CN113611141A - Logistics park traffic control system and method based on automatic and manual driving mixed driving - Google Patents
Logistics park traffic control system and method based on automatic and manual driving mixed driving Download PDFInfo
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- CN113611141A CN113611141A CN202110900196.XA CN202110900196A CN113611141A CN 113611141 A CN113611141 A CN 113611141A CN 202110900196 A CN202110900196 A CN 202110900196A CN 113611141 A CN113611141 A CN 113611141A
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- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/09—Arrangements for giving variable traffic instructions
- G08G1/0962—Arrangements for giving variable traffic instructions having an indicator mounted inside the vehicle, e.g. giving voice messages
- G08G1/0968—Systems involving transmission of navigation instructions to the vehicle
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- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/09—Arrangements for giving variable traffic instructions
- G08G1/0962—Arrangements for giving variable traffic instructions having an indicator mounted inside the vehicle, e.g. giving voice messages
- G08G1/0967—Systems involving transmission of highway information, e.g. weather, speed limits
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- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/09—Arrangements for giving variable traffic instructions
- G08G1/0962—Arrangements for giving variable traffic instructions having an indicator mounted inside the vehicle, e.g. giving voice messages
- G08G1/0967—Systems involving transmission of highway information, e.g. weather, speed limits
- G08G1/096708—Systems involving transmission of highway information, e.g. weather, speed limits where the received information might be used to generate an automatic action on the vehicle control
- G08G1/096725—Systems involving transmission of highway information, e.g. weather, speed limits where the received information might be used to generate an automatic action on the vehicle control where the received information generates an automatic action on the vehicle control
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- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/09—Arrangements for giving variable traffic instructions
- G08G1/0962—Arrangements for giving variable traffic instructions having an indicator mounted inside the vehicle, e.g. giving voice messages
- G08G1/0967—Systems involving transmission of highway information, e.g. weather, speed limits
- G08G1/096766—Systems involving transmission of highway information, e.g. weather, speed limits where the system is characterised by the origin of the information transmission
- G08G1/096783—Systems involving transmission of highway information, e.g. weather, speed limits where the system is characterised by the origin of the information transmission where the origin of the information is a roadside individual element
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- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/09—Arrangements for giving variable traffic instructions
- G08G1/0962—Arrangements for giving variable traffic instructions having an indicator mounted inside the vehicle, e.g. giving voice messages
- G08G1/0968—Systems involving transmission of navigation instructions to the vehicle
- G08G1/096833—Systems involving transmission of navigation instructions to the vehicle where different aspects are considered when computing the route
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- H—ELECTRICITY
- H04—ELECTRIC COMMUNICATION TECHNIQUE
- H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
- H04L67/00—Network arrangements or protocols for supporting network services or applications
- H04L67/01—Protocols
- H04L67/12—Protocols specially adapted for proprietary or special-purpose networking environments, e.g. medical networks, sensor networks, networks in vehicles or remote metering networks
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- H—ELECTRICITY
- H04—ELECTRIC COMMUNICATION TECHNIQUE
- H04W—WIRELESS COMMUNICATION NETWORKS
- H04W4/00—Services specially adapted for wireless communication networks; Facilities therefor
- H04W4/30—Services specially adapted for particular environments, situations or purposes
- H04W4/40—Services specially adapted for particular environments, situations or purposes for vehicles, e.g. vehicle-to-pedestrians [V2P]
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- H—ELECTRICITY
- H04—ELECTRIC COMMUNICATION TECHNIQUE
- H04W—WIRELESS COMMUNICATION NETWORKS
- H04W4/00—Services specially adapted for wireless communication networks; Facilities therefor
- H04W4/30—Services specially adapted for particular environments, situations or purposes
- H04W4/40—Services specially adapted for particular environments, situations or purposes for vehicles, e.g. vehicle-to-pedestrians [V2P]
- H04W4/44—Services specially adapted for particular environments, situations or purposes for vehicles, e.g. vehicle-to-pedestrians [V2P] for communication between vehicles and infrastructures, e.g. vehicle-to-cloud [V2C] or vehicle-to-home [V2H]
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- H—ELECTRICITY
- H04—ELECTRIC COMMUNICATION TECHNIQUE
- H04W—WIRELESS COMMUNICATION NETWORKS
- H04W4/00—Services specially adapted for wireless communication networks; Facilities therefor
- H04W4/80—Services using short range communication, e.g. near-field communication [NFC], radio-frequency identification [RFID] or low energy communication
Abstract
The invention discloses a logistics park traffic control system and method based on automatic and manual driving mixed driving, which comprises the steps of establishing a cloud end, a road end and a vehicle end of a mutual communication channel; the cloud sends a path and a conflict decision plan to the road end and receives road condition abnormal information sent by the road end; the cloud sends path information to the vehicle end and receives pose information sent by the vehicle end; the road end sends a road condition abnormity and conflict area passing instruction to the vehicle end, and receives a conflict area passing request and pose information sent by the vehicle end. The invention provides a mode of central centralized control, roadside control and autonomous navigation and division of work of vehicles, which can not only exert the high efficiency of centralized scheduling of upper-layer vehicles, but also use the real-time performance of roadside equipment control and simultaneously exert the flexibility of automatic driving of vehicle equipment.
Description
Technical Field
The invention relates to a logistics park vehicle automatic driving technology, in particular to a logistics park traffic control system and method based on automatic and manual driving mixed operation.
Background
The logistics park refers to a working area where goods are moved within a limited range by using handling equipment. The logistics park is divided from the perspective of the driving technology of the transportation equipment, and can be divided into a logistics park based on an automatic driving vehicle (typically, a warehouse which adopts an automatic guided vehicle as a handling device, and is called an automatic logistics park for short), a logistics park based on an artificial driving vehicle (typically, a seaport which adopts an artificial driving truck, and is called an artificial logistics park for short), namely, a logistics park in which the artificial driving vehicle and the automatic driving vehicle are both arranged (typically, a campus and a factory in which an automatic driving vehicle and an artificial vehicle which adopt a vehicle-road cooperation technology and an L4 automatic driving technology are mixed, and is called a mixed logistics park for short).
Regardless of the type of logistics park, there are two types of problems that need to be addressed for the control system, one being safety and the other being efficiency. The safety is to ensure that the vehicle can not generate collision accidents in the running process, and the high efficiency is to improve the average running speed of the vehicle and the number of the vehicles running concurrently for the fleet. Safety and efficiency are a trade-off problem, and in any logistics park, the safety and efficiency are core factors to be considered by a dispatching control system. For the traditional artificial logistics park, the traffic control is mostly carried out by adopting the traditional traffic lights and road sign limitation, and the like. For an automatic logistics park, most of the automatic logistics park is not provided with a traffic light or a road sign, but adopts a central control system, can carry out global scheduling on all equipment in the park, accurately controls the walking path and the walking mode of the equipment and achieves comprehensive scheduling. The execution efficiency of the method is high, but the requirement on the field is high, the method usually needs the assistance of matched positioning and navigation equipment, the intervention of human work factors cannot be realized, meanwhile, the quantity of the equipment has certain limitation, and more than one hundred pieces of equipment cannot meet the real-time requirement and the bottleneck of calculation pressure. Along with the vigorous development of the automatic driving technology, the current hot mixed logistics park provides new challenges for safety and efficiency, the automatic driving vehicle has certain safety protection capability, can process various emergency situations in real time and basically can reach the manual driving capability, but because the randomness of the manual vehicle causes that centralized control cannot be adopted, most of the current mixed logistics park is a traffic control scheme imitating the manual logistics park.
The main troublesome problems faced in the industry and the drawbacks of the corresponding solutions are as follows:
1) crossing congestion problem
When crossing, if there is no good control measure, congestion will be formed, and further spreading of congestion may cause a deadlock problem that cannot be resolved naturally. As can be understood from experience of urban traffic, congestion is likely to form at intersections during rush hours, and once congestion is formed, it is difficult to disappear naturally without intervention of a traffic police. The time-sharing multiplexing mode similar to measures of traffic lights, gate crossings and the like has a problem, namely how to improve the multiplexing efficiency, avoid extra waiting when no vehicle exists, and also avoid time waste caused by frequent switching in a peak period. A central control mechanism is used for calculating all vehicles in the field in real time, estimating possible conflicts at intersections and providing a solution, so that the problem can be effectively avoided, but the difficulty is high, and the user often has no worry about dealing with large-scale and complex traffic conditions.
2) Ghost probe problem
When multiple vehicles pass through the intersection, the road condition is observed only by the visual angle of the passing vehicles, and the blind area problem is often faced. When other objects such as vehicles or pedestrians suddenly enter the vehicle prepared driving range from the blind area, the vehicles are difficult to make safe response (braking, avoiding and the like) in time, and the working condition is a 'ghost probe' in the popular science. It is common practice in the industry to: the vehicle passes through the area with a large possible blind area at a low speed, and the passing efficiency is lost more; the blind area is reduced, namely roadside equipment is added, or data sharing is carried out among vehicles, so that the blind area is reduced, but the mode is not friendly to high-speed vehicles and vehicle intersection, and the traffic sequence is difficult to independently decide; the traffic sequence can be arranged in advance by relying on centralized scheduling to solve the problem of vehicle-vehicle intersection, but the traffic sequence is difficult to control for sudden abnormity or pedestrians or the corresponding time is too slow, and the safety in a mixed traffic park is not enough.
3) Problem of overtaking
Overtaking usually has two meanings, one is that the front vehicle breaks down, the rear vehicle overtakes the front vehicle through lane changing, it is more reasonable to use obstacle avoidance at this moment, and this time, the income for a long time (several minutes even tens of minutes) is obtained through losing a small amount of time (tens of seconds). Another is that the rear fast car overtakes the front slow car by changing lanes, which is the time when the gain of a short time (tens of seconds) is obtained by losing a very small amount of time (several seconds). Generally speaking, the centralized scheduling scheme is not suitable for the condition because the condition needs to be identified and decision-making in a very short time considering the network transmission and synchronization problems, while a small amount of benefit is obtained, the difficult overtaking window can be several seconds, and the delay consumption is not overcome. If the vehicle self-ability is relied on in the mixed-driving park, the judgment information is insufficient, safe overtaking is difficult to realize, and even the phenomenon of robbing driving can be caused. The roadside equipment can be installed to provide a better solution to the problem, but the roadside equipment is limited in observation range, high in cost if the roadside equipment covers the whole field, and low in utilization rate in a relative idle area.
Disclosure of Invention
Aiming at the defects in the prior art, the invention aims to provide a logistics park traffic control system and method based on automatic and manual driving mixed traveling, and provides a mode of central centralized control, roadside control and autonomous vehicle navigation work division cooperation, so that the high efficiency of upper-layer vehicle centralized scheduling can be exerted, the real-time performance of roadside equipment control can be used, and the flexibility of automatic driving of vehicle equipment can be exerted.
In order to achieve the purpose, the invention adopts the following technical scheme:
on one hand, the logistics park traffic control system based on automatic and manual driving mixed traffic comprises a cloud end, a road end and a vehicle end, wherein mutual communication channels are established;
the cloud sends a path and a conflict decision plan to the road end and receives road condition abnormal information sent by the road end;
the cloud sends path information to the vehicle end and receives pose information sent by the vehicle end;
the road end sends a road condition abnormity and conflict area passing instruction to the vehicle end, and receives a conflict area passing request and pose information sent by the vehicle end.
Preferably, wireless network communication is adopted between the cloud end and the road end and between the cloud end and the vehicle end;
short-range communication is adopted between the road end and the vehicle end and between the vehicle end and the vehicle end.
Preferably, the vehicle end comprises an automatic driving vehicle and a manual driving vehicle.
Preferably, the manual driving vehicle is provided with a vehicle-mounted navigation device.
Preferably, the vehicle-mounted navigation device is a tablet computer and/or a head-up display device.
Preferably, the road end is a road junction controller arranged on a road in the logistics park.
On the other hand, the logistics park traffic control method based on automatic and manual driving mixed driving utilizes the logistics park traffic control system based on automatic and manual driving mixed driving, and a control area distribution scheme, control area and road section in-out relation, road section load data and planning path information are formulated by the cloud;
receiving a control area distribution scheme, control area and road section in-out relation and road section load data from the cloud end by the road end, fusing detection results of the vehicle end, and calculating space-time vehicles and non-control objects in the control area; then, receiving a traffic request from the vehicle end and distributing the right of traffic;
and the vehicle end receives the planning path information formulated by the cloud end to execute the road-following running, and when the vehicle runs to a control area, the vehicle can pass after the vehicle needs to definitely receive the instruction from the road end, and sends pose information to the cloud end in real time.
Preferably, the control area allocation scheme formulated by the cloud is allocated according to the following principle:
a) if the signal range of the intersection controller can completely cover a control area of an intersection, the conflict control right is distributed to the intersection controller;
b) if the control area of one intersection is covered by the signals of a plurality of intersection controllers, the control area should be allocated to the nearest intersection controller;
c) one intersection controller manages control areas of a plurality of intersections;
d) if the control area of one intersection can not be covered by the signal of at least one intersection controller, a virtual controller is additionally arranged by the cloud end, and the virtual controller controls the control area of the intersection.
Preferably, the road section load data formulated by the cloud end comprises vehicle space, road section capacity, road section passing time and road section load;
the vehicle space is the maximum parking error of the vehicle, the length of the vehicle body and the safe driving distance;
the road section capacity is the ratio of the length of a straight road section to the vehicle space, and represents the number of vehicles most reserved on one straight road section;
the road section passing time is the time required by a vehicle from entering the road section to leaving the road section;
the road section load is the ratio of the number of vehicles required to pass through the road section to the capacity of the road section in a road section passing time range, namely the busy degree of the road section.
Preferably, the road end distributes the right of way according to the following principle:
a) the road section where the vehicle enters after passing through the control area does not reach the maximum load;
b) the road section with larger load has higher right of way;
c) multiple identical traffic requests should merge traffic;
d) when the multiple passing requests do not conflict, the simultaneous passing should be allowed;
e) when an uncontrollable control object exists in the control area, a slow traffic warning needs to be issued to the vehicle which allows traffic, and the position information of the uncontrollable object needs to be updated in real time.
The logistics park traffic control system and method based on automatic and manual driving mixed operation provided by the invention have the following beneficial effects:
1) the adaptability is wide:
1.1) distributing responsibility and pressure to clouds, roads and vehicles, and adjusting function distribution according to the capacity among the clouds, the roads and the vehicles, thereby making the best of the advantages and avoiding the disadvantages;
1.2) when the vehicle capability is strong enough, the control road sections involved by cloud and road ends can be reduced, and the flexibility of the vehicle can be fully exerted;
1.3) when the capacity of the road end is strong enough, the cloud end can reduce the decision details, and the road end makes more decisions, such as the cloud end only loads the global road traffic scheduling, and the road end decision is specifically executed;
1.4) the high in the clouds ability is enough strong, and when roadside or vehicle ability are relatively weak, can do the comprehensive calculation by the high in the clouds, the road side and car end only do execution and exception handling can, the overall efficiency is the highest this moment, and is minimum to vehicle, road side requirement, is fit for less small logistics park.
2) The comprehensive efficiency is high:
2.1) the road passing direction is switched and directly decided by the road end, the corresponding time is millisecond level, the loss time is less, and the comprehensive decision is made according to various strategies according to the actual request, so that the crossing passing capacity is fully exerted;
2.2) the problem of intersection congestion is solved through the cooperation of the cloud, the road and the vehicles, the intersection resources are finely scheduled instead of a simple traffic light mechanism, and the reuse rate of the resources is improved;
2.3) the blind area is reduced to the maximum extent through the cooperation of the road and the vehicle, so that the problem of ghost probes can be solved, and meanwhile, the safety can be ensured;
2.4) the decision-making overtaking behavior is realized in a time window of several seconds by utilizing the simplicity of the working condition of the vehicle on a straight road section, and the efficiency is further improved.
Drawings
FIG. 1 is a block diagram of a logistics park traffic control system of the present invention;
FIG. 2 is a schematic diagram of a cloud-end planned path segment in the logistics park traffic control system of the present invention;
FIG. 3 is a schematic view of a cloud-end merging intersection in the traffic control system of the logistics park according to the present invention;
FIG. 4 is a schematic diagram of road-side to control area signal coverage in the traffic control system of the logistics park according to the invention;
FIG. 5 is a schematic diagram of the road-end controlled passage in the traffic control system of the logistics park of the present invention;
FIG. 6 is a schematic diagram of the vehicle end driving duties in the logistics park traffic control system of the present invention;
FIG. 7 is a schematic diagram of the passage of people and vehicles at the vehicle end in the traffic control system of the logistics park according to the invention;
FIG. 8 is a flow chart of the traffic control method of the logistics park.
Detailed Description
In order to better understand the technical solutions of the present invention, the following further describes the technical solutions of the present invention with reference to the accompanying drawings and examples.
Referring to fig. 1, the logistics park traffic control system based on automatic and manual driving mixed operation provided by the invention comprises a cloud 1, a road end 2 and a vehicle end 3, wherein the cloud 1, the road end 2 and the vehicle end are used for establishing mutual communication channels.
The cloud 1 sends the path and the conflict decision plan to the road end 2 and receives road condition abnormal information sent by the road end 2;
the cloud end 1 sends path information to the vehicle end 3 and receives pose information sent by the vehicle end 3;
the road end 2 sends a road condition abnormal and conflict area passing instruction to the vehicle end 3 and receives a conflict area passing request and pose information sent by the vehicle end 3.
The communication between the cloud end 1 and the road end 2 and the communication between the cloud end 1 and the vehicle end 3 adopt common wireless network communication, and the communication between the road end 2 and the vehicle end 3 and the communication between the vehicle end 3 and the vehicle end 3 adopt special short-range communication (DSRC).
The vehicle end 3 includes an autonomous vehicle and a manually driven vehicle.
The manual driving vehicle is provided with a vehicle-mounted navigation device for displaying a navigation path and a crossing control instruction, wherein the control instruction can be converted into a virtual traffic light effect, so that the manual driving vehicle is convenient for a manual driver to understand. The vehicle-mounted navigation equipment selects a tablet personal computer and/or head-up display equipment, and needs to train manual drivers in the park to use the equipment and rules, and the drivers can be on duty after the drivers are qualified.
The road end 2 is a crossing controller arranged on a road in the logistics park.
The invention also provides a logistics park traffic control method based on automatic and manual driving mixed operation, which utilizes a logistics park traffic control system, and a control area distribution scheme, control area and road section in-out relation, road section load data and planning path information which are formulated by the cloud 1;
the road end 2 receives a control area distribution scheme, control area and road section in-out relation and road section load data from the cloud end 1, combines detection results of the vehicle end 3, and calculates space-time vehicles and non-control objects in the control area; then, a traffic request from the vehicle end 3 is received, and the right of traffic is distributed;
the vehicle end 3 receives the planned path information from the cloud end 1 to execute the circulation driving, and when the vehicle is driven to the control area, the vehicle can pass after clearly receiving the instruction from the road end 2, and sends the pose information to the cloud end 1 in real time.
The cloud 1 has the following responsibilities:
1) an optimal path is planned for each vehicle according to road load conditions (see a × algorithm), such as 3 paths shown in fig. 2 (solid arrow paths 1S to 1E, hollow triangle paths 2S to 2E, and hollow herringbone paths 3S to 3E). The paths are classified according to sections, wherein the dotted line part in the graph is a straight-going non-intersection section, the solid line part is a road junction area, and the control modes of different sections on the vehicles are different, and the specific steps are as follows:
straight non-intersection road section: the running vehicles (manual or automatic driving) have the autonomy, and the line changing, overtaking and following running operations can be carried out on the road section according to the actual road conditions, and the running vehicles are equivalent to high-speed and elevated roads in urban traffic.
And (3) crossing areas: when the vehicle reaches the intersection, the roadside device needs to wait for the roadside device to issue a feasible control instruction, and only when the vehicle receives the clear instruction, the vehicle can enter, the roadside device serves as a traffic alarm, and the detailed method is shown in the road end part.
2) Management right of the intersections is merged according to the signal coverage range of the intersection controllers, namely if the intersections are too close to each other, unified processing is needed, and the phenomenon that a control area of the same intersection is managed by the intersection controllers is avoided. As shown in fig. 3, one turning action affects two intersections and needs to be merged. The merge operation may calculate the allocation once before starting the operation.
3) The management responsibilities of the intersection control area and the intersection controller are allocated according to the following principle (the allocation is performed once when the system is initialized):
a) if the signal range of the intersection controller can completely cover an intersection control area, the conflict control right should be allocated to the intersection controller.
b) If one intersection regulatory region can be completely covered by multiple intersection controllers, the nearest intersection controller should be assigned.
c) One intersection controller can control a plurality of intersection control areas.
d) If one intersection control area can not be covered by at least one intersection controller, a virtual controller is newly added by the cloud end 1 and is controlled by the virtual controller.
As shown in fig. 4, a circle identifies a control range (signal coverage range) of one intersection controller, covering a two-vehicle collision control area.
4) And calculating road load pressure according to the traffic tasks in the field and the planned path, and sending load data to the road side equipment.
Vehicle space: the maximum parking error of the vehicle, the length of the vehicle body and the safe driving distance.
Road section capacity: i.e., the length of the straight-going section to the vehicle space ratio, indicates the maximum number of vehicles remaining on a straight-going section (the intersection area does not need to be calculated).
Road section passing time: the time required for a vehicle to travel from entering a road segment to leaving the road segment.
Road section load: in a road section passing time range, the ratio of the number of vehicles required to pass through the road section to the capacity of the road section indicates the busy degree of the road section.
The duties of the road end 2 are as follows:
1) and receiving a control area distribution scheme, a control area and road section in-out relation and road section load data from the cloud 1.
2) And fusing detection results from the vehicle end 3 to calculate out-of-control vehicles and non-control objects in the control area of the vehicle.
3) And receiving the traffic request from the vehicle end 3, and distributing the right of way according to the following principles:
a) the road section that the vehicle got into after the district controlled by the way has not reached the maximum load yet.
b) The road section with larger load has higher right of way.
c) Multiple identical traffic requests should merge the traffic.
d) When multiple pass requests do not conflict, simultaneous passes should be allowed
e) When an uncontrollable control object exists in the control area, a slow traffic warning needs to be issued to the vehicle which allows traffic, and the position information of the uncontrollable object needs to be updated in real time.
As shown in fig. 5: the vehicle passing sequence is V1-V2-V3-V4, wherein the road ends of V1 and V2 are overlapped, and merged passing can be considered. V3 and V4 wait for control commands outside the regulated zone. When the passing vehicle leaves, the following vehicle can pass in time, and the corresponding time is millisecond.
The role of the vehicle end 3 is as follows:
1) the route task from the cloud 1 is received, and if the vehicle is manually driven, the free road section and the control road section need to be obviously distinguished and displayed to a driver.
2) When passing through the control area of the intersection, the user needs to definitely receive the control instruction from the intersection controller to pass.
3) And uploading the position and posture information of the user to the cloud 1 in real time.
4) And broadcasting the detected non-control information to the road end 2 in real time so that the road end 2 equipment can update the non-control information in the control area.
5) The free road section on the path is taken over by manual driving and automatic driving technologies, and the operation such as direct driving, lane changing and overtaking is simple relative to the working condition and the technology is mature.
As shown in fig. 6, when passing through the broken line road segments (P1, P5), vehicle No. 1 is an exclusive road segment, and the vehicle navigation itself makes a decision whether to change the line; when passing through the P2 and P4 road sections, the intersection controller sends a control command, and when the intersection controller allows the intersection to pass through, the intersection controller passes through according to a running path; when the P3 broken line road section is passed, the road section is shared with other vehicles, and whether to follow the vehicle or change the line is freely determined.
In addition, the invention also has the following optimization measures:
1) when a pedestrian or other device needs to pass through the yard, a request is sent to the intersection controller by the intersection controller, or the handheld device, and when the request is accepted, the passage is allowed. As shown in fig. 7, when people want to pass through the sidewalk, the people can directly apply for passing through the intersection controller, or the people can think that the people pass through the intersection controller, and after the right of pass is obtained, the people pass through the section of area and are controlled by the intersection controller to prevent vehicles from entering.
2) Similarly, when an abnormality occurs in a field, a user needs to enter the field manually, and then a request for a forbidden area can be directly sent to the cloud end 1 through the console or through the handheld device, the request is sent to the corresponding intersection controller through the cloud end 1, and then the result is fed back to the console or the handheld device.
3) When planning all paths in responsibility 1) of the cloud 1, considering the problem of high calculation pressure, when the vehicle scale reaches a bottleneck, the cloud 1 can only send road load information to the vehicle, the vehicle plans the shortest path by itself, but the cloud 1 needs to send the load information regularly, and occupies more bandwidth.
4) And when the road load pressure is calculated in the responsibility 4) of the cloud end 1), a plurality of continuous road sections can be processed in a unified mode, so that the control strategy of the same straight road section is prevented from changing violently, and the specific number of the road sections is adjusted according to the actual condition.
It should be understood by those skilled in the art that the above embodiments are only for illustrating the present invention and are not to be used as a limitation of the present invention, and that changes and modifications to the above described embodiments are within the scope of the claims of the present invention as long as they are within the spirit and scope of the present invention.
Claims (10)
1. The utility model provides a commodity circulation garden traffic control system based on automatic, manual drive thoughtlessly go which characterized in that: the method comprises the steps of establishing a cloud end, a road end and a vehicle end of a mutual communication channel;
the cloud sends a path and a conflict decision plan to the road end and receives road condition abnormal information sent by the road end;
the cloud sends path information to the vehicle end and receives pose information sent by the vehicle end;
the road end sends a road condition abnormity and conflict area passing instruction to the vehicle end, and receives a conflict area passing request and pose information sent by the vehicle end.
2. The logistics park traffic control system based on automatic and manual driving mixed row as claimed in claim 1, wherein: wireless network communication is adopted between the cloud end and the road end and between the cloud end and the vehicle end;
short-range communication is adopted between the road end and the vehicle end and between the vehicle end and the vehicle end.
3. The logistics park traffic control system based on automatic and manual driving mixed row as claimed in claim 1, wherein: the vehicle end comprises an automatic driving vehicle and a manual driving vehicle.
4. The logistics park traffic control system based on automatic and manual driving mixed row as claimed in claim 3, wherein: the manual driving vehicle is provided with a vehicle-mounted navigation device.
5. The logistics park traffic control system based on automatic and manual driving mixed row as claimed in claim 4, wherein: the vehicle-mounted navigation equipment is a tablet personal computer and/or head-up display equipment.
6. The logistics park traffic control system based on automatic and manual driving mixed row as claimed in claim 1, wherein: the road end is a road junction controller arranged on a road in the logistics park.
7. A logistics park traffic control method based on automatic and manual driving mixed traffic is characterized in that: the logistics park traffic control system based on automatic and manual driving mixed-driving as claimed in any one of claims 1-6, wherein a control area distribution scheme, control area and road section access relations, road section load data and planning path information are formulated by the cloud;
receiving a control area distribution scheme, control area and road section in-out relation and road section load data from the cloud end by the road end, fusing detection results of the vehicle end, and calculating space-time vehicles and non-control objects in the control area; then, receiving a traffic request from the vehicle end and distributing the right of traffic;
and the vehicle end receives the planning path information formulated by the cloud end to execute the road-following running, and when the vehicle runs to a control area, the vehicle can pass after the vehicle needs to definitely receive the instruction from the road end, and sends pose information to the cloud end in real time.
8. The logistics park traffic control method based on automatic and manual driving mixed-row based on claim 7, wherein the control area allocation scheme formulated by the cloud is allocated according to the following principles:
a) if the signal range of the intersection controller can completely cover a control area of an intersection, the conflict control right is distributed to the intersection controller;
b) if the control area of one intersection is covered by the signals of a plurality of intersection controllers, the control area should be allocated to the nearest intersection controller;
c) one intersection controller manages control areas of a plurality of intersections;
d) if the control area of one intersection can not be covered by the signal of at least one intersection controller, a virtual controller is additionally arranged by the cloud end, and the virtual controller controls the control area of the intersection.
9. The logistics park traffic control method based on automatic and manual driving mixed-driving as claimed in claim 7, wherein the cloud-formulated road section load data comprises vehicle space, road section capacity, road section transit time and road section load;
the vehicle space is the maximum parking error of the vehicle, the length of the vehicle body and the safe driving distance;
the road section capacity is the ratio of the length of a straight road section to the vehicle space, and represents the number of vehicles most reserved on one straight road section;
the road section passing time is the time required by a vehicle from entering the road section to leaving the road section;
the road section load is the ratio of the number of vehicles required to pass through the road section to the capacity of the road section in a road section passing time range, namely the busy degree of the road section.
10. The logistics park traffic control method based on automatic and manual driving mixed row as claimed in claim 7, wherein the road end distributes right of way according to the following principle:
a) the road section where the vehicle enters after passing through the control area does not reach the maximum load;
b) the road section with larger load has higher right of way;
c) multiple identical traffic requests should merge traffic;
d) when the multiple passing requests do not conflict, the simultaneous passing should be allowed;
e) when an uncontrollable control object exists in the control area, a slow traffic warning needs to be issued to the vehicle which allows traffic, and the position information of the uncontrollable object needs to be updated in real time.
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