of traffic analysis and management, may only be analyzed or processed in a general manner.

In block 1904, the interactive traffic control device may use the precise location and status information of the selected vehicle (if available) to determine a vehicle route update. The interactive traffic control device may also utilize the HD map information and the precise location and status information specific to the selected vehicle in order to determine any updates to the vehicle route that may be needed or suggested for the selected vehicle.

In block 1906, the interactive traffic control device may generate customized dynamic traffic control instructions related to the selected vehicle.

In determination block 1908, the interactive traffic control device may determine whether a change to the customized dynamic traffic control instructions is needed based on the determination in block 1908. In response to determining that a change to the dynamic traffic control directives is required (i.e., determining that block 1908 is yes), the interactive traffic control device may update the dynamic traffic control directives related to the selected vehicle in block 1910.

In response to determining that the dynamic traffic control instructions do not need to be changed (i.e., no in decision block 1908), or after updating the dynamic traffic control instructions in block 1910, the interactive traffic control device may determine whether another vehicle needs to be managed in decision block 1912.

In response to determining that another vehicle needs to be managed (i.e., determination block 1912 — yes), the interactive traffic control device may again identify or select one or more vehicles to manage in block 1902. In response to determining that no management of any other vehicles is required (i.e., no at decision block 1912), the interactive traffic control device may send an update of the customized dynamic traffic control instructions at block 1808 of the depicted method 1800.

FIG. 20 is a process flow diagram illustrating a method 2000 of providing interactive flow control that may be implemented in accordance with various embodiments. Referring to fig. 1-20, method 2000 may be performed by a processor (e.g., 210, 214, 216, and 218) in an interactive traffic control device (e.g., 200). In method 2000, the processor may provide interactive traffic control by performing the operations of

blocks

1802, 1804, and 1806 of method 1800, as described above.

After receiving accurate location and status information from one or more vehicles in block 1802, the interactive traffic control device may receive traffic data, dynamic traffic control instructions, and/or supplemental traffic information in block 2002. For example, road sensors, enhanced conventional traffic signaling devices, adaptive traffic management servers, and/or other interactive traffic control devices acting as sensors or intermediaries may transmit traffic data to a receiving interactive traffic control device. The dynamic traffic control instructions may be received from an adaptive traffic management server and/or another interactive traffic control device (e.g., a neighboring interactive traffic control device). These dynamic traffic control commands may include one or more dynamic traffic control inputs that increase, decrease, or change the rules used by the interactive traffic control devices to generate the customized dynamic traffic control commands. The supplemental traffic information may include non-regulatory information or information not directly associated with vehicle navigation. For example, the supplemental traffic information may include alternative route options (e.g., scenic spots, free passage, shorter, faster, etc.), advertisements, information about local attractions (e.g., fuel, dining, shopping, entertainment, healthcare, government, religious venues, or scenic spots). A local attraction may be any place that attracts guests by providing something interesting. In addition, the supplemental traffic information may even include information about family, friends, and/or fellow travelers in other vehicles.

In block 1804, the interactive traffic control device may determine customized dynamic traffic control instructions based on the precise location and status information received in block 1802 and the traffic data, dynamic traffic control instructions, and/or supplemental traffic information received in block 2002.

In block 1806, the customized dynamic traffic control may send instructions to the individual vehicles and continue to receive accurate location and status information in block 1802.

Fig. 21A and 21B illustrate first and second vehicle displays 2101, 2111 showing first and second customized dynamic

traffic control instructions

2105, 2115. Nearby interactive traffic control devices (e.g., 200) may have determined and generated first and second customized dynamic

traffic control instructions

2105, 2115 based on the precise location and status information received from the first and second vehicles. The first fixed dynamic traffic control instructions 2105 shown in fig. 21A may be sent to a limited number of individual vehicles that are set to route the vehicles along alternative routes that are not provided to other vehicles, as shown in the second customized dynamic traffic control instructions 2114 shown in fig. 21B.

The first and second vehicle displays 2101, 2111 may be presented as graphical user interfaces of wireless communication devices (e.g., 190) located in different vehicles. First stationary traffic control instructions 2105 are shown in fig. 21A as being displayed on first vehicle display 2101, but if adaptive traffic management server 110 and/or local interactive traffic control device 200 determines that more than one first vehicle should receive first stationary traffic control instructions 2105, then the first stationary traffic control instructions 2105 may also be displayed in one or more other vehicles (i.e., the first set of vehicles). Similarly, the second customized dynamic traffic control instructions 2115 are shown in fig. 21B as being displayed on the second vehicle display 2111, but if the adaptive traffic management server 110 and/or the local interactive traffic control device 200 determine that more than one second vehicle should receive the second customized dynamic traffic control instructions 2115, the second customized dynamic traffic control instructions 2115 may also be displayed in one or more other vehicles (i.e., a second set of vehicles). The approaching interactive traffic control devices 200 of at least the first set of vehicles may have transmitted the first and second customized dynamic

traffic control instructions

2105, 2115.

In various embodiments, the first fixed braking state traffic control instructions 2105 shown in fig. 21A may include conditional dynamic traffic control instructions that provide route options to a determined limited number of vehicles. For example, the first stationary traffic control command 2105 may appear as an option to the vehicle indicating "turn left within 1/2 miles". Further, the first stationary traffic control command 2105 may draw the viewer's attention to additional information, e.g., the displayed navigation command would "save [ viewer ]3 minutes" and be part of "new route to your destination". The first customized dynamic traffic control instructions 2105 are presented as an alternative route that the vehicle occupant may "accept" or "reject," but they are not presented as part of the second customized dynamic traffic control instructions 2115 shown in fig. 21B displayed in other vehicles. In contrast, the second vehicle display 2111 in such other vehicle may include second customized dynamic traffic control instructions 2115 indicating that the vehicle should make "No turns! "and" stay in lane ".

Such conditional dynamic traffic control instructions, while provided to a limited set of vehicles, may not be accepted by the operator of each vehicle to which those instructions are sent. For example, some operators of some vehicles may reject the offer (offer). A vehicle in which the operator accepts conditional dynamic traffic control instructions may send an acceptance of an alternative to the provided alternative route to the interactive traffic control device.

In some embodiments, fewer than all of the conditional (conditional) dynamic traffic control directives may be allowed to accept the offer. For example, the displayed proposal may state that only the first three (3) vehicles accepting the proposal will be granted authorization to use the alternative route alternative. In this way, only a subset of the determined limited number of vehicles (i.e., less than all vehicles on which the offer is presented) that are provided conditional dynamic traffic control instructions are allowed to travel along the alternative route. This may help to ensure that alternative routes and detours do not become overcrowded or cause traffic congestion. Vehicles that are granted authorization to follow the alternative route may be selected based on the order in which the vehicles respond to the dynamic traffic control instruction display of the condition or whether the vehicles respond within a set period of validity (e.g., within 10 seconds of presenting the offer). Alternatively, there may be a plurality of criteria for selecting authorized vehicles to be granted dynamic traffic control instructions for the conditions of use. For example, a proposed vehicle that accepts conditions may not only have to be the first vehicle to respond, but may also need to be located in a particular location or area. Thus, once the allowed number of vehicles have been granted permission to enter the alternate route, the interactive traffic control device may send an offer termination message causing the offer to disappear from the vehicle display. Further, the interactive traffic control device may send a rejection of the acceptance based on a condition determined in response to receiving acceptance of the provided alternative route alternative while proposing that other eligible vehicles remain available. Further, in conjunction with the rejection or the in-place of rejection (in-place), the interactive traffic control device may transmit a different alternative route alternative based on conditions determined in response to receiving acceptance of the provided alternative route alternative.

Fig. 22 illustrates an in-vehicle display 2201 and a dynamic roadside display 2211, which show first and second customized dynamic traffic control commands 2205, 2215, respectively. Nearby interactive traffic control devices (e.g., 200) may have determined and generated first and second customized dynamic

traffic control instructions

2205, 2215 based on the received precise location and status information. The first customized dynamic traffic control instructions 2205 may have been sent to a limited number of individual vehicles provided and may provide alternative route alternatives not provided in the second customized dynamic traffic control instructions 2215. The nearby interactive traffic control device 200 may also send a second customized dynamic traffic control command 2215 through the active display screen. Thus, in the example shown in fig. 22, the transmission of the second customized dynamic traffic control directive 2215 uses a visual display of the interactive traffic control device 200 that is configured to be viewable by vehicle occupants.

Fig. 23 is a process flow diagram illustrating a method 2300 of providing interactive traffic control that can be implemented in accordance with various embodiments. Referring to fig. 1-23, method 2300 may be performed by a processor (e.g., 210, 214, 216, and 218) in an interactive traffic control device (e.g., 200). In method 2300, the processor may provide interactive traffic control by performing the operations of

blocks

1802 and 1806 of

methods

1800 and 2000, as described above.

In block 2304, the interactive traffic control device may determine a first stationary traffic control command based on the precise vehicle location and status information received in block 1802. Further, the determined first stationary traffic control command may provide an alternative route alternative to the limited number of individual vehicles provided.

After or concurrently with sending the customized dynamic traffic control instructions in block 1806, the interactive traffic control device may continue or again receive accurate location and status information in block 1802.

Fig. 24A and 24B illustrate first and second vehicle displays 2401, 2411 showing first and second customized dynamic

traffic control instructions

2405, 2415, respectively. After ensuring that the determined customized dynamic traffic control instructions do not conflict with the salient elements identified (i.e., determined) from the precise location and status information, nearby interactive traffic control devices (e.g., 200) may have determined and generated the first and second customized dynamic

traffic control instructions

2405, 2415 based on the precise location and status information received from the vehicle.

Salient elements that may be generally determined from accurate vehicle location and status information may include the current location, direction of travel, and/or destination of the vehicle. Such elements may be considered significant because any traffic control instructions prepared for the vehicle should preferably take such information into account. For example, various embodiments may attempt to avoid presenting traffic control instructions that are not related to the current location, direction of travel, or destination of the vehicle. Additionally, the precise location and status information may indicate preferences or other settings of the vehicle/user, such as whether the user is actively looking for route alternatives or local attractions. Vehicle/user preferences may include elements such as whether the user does not want to be presented with an advertisement (i.e., "do not disturb") or whether the user has route preferences (e.g., scenic/non-scenic routes, free passage, shorter, faster, etc.). Such preferences may be considered as a significant element that may conflict with certain dynamic flow control instructions. For example, if the user preferences indicate that the user does not want to see advertisements, the customized dynamic traffic control instructions should not present the advertisements to the user. Similarly, if the user preferences indicate that the user prefers not to travel on a toll-charged road, the customized dynamic traffic control instructions should not direct the host vehicle to use the toll-charged road. Additionally, the user preferences may indicate that the occupant of the host vehicle wants to remain within a quarter mile of another vehicle (e.g., a family member, friend, and/or fellow traveler's car). In this way, customized dynamic traffic control instructions may be generated to keep two vehicles close in order to avoid collisions.

Occasionally, a vehicle occupant may want to park for various reasons rather than driving directly to a destination (i.e., actively seeking to park or detour). For example, an occupant may be interested in parking at a local attraction for the purpose of fueling, eating, shopping, entertainment, healthcare, government or religious services, or some scenic resort. Thus, accurate location and status information may indicate such a preference. In this manner, customized dynamic traffic control instructions may be generated to direct the host vehicle to the closest stop or detour that is a suitable match, and may not require a significant deviation from the current route to its original destination.

Referring again to fig. 24A and 24B, consider the following scenario: two vehicles (e.g., a first vehicle having the first vehicle display 2401 shown in fig. 24A and a second vehicle having the second vehicle display 2411 shown in fig. 24B) travel to the same destination and are driven in close proximity to each other. In this scenario, the occupant of the first vehicle may have entered a user preference indicating that they wish to stop for refueling as soon as possible. In contrast, the second vehicle may not need to be refueled, and neither vehicle has entered a preference to remain in close proximity to each other. According to various embodiments, the interactive traffic control device may have received accurate location and status information of the first vehicle indicating a desire to stop for refueling. Further, the interactive traffic control device may have received accurate location and status information for the second vehicle indicating a desire not to stop. The desire to park and refuel and the desire to not park can be considered significant elements in accurate location and status information. In addition, based on the precise location and status information, the interactive traffic control device may determine first and second customized dynamic traffic control instructions for the first vehicle and the second vehicle, respectively, based on the precise location and status information. Prior to sending any dynamic traffic control instructions, the interactive traffic control device may ensure that the customized dynamic traffic control instructions do not conflict with the identified salient elements from the precise location and status information. Thus, the interactive traffic control device sends significantly different customized dynamic

traffic control instructions

2405, 2415 to each vehicle, where the first customized dynamic traffic control instruction 2405 suggests that the first vehicle exit within a half mile for refueling, while the second customized dynamic traffic control instruction 2415 commands the second vehicle to continue along its route to the destination (i.e., "go another 13 miles").

FIG. 25 is a process flow diagram illustrating a method 2500 of providing interactive traffic control that can be implemented in accordance with various embodiments. Referring to fig. 1-25, method 2500 may be performed by a processor (e.g., 210, 214, 216, and 218) in an interactive traffic control device (e.g., 200). In method 2500, the processor may provide interactive traffic control by performing the operations of

blocks

1802, 1804, and 1806 of

methods

1800 and 2000 as described.

After receiving the precise location and status information from the one or more vehicles in block 1802, the interactive traffic control device may determine at least one salient element in the precise location and status information in block 2502. For example, the at least one salient element may include a current route of the first vehicle derived from the received precise location and status information.

In block 1804, the interactive traffic control device may determine customized dynamic traffic control instructions based on the precise location and status information received in block 1802 and additional information such as traffic data, dynamic traffic control instructions, and/or supplemental traffic information.

In determination block 2504, the processor may determine whether the customized dynamic traffic control instruction conflicts with the determined at least one salient element determined in block 2502.

In response to determining that the customized dynamic traffic control instruction conflicts with the determined at least one salient element (i.e., determination block 2504 — yes), the interactive traffic control device may determine an alternative customized dynamic traffic control instruction in block 1804.

In response to determining that the customized dynamic traffic control instruction does not conflict with the determined at least one salient element (i.e., "no" at determination block 2504), the interactive traffic control device may send the customized dynamic traffic control instruction to the vehicle in block 1806.

In various embodiments, after or while the customized dynamic traffic control instructions are sent in block 1806, the interactive traffic control device may continue or again receive accurate location and status information from the vehicle in block 1802.

The foregoing method descriptions and process flow diagrams are provided merely as illustrative examples and are not intended to require or imply that the steps of the various embodiments must be performed in the order presented. As will be appreciated by those skilled in the art, the order of the steps in the foregoing embodiments may be performed in any order. The terms "thereafter," "then," "next," and the like are not intended to limit the order of the steps; these words are only used to guide the reader through the description of the method. Furthermore, any reference to claim elements in the singular, for example, using the words "a," "an," or "the," is not to be construed as limiting the element to the singular.

The various illustrative logical blocks, modules, circuits, and algorithm steps described in connection with the embodiments disclosed herein may be implemented as electronic hardware, computer software, or combinations of both. To clearly illustrate this interchangeability of hardware and software, various illustrative components, blocks, modules, circuits, and steps have been described above generally in terms of their functionality. Whether such functionality is implemented as hardware or software depends upon the particular application and design constraints imposed on the overall system. Skilled artisans may implement the described functionality in varying ways for each particular application, but such implementation decisions should not be interpreted as causing a departure from the scope of the claims.

The hardware used to implement the various illustrative logics, logical blocks, modules, and circuits described in connection with the embodiments disclosed herein may be implemented or performed with a general purpose processor, a Digital Signal Processor (DSP), an Application Specific Integrated Circuit (ASIC), a Field Programmable Gate Array (FPGA) or other programmable logic device, discrete gate or transistor logic, discrete hardware components, or any combination thereof designed to perform the functions described herein. A general purpose processor may be a microprocessor, but in the alternative, the processor may be any conventional processor, controller, microcontroller, or state machine. A processor may also be implemented as a combination of computing devices, e.g., a combination of a DSP and a microprocessor, a plurality of microprocessors, one or more microprocessors in conjunction with a DSP core, or any other such configuration. Alternatively, some steps or methods may be performed by circuitry that is specific to a given function.

In one or more embodiments, the functions described may be implemented in hardware, software, firmware, or any combination thereof. If implemented in software, the functions may be stored as one or more instructions or code on a non-transitory computer-readable medium or a non-transitory processor-readable medium. The steps of a method or algorithm disclosed herein may be embodied in a processor-executable software module, which may reside on a non-transitory computer-readable or processor-readable storage medium. A non-transitory computer-readable or processor-readable storage medium may be any storage medium that can be accessed by a computer or a processor. By way of example, and not limitation, such non-transitory computer-readable or processor-readable media can comprise RAM, ROM, EEPROM, flash memory, CD-ROM or other optical disk storage, magnetic disk storage or other magnetic storage devices, or any other medium that can be used to store desired program code in the form of instructions or data structures and that can be accessed by a computer. Disk and disc, as used herein, includes Compact Disc (CD), laser disc, optical disc, Digital Versatile Disc (DVD), floppy disk and blu-ray disc where disks usually reproduce data magnetically, while discs reproduce data optically with lasers. Combinations of the above are also included within the scope of non-transitory computer-readable and processor-readable media. Additionally, the operations of a method or algorithm may reside as one or any combination or set of codes and/or instructions on a non-transitory processor-readable medium and/or computer-readable medium, which may be included in a computer program product.

The previous description of the disclosed embodiments is provided to enable any person skilled in the art to make or use the claims. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the scope of the claims. Thus, the present disclosure is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the following claims and the principles and novel features disclosed herein.

Claims

1. A method of providing interactive traffic control, comprising:

receiving, by an interactive traffic control device, accurate location and status information associated with a first vehicle on a roadway;

determining, by the interactive traffic control device, at least one salient element in the accurate location and status information;

determining, by the interactive traffic control device, for the first vehicle, customized dynamic traffic control instructions based on the precise location and state information;

determining, by the interactive traffic control device, whether the customized dynamic traffic control instruction conflicts with the at least one salient element; and

in response to determining that the customized dynamic traffic control instructions do not conflict with the at least one salient element, sending, by the interactive traffic control device, the customized dynamic traffic control instructions to the first vehicle.

2. The method of claim 1, wherein the at least one salient element comprises a current route of the first vehicle to a destination.

3. The method of claim 1, wherein the at least one salient element comprises an indication that a user is actively looking for a route alternative.

4. The method of claim 1, wherein the at least one salient element comprises an indication that a user does not want an advertisement presented.

5. The method of claim 1, wherein the at least one salient element comprises an indication that a user has a route preference.

6. The method of claim 1, wherein the at least one salient element includes an indication that the first vehicle should remain within a set distance from a second identified vehicle.

7. The method of claim 1, wherein the customized dynamic traffic control instructions include congestion information associated with a vehicle route identified from the precise location and status information.

8. The method of claim 1, wherein the customized dynamic traffic control instructions include information associated with a local attraction within an area of an approaching exit relative to a current location of the first vehicle.

9. The method of claim 1, further comprising:

receiving, by the interactive traffic control device, information associated with the customized dynamic traffic control instructions from a traffic management server.

10. An interactive traffic control device comprising:

a transceiver; and

a processor coupled to the transceiver and configured with processor-executable instructions to perform operations comprising:

receiving, via the transceiver, precise location and status information associated with a first vehicle on a roadway;

determining at least one salient element in the precise location and state information;

determining, for the first vehicle, customized dynamic traffic control instructions based on the precise location and state information;

determining whether the customized dynamic traffic control directive conflicts with the at least one salient element; and

in response to determining that the customized dynamic traffic control instruction does not conflict with the at least one salient element, sending the customized dynamic traffic control instruction to the first vehicle.

11. The interactive traffic control device of claim 10, wherein the processor is further configured with processor-executable instructions to perform operations such that the at least one salient element comprises a current route of the first vehicle to a destination.

12. The interactive traffic control device of claim 10, wherein the processor is further configured with processor-executable instructions to include an indication in the at least one salient element that the user is actively seeking route alternatives.

13. The interactive traffic control device of claim 10, wherein the processor is further configured with processor-executable instructions to include an indication in the at least one salient element that the user does not want to be presented with an advertisement.

14. The interactive traffic control device of claim 10, wherein the processor is further configured with processor-executable instructions to include an indication in the at least one salient element that the user has a route preference.

15. The interactive traffic control device of claim 10, wherein the processor is further configured with processor-executable instructions to include an indication in at least one salient element that the first vehicle should remain within a set distance from a second identified vehicle.

16. The interactive traffic control device of claim 10, wherein the processor is further configured with processor-executable instructions to include congestion information associated with a vehicle route identified from the precise location and status information in the customized dynamic traffic control instructions.

17. The interactive traffic control device of claim 10, wherein the processor is further configured with processor-executable instructions to perform operations such that the customized dynamic traffic control instructions include information associated with local attractions within an area of an approaching exit relative to a current location of the first vehicle.

18. The interactive traffic control device of claim 10, wherein the processor is further configured with processor-executable instructions to:

information associated with the customized dynamic traffic control instructions is received from a traffic management server.

19. A non-transitory processor-readable storage medium having stored thereon processor-executable instructions configured to cause a processor of an interactive traffic control device to perform operations comprising:

receiving precise location and status information associated with a first vehicle on a roadway;

20. The non-transitory processor-readable storage medium of claim 19, wherein the stored processor-executable instructions are configured to cause the processor of the interactive traffic control device to perform operations such that the at least one salient element comprises a current route of the first vehicle to a destination.

21. The non-transitory processor-readable storage medium of claim 19, wherein the stored processor-executable instructions are configured to cause the processor of the interactive traffic control device to perform operations such that the at least one salient element comprises an indication that a user is actively looking for a route alternative.

22. The non-transitory processor-readable storage medium of claim 19, wherein the stored processor-executable instructions are configured to cause the processor of the interactive traffic control device to perform operations such that the at least one salient element comprises an indication that a user does not want to be presented with an advertisement.

23. The non-transitory processor-readable storage medium of claim 19, wherein the stored processor-executable instructions are configured to cause the processor of the interactive traffic control device to perform operations such that the at least one salient element comprises an indication that a user has a route preference.

24. The non-transitory processor-readable storage medium of claim 19, wherein the stored processor-executable instructions are configured to cause the processor of the interactive traffic control device to perform operations such that the at least one salient element comprises an indication that the first vehicle should remain within a set distance from a second identified vehicle.

25. The non-transitory processor-readable storage medium of claim 19, wherein the stored processor-executable instructions are configured to cause the processor of the interactive traffic control device to perform operations such that the customized dynamic traffic control instructions include congestion information associated with a vehicle route identified from the precise location and status information.

26. The non-transitory processor-readable storage medium of claim 19, wherein the stored processor-executable instructions are configured to cause the processor of the interactive traffic control device to perform operations such that the customized dynamic traffic control instructions include information associated with local attractions within an area of an approaching exit relative to a current location of the first vehicle.

27. The non-transitory processor-readable storage medium of claim 19, wherein the stored processor-executable instructions are configured to cause the processor of the interactive traffic control device to perform operations further comprising:

28. An interactive traffic control device comprising:

means for receiving precise location and status information associated with a first vehicle on a roadway;

means for determining at least one salient element in the precise location and status information;

means for determining a customized dynamic traffic control instruction for the first vehicle based on the precise location and state information;

means for determining whether the customized dynamic traffic control directive conflicts with the at least one salient element; and

means for sending the customized dynamic traffic control instructions to the first vehicle in response to determining that the customized dynamic traffic control instructions do not conflict with the at least one salient element.