CN114512007A

CN114512007A - Intersection passing coordination method and device

Info

Publication number: CN114512007A
Application number: CN202011282696.3A
Authority: CN
Inventors: 张长隆; 付沛沛; 戴金钢
Original assignee: Changsha Intelligent Driving Research Institute Co Ltd
Current assignee: Changsha Intelligent Driving Research Institute Co Ltd
Priority date: 2020-11-17
Filing date: 2020-11-17
Publication date: 2022-05-17
Anticipated expiration: 2040-11-17
Also published as: WO2022105797A1; CN114512007B

Abstract

The application relates to a method and a device for coordinating intersection passing, an edge computing device and a storage medium. The method comprises the following steps: acquiring vehicle information of each vehicle; determining the lane of each vehicle based on the vehicle information; calculating the relative distance of the stop line between each vehicle and the stop line of the lane where the vehicle is located on the basis of the vehicle information; determining an arrival time length for each vehicle to arrive at the corresponding stop line based on the relative distance of the stop lines; determining a priority of each of the vehicles based on an arrival time period of each of the vehicles; determining the vehicles with the right of way based on the priority of each vehicle and the relative distance of the stop line corresponding to each vehicle; and sending right-of-way information allowing passage through the intersection to the right-of-way vehicle. By adopting the method and the device, the determination of the right-of-way information can be more accurate, and the passing efficiency of the intersection can be improved.

Description

Intersection passing coordination method and device

Technical Field

The application relates to the technical field of intelligent networking, in particular to a method and a device for coordinating intersection passing, edge computing equipment and a storage medium.

Background

The whole traffic efficiency of the road is directly influenced by the dispersion capacity of the intersection to the traffic flow, and the operation of the intersection traffic flow without traffic lights generally does not adopt other management means except a basic road traffic safety law, so that the orderly traffic of vehicles at the intersection is often changed into an unordered state. The vehicle-road cooperation technology can effectively help the intersection to reduce the accident rate and improve the traffic efficiency. However, the conventional traffic coordination scheme at the intersection still has the problem of low traffic efficiency.

Disclosure of Invention

In view of the above, it is necessary to provide an intersection passing coordination method, an apparatus, an edge calculation device, and a storage medium capable of improving vehicle passing efficiency at an intersection in order to solve the above-described technical problems.

An intersection traffic coordination method, the method comprising:

acquiring vehicle information of each vehicle;

determining the lane of each vehicle based on the vehicle information;

calculating the relative distance of the stop line between each vehicle and the stop line of the lane where the vehicle is located on the basis of the vehicle information;

determining an arrival time length for each vehicle to arrive at the corresponding stop line based on the relative distance of the stop lines;

determining a priority of each of the vehicles based on an arrival time period of each of the vehicles;

determining the vehicles with the right of way based on the priority of each vehicle and the relative distance of the stop line corresponding to each vehicle;

and sending right-of-way information allowing passage through the intersection to the right-of-way vehicle.

In one embodiment, the vehicle information includes vehicle position information and a vehicle heading angle; calculating the relative distance of an outlet between the vehicle and an outlet of a cross road of a lane where the vehicle is located, and the method comprises the following steps:

acquiring intersection exit position information of an intersection exit corresponding to the lane based on prestored intersection map information;

converting the vehicle heading angle into an angle;

calculating the exit relative distance based on the vehicle position information, the angle, and the intersection exit position information.

In one embodiment, the vehicle position information includes a first coordinate axis of the vehicle in a first coordinate axis of a predetermined coordinate system, a second coordinate axis of the vehicle in a second coordinate axis of the predetermined coordinate system, and the intersection exit position information includes: the outlet coordinates of the cross-path outlet in a first coordinate axis of the first coordinate axis and the outlet coordinates of the cross-path outlet in a second coordinate axis of the second coordinate axis;

the outlet relative distance is a sum of a product of a difference value of the first coordinate axis outlet coordinate and the first coordinate axis vehicle coordinate and a cosine value of the angle and a product of a difference value of the second coordinate axis outlet coordinate and the second coordinate axis vehicle coordinate and a sine value of the angle.

An intersection traffic coordination device, the device comprising:

the vehicle information acquisition module is used for acquiring vehicle information of each vehicle;

the lane determining module is used for determining the lane of each vehicle based on the vehicle information;

the stop line relative distance determining module is used for calculating the relative distance of the stop line between each vehicle and the stop line of the lane where the vehicle is located on the basis of the vehicle information;

the arrival duration determining module is used for determining the arrival duration of each vehicle to the corresponding stop line based on the relative distance of the stop lines;

a priority determination module that determines a priority of each of the vehicles based on an arrival time period of each of the vehicles;

the system comprises a road right determining module, a road right determining module and a vehicle control module, wherein the road right determining module is used for determining vehicles with road rights based on the priorities of the vehicles and the relative distances of stop lines corresponding to the vehicles;

and the right-of-road issuing module is used for sending right-of-road information allowing the right-of-road to pass through the intersection to the right-of-road vehicle.

An edge computing device comprising a memory storing a computer program and a processor implementing the steps of the method as described above when the processor executes the computer program.

A computer-readable storage medium, on which a computer program is stored which, when being executed by a processor, carries out the steps of the method as set forth above.

An intersection traffic coordination system, comprising: a roadside unit to be disposed at a roadside of the intersection, a detection device, and an edge calculation device;

the road side unit receives vehicle information transmitted by a vehicle provided with the vehicle-mounted unit through the vehicle-mounted unit and transmits the received vehicle information to the edge computing equipment;

the detection device is used for sensing vehicle position information of vehicles, wherein the vehicles comprise vehicles without vehicle-mounted units;

the edge computing device is used for receiving vehicle information transmitted by a vehicle without an on-board unit through a mobile communication network, and is also used for executing the steps of the method.

The intersection passing coordination method, the intersection passing coordination device, the edge calculation equipment and the storage medium determine the lane where the vehicle is located based on the vehicle information of each vehicle, determine the relative distance between the vehicle and the stop line of the lane where the vehicle is located, determine the arrival time length capable of reaching the stop line based on the determination, determine the priority of each vehicle according to the priority, determine the vehicle with the right of way and send the right of way information according to the priority determined based on the arrival time length and the relative distance between the vehicle and the stop line, determine whether the vehicle is the vehicle with the right of way or not according to the priority, and determine whether the vehicle can pass or not, so that the determination of the right of way information is more accurate, and the intersection passing efficiency is improved.

Drawings

FIG. 1 is a diagram of an application environment of an embodiment of the present application;

FIG. 2 is a schematic illustration of an interaction principle with a vehicle with an on-board unit in one embodiment;

FIG. 3 is a schematic illustration of the interaction principle with a vehicle without an on-board unit in one embodiment;

FIG. 4 is a flow diagram of a method for intersection traffic coordination in one embodiment;

FIG. 5 is a schematic illustration of a principle of determining a location of a driven-off intersection in one embodiment;

FIG. 6 is a schematic illustration of determining a left turn range for a vehicle in one embodiment;

FIG. 7 is a schematic diagram of intersection phase determination in one embodiment;

FIG. 8 is a flow diagram illustrating a traffic coordination method in one particular example;

FIG. 9 is a block diagram of an embodiment of an intersection traffic coordination device;

FIG. 10 is a diagram of an internal structure of an edge computing device, in one embodiment.

Detailed Description

In order to make the objects, technical solutions and advantages of the present application more apparent, the present application is described in further detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the present application and are not intended to limit the present application.

A typical application scenario of the solution of the embodiment of the present application is shown in fig. 1, where a traffic signal lamp may not be arranged at the intersection, or the traffic signal lamp arranged at the intersection is not usable, the solution provided by the embodiment of the present application may be used. Each vehicle 20 runs within the range of the intersection, and within the range of the intersection, an Edge computing device mec (multiple Edge computer unit)11, a roadside unit rsu (road unit)12, and a detection device 13 are provided. The roadside unit 12 and the edge computing equipment 11 may be connected by an optical fiber, and the roadside unit 12 and the edge computing equipment 11 may be separately arranged or integrated into one piece. The detection device 13 and the edge computing device 11 may be connected by an optical fiber, and the detection device 13 may be a device provided separately from the roadside unit 12 and the edge computing device 11, or may be a device integrated with either or both of them.

When the vehicle 20 is a vehicle carrying an On Board Unit (OBU), that is, when the vehicle 20 is a vehicle joining a vehicle network, the roadside unit 12 communicates with the OBU in the vehicle, and transmits the networked vehicle information of the vehicle 20 obtained from the OBU to the edge computing device 11. Specifically, the networked Vehicle information of the Vehicle 20 may be forwarded by the on-board unit via the road side unit RSU to the edge computing device 11 via LTE-V (LTE-Vehicle) technology. Specifically, referring to fig. 2, the on-board unit OBU of the vehicle 20 collects data of relevant vehicle information, such as a vehicle ID, a vehicle heading angle heading _ V (unit: deg), a vehicle speed spd (m/s), vehicle position information (such as latitude coordinates (unit: deg) and longitude coordinates (unit: deg) of the vehicle), driving intention (straight/left/right/turn), a vehicle body length (unit m), and the like, and encapsulates the collected vehicle information and transmits the encapsulated information to the roadside unit 13 via the LTE-V technology, the roadside unit 13 forwards the vehicle information to the edge computing device 11, the edge computing device 11 combines the vehicle information uploaded by each vehicle to determine that the vehicle has a right of way or is to issue a driving recommendation for the vehicle, sends the right of way or the relevant information of the driving recommendation to the roadside unit RSU, and the roadside unit RSU forwards the vehicle information to the on-board unit OBU of the vehicle 20 via the LTE-V technology, the on-board unit analyzes the data and displays or gives other related prompts.

When the vehicle 20 is a vehicle that does not carry an on-board unit, the vehicle 20 may communicate with the edge computing device 11 through a mobile communication network to transmit vehicle-related vehicle information of the vehicle to the edge computing device 11. It is understood that the vehicle information related to the vehicle 20 may be directly transmitted to the edge computing device 11 through the mobile communication network, or may be transmitted to the edge computing device through a server through the mobile communication network, and the embodiment of the present application is not limited thereto. The relevant vehicle information of the vehicle 20 may be transmitted to the edge computing device 11 through a mobile communication network through a mobile terminal device used by a user on the vehicle 20, for example, the relevant vehicle information may be transmitted to the edge computing device through the mobile communication network through a vehicle-owned or vehicle-road cooperation application of the mobile terminal device used by the user on the vehicle 20. Since the positioning accuracy of the mobile terminal device is not very accurate, the relevant information of the vehicle 20, such as the vehicle position information, may be detected by the detection device 13 and transmitted to the edge calculation device 11. The detection device may be a related device including a camera, a laser radar detection system, and the like. Specifically, referring to fig. 3, a mobile communication terminal on a vehicle 20 collects data of relevant vehicle information, packages the collected vehicle information, and transmits the packaged vehicle information to the edge computing device 11 via a mobile communication network, and meanwhile, a detection device 13 for roadside sensing, such as a camera and a laser radar, disposed at an intersection senses position information of the vehicle and transmits the position information of the vehicle to the edge computing device 11. The edge computing device 11, when determining that the vehicle has a right of way or is to issue a driving advice for the vehicle, combines the vehicle information uploaded by each vehicle, transmits the related information of the right of way or the driving advice to the mobile communication terminal on the vehicle 20 through the mobile communication network, and the mobile communication terminal analyzes the information and displays or gives other related prompts. It will be appreciated that in practical technical use, the detection device can detect information of all vehicles within the range of the intersection. Taking the position information as an example, considering that the vehicle with the on-board unit has the position information uploaded by itself, when processing is performed by the edge computing device, the position information can be uploaded by the on-board unit of the vehicle with the on-board unit, and for the vehicle without the on-board unit, the position information uploaded by the detection device and the position information uploaded by the terminal on the vehicle can be fused through the mobile communication network to obtain the position information of the vehicle, so as to obtain more accurate position information.

In one embodiment, as shown in fig. 4, an intersection passing coordination method is provided, which is described by taking the method as an example applied to the edge computing device 11 in fig. 1, and includes the following steps S401 to S407.

Step S401: vehicle information of each vehicle is acquired.

It is understood that the acquired vehicle information of each vehicle is information of vehicles within the range of the intersection where the vehicle is located. As described above, the method specifically includes: the vehicle information transmitted by the vehicle mounted with the on-board unit and the road side unit mounted on the road side, and the vehicle information transmitted by the vehicle not mounted with the on-board unit via the mobile communication network may further include the information of the vehicle uploaded via the detection device on the road side.

In one embodiment, after the vehicle position information uploaded by the detection device is obtained, the vehicle position information is also associated with the corresponding vehicle so as to update and obtain the vehicle position information of the vehicle.

Step S402: and determining the lane of each vehicle based on the vehicle information.

In one embodiment, the vehicle information includes vehicle position information. At this time, determining the lane of each vehicle based on the vehicle information may include:

firstly, comparing the vehicle position information and the vehicle course angle with the lane information in the pre-stored map information of the intersection, wherein the lane information comprises the lane range of each lane.

In the edge computing device, intersection map information may be prestored, where the intersection map information includes a position coordinate range of the intersection and a lane range of each lane, where the lane range may specifically be a range of position information of each lane, and the position information may specifically be longitude and latitude information or position information in a geodetic coordinate system.

Secondly, determining the lane range matched with the vehicle position information as the lane where the vehicle is located.

Wherein the lane range is matched with the vehicle position information, which in one embodiment may mean that the vehicle position information is within the lane range.

In one embodiment, the vehicle information may further include a lane heading angle of the vehicle. At this time, the lane range may be matched with the vehicle position information, and the lane where the difference between the lane heading angle and the vehicle heading angle is smaller than the predetermined angle threshold may be determined as the lane where the vehicle is located.

When the vehicle is a vehicle with an on-board unit, the vehicle heading angle may be directly obtained from data provided by the on-board unit, and when the vehicle is a conventional vehicle without an on-board unit, the vehicle heading angle may be obtained through calculation of a vehicle traveling direction uploaded by a mobile terminal of the vehicle. The predetermined angle threshold may be set according to actual technical requirements, and in one embodiment, the predetermined angle threshold may be 25 degrees.

If the vehicle heading angle of the vehicle is heading _ v (unit: deg), the lane heading angle of the lane where the vehicle is located is heading _ r (unit: deg), and the predetermined angle threshold is 25 degrees, the difference between the lane heading angle and the vehicle heading angle is smaller than the predetermined angle threshold, which can be expressed as:

abs(heading_v-heading_r)<＝25

where abs () is a function of absolute value.

Step S403: and calculating the relative distance of the stop line between each vehicle and the stop line of the lane where the vehicle is located on the basis of the vehicle information.

In one embodiment, the vehicle information includes vehicle position information and a vehicle heading angle; based on the vehicle information, the stop-line relative distance between each vehicle and the stop line of the lane in which the vehicle is located is calculated, and may be performed in the following manner.

Firstly, stop line position information of a stop line corresponding to the lane is acquired based on prestored intersection map information. The edge calculation device may store intersection map information including position information of stop lines of each lane line of the intersection in advance.

And secondly, converting the vehicle heading angle into an angle. The specific way of converting the vehicle heading angle into an angle can be performed in any possible way. In one embodiment, the vehicle heading angle is heading _ v, and the vehicle heading angle can be converted into radian according to the formula theta pi _ heading _ v/180. Where theta represents the angle obtained after conversion.

Then, the stop-line relative distance is calculated based on the vehicle position information, the angle, and the stop-line position information.

In one embodiment, the vehicle position information includes a first coordinate axis of the vehicle in a first coordinate axis of a predetermined coordinate system, a second coordinate axis of the vehicle in a second coordinate axis of the predetermined coordinate system, and the stop line position information includes: the stop line coordinates of the stop line in the first coordinate axis and the stop line coordinates of the stop line in the second coordinate axis. Here, the predetermined coordinate system herein may refer to a geodetic coordinate system, and in the case where any position (e.g., vehicle position information, stop line position information) obtained before is not in the geodetic coordinate system, it may be converted into the geodetic coordinate system and then the relevant calculation process is performed.

In this case, the relative distance of the stop line may be a sum of a product of a difference between the first coordinate axis stop line coordinate and the first coordinate axis vehicle coordinate and a cosine of the angle, and a product of a difference between the second coordinate axis stop line coordinate and the second coordinate axis vehicle coordinate and a sine of the angle. In one embodiment, noting that the vehicle position information is (x _ v, y _ v) and the stop-line position information is (x _ s, y _ s), the stop-line relative distance dist _ s can be formulated as:

dist_s＝(x_s-x_v)*cos(theta)+(y_s–y_v)*sin(theta)。

step S404: and determining the arrival time length of each vehicle to the corresponding stop line based on the relative distance of the stop lines.

In one embodiment, the vehicle information may include a vehicle speed of the vehicle, and the arrival time may be a ratio of a relative distance of a stop line of the vehicle to the vehicle speed of the vehicle. I.e., the vehicle speed spd, the time to reach TTAI can be formulated as:

in a specific example, before the arrival time length of each vehicle at the corresponding stop line is determined, the vehicles needing to be subjected to coordination control may be further determined based on the relative distance of the stop lines. Therefore, when determining the arrival time of the vehicle at the corresponding stop line, the arrival time of the vehicle at the corresponding stop line can be determined only for the vehicles that need to be subjected to the cooperative control. Therefore, by screening the vehicles, the arrival time is determined only for the vehicles needing coordination control so as to perform subsequent processing, so that the data volume of the processing is reduced, and the efficiency is improved.

When determining the vehicle requiring the cooperative control based on the relative distance of the stop line, the vehicle may be determined as the vehicle requiring the cooperative control, where the relative distance of the stop line is greater than zero and smaller than a predetermined stop line distance threshold. The predetermined stopping line distance threshold may be set in combination with actual technical requirements, and may be set to 200 meters in one embodiment.

In one embodiment, determining the vehicle needing coordinated control based on the relative distance of the stop line and the relative distance of the exit may include the following steps 1 and 2.

Step 1: and calculating the relative distance of the outlet between the vehicle and the intersection outlet of the lane where the vehicle is located.

The intersection exit of the lane where the vehicle is located refers to a position where the vehicle leaves the intersection exit, for example, a position where no coordination control is necessary, for example, a position where the vehicle leaves the lane where the vehicle is located and leaves a merge area for the intersection. Referring to fig. 5, for example, if all vehicles are traveling leftward, when the vehicle enters the intersection from the west of the intersection, the corresponding exit position of the intersection may be the point of the north road of the intersection, which is closest to the south road and the east road, and so on.

In one embodiment, calculating an exit relative distance between the vehicle and an exit of an intersection of a lane in which the vehicle is located comprises:

and acquiring the position information of the intersection outlet of the intersection corresponding to the lane on the basis of prestored intersection map information. The edge calculation device may store intersection map information including the position information of each intersection exit of the intersection in advance.

And converting the vehicle heading angle into an angle. The specific way of converting the vehicle heading angle into an angle can be performed in the same way as mentioned above.

In one embodiment, the vehicle position information includes a first coordinate axis of the vehicle in a first coordinate axis of a predetermined coordinate system, a second coordinate axis of the vehicle in a second coordinate axis of the predetermined coordinate system, and the intersection exit position information includes: and the outlet coordinates of the cross-path outlet in a first coordinate axis of the first coordinate axis and in a second coordinate axis of the second coordinate axis.

In this case, the exit relative distance may be a sum of a product of a difference between the exit coordinates of the first coordinate axis and the vehicle coordinates of the first coordinate axis and a cosine of the angle, and a product of a difference between the exit coordinates of the second coordinate axis and the vehicle coordinates of the second coordinate axis and a sine of the angle. In one embodiment, the vehicle position information is (x _ v, y _ v), the intersection exit position information is (x _ e, y _ e), and the exit relative distance dist _ e can be expressed as:

dist_e＝(x_e-x_v)*cos(theta)+(y_e–y_v)*sin(theta)。

as described above, it may be determined that the vehicle has not passed through the stop line when the stop-line relative position dist _ s >0, that the vehicle has passed over the stop line when the stop-line relative position dist _ s <0, that the vehicle has not yet traveled away from the intersection when the exit relative distance dist _ e > is 0, and that the vehicle has traveled away from the intersection when the exit relative distance dist _ e < 0.

In one embodiment, when the calculated exit relative distance dist _ e <0, the vehicle information may be deleted because the vehicle has driven away from the intersection, so as to avoid the vehicle information entering the subsequent processing process, so as to reduce the amount of processed data and improve the processing efficiency.

Step 2: and determining the vehicles with the stop line relative distance larger than zero and smaller than a preset stop line distance threshold value and the exit relative distance not smaller than zero as the vehicles needing the coordination control.

Step S405: the priority of each of the vehicles is determined based on the arrival time period of each of the vehicles.

In one embodiment, in determining the priority of each vehicle, the vehicle with the shorter arrival time period may be set to have the higher priority. That is, the smaller the arrival time, the higher the priority, and the larger the arrival time, the lower the priority.

In one embodiment, in determining the priority of each vehicle, a common lane community may also be determined and set. Wherein the priority of each vehicle in the same lane community is the same.

In some specific examples, when the lanes of the two vehicles are the same, the driving intentions are the same, and the headway time is less than the predetermined time, the two vehicles may be determined as a community of the same lane, and the priority of the community of the same lane may be set. That is, each time two vehicles traveling adjacent to each other in the same lane are identified, that is, each time the two vehicles travel in the same lane, have the same driving intention, and the headway is shorter than the predetermined headway, it can be determined that the vehicles are the same lane community. For example, if the front-rear adjacent vehicles located in the same lane and having the same driving intention are C1, C2, and C3 … … Cn in sequence, where the headway distances of C1 and C2 are smaller than the predetermined headway distance TL, C1 and C2 are a common lane, and if the headway distances of C2 and C3 are smaller than the predetermined headway distance TL, C2 and C3 may also be determined as a common lane, and the rest may be similar. In practical technical implementation, after determining C1 and C2 as co-lane communities, when C2 and C3 are also determined as co-lane communities, C3 may be directly added to the co-lane community formed by C1 and C2, or after C2 and C3 are also formed as communities, adjacent communities of C1 and C2 and communities of C2 and C3 are combined to obtain a final community containing C1, C2 and C3. In some embodiments, data of vehicles in the community of the same lane, for example, no more than 7 vehicles, may also be defined, and may be specifically set based on actual technical needs, for example, based on current traffic flow determination in each traffic direction of the intersection, or based on traffic flow determination in each communication direction of historical statistics, so as to avoid affecting traffic efficiency of vehicles in other driving directions when too many vehicles are in the community of the same lane.

In some specific examples, when the lanes of the two or more vehicles are the same, the driving intentions are the same, and the maximum headway time is less than the predetermined time, the two or more vehicles may be determined as the same lane community. The maximum headway refers to the headway of a preceding vehicle and a following last vehicle among a plurality of vehicles running adjacently in the front and back. For example, assuming that front and rear adjacent vehicles having the same driving intention in the same lane are C1, C2, and C3 … … Cn in this order, if the headway of C1 and C4 is smaller than the predetermined headway TL, and the headway of C1 and C5 is larger than the predetermined headway TL, the maximum headway refers to the headway between C1 and C4. Since the headway between C1 and C4 is already smaller than the required predetermined headway TL, and C2 and C3 travel between C1 and C4, the headway between C1 and C2, between C2 and C3, and between C3 and C4 is necessarily smaller than the required headway TL, therefore, C1, C2, C3 and C4 can be directly divided into the community of the same lane, so that more vehicles can pass through as much as possible within the specified headway, and the traffic efficiency is improved.

In one embodiment, the determining manner that the lanes of two or more vehicles are the same includes: and determining whether the lanes of more than two vehicles are the same or not based on the prestored map information of the intersection. As described above, the intersection map information prestored in the edge computing device may include the lane range of each lane of the intersection. Therefore, the vehicle position information of each vehicle can be matched with the lane range of each lane, and the vehicles matched with the same lane range are determined to be in the same lane.

The driving intention in one embodiment may specifically be a straight driving, a left-turn driving, or a right-turn driving. The driving intent may be determined in conjunction with the vehicle heading angle as described above. In some embodiments, the driving intention may also be determined in combination with information of the turn lights of the vehicle, and the information of the turn lights of a specific vehicle may be obtained from information provided by the on-board unit to be obtained from information provided by the detection device, for example, by analyzing photographs taken by a camera to determine whether the information of the turn lights is left turn lights, right turn lights or no turn lights on.

The headway time can be a ratio of a distance between the two vehicles to a speed of a following vehicle of the two vehicles, and the vehicle information includes the speed of the vehicle. The vehicles V-1 and V-2 are in the same lane, the vehicle V-1 is in front of the vehicle, and the vehicle position information of the two vehicles is (x) respectively₁,y₁)(x₂,y₂) If the vehicle speed of the following vehicle V-2 is spd2, the headway time THW of the two vehicles can be expressed by the following formula:

the predetermined time interval may be set according to actual technical requirements, and may be set to 1.5 seconds in one embodiment.

Through setting up the community in same lane, can be so that be in the very close vehicle of same lane and headway, can have the same priority to make can have as much as possible vehicle in the shortest time and pass through the intersection, improve the efficiency of passing through.

In one embodiment, when setting the priority of the community of the same lane, in particular, the higher priority of the vehicles in the community of the same lane is set as the priority of the community of the same lane. For example, if the vehicles V-1 and V-2 are in the same lane, the vehicles can form a common body of the same lane, and the vehicle V-1 is ahead, the priority of the vehicle V-1 is higher than the priority of the vehicle V-2, and the priority of the vehicle V-1 is given to the vehicle V-2.

In one embodiment, in determining the priority of each vehicle, the same-phase community may also be determined and set the priority of the same-phase community. Wherein the priority of each vehicle in the same lane community is the same.

In the embodiment of the present application, the intersection is divided into a plurality of intersection phases, and the driving routes of the vehicles do not conflict with each other in any one of the intersection phases. Taking the scene shown in fig. 1 as an example, fig. 7 is a schematic diagram of the divided intersection phases in one embodiment. In this example, the intersection is divided into four intersection phases, where each intersection phase may contain a driving path for a right turn because no right turn vehicle generally conflicts with the travel of other vehicles. In some embodiments, in the case where the driving intention of the vehicle is right-turn driving, it may also be considered that the vehicle can pass directly without performing cooperative control. In this case, the right-of-way information that is allowed to pass through the intersection may be transmitted to the vehicle whose driving intention is right-turn driving, or it may be unnecessary to perform processing for the vehicle. In some embodiments, the information related to the vehicle whose driving intention is right-turn driving may be deleted, so as to reduce the data amount and improve the processing efficiency.

Referring to fig. 7, in this example, a case where the vehicle is in a right-turn lane and the driving intention is a right turn, the driving intention is a left turn and the left-turn direction is south east, and the driving intention is a left turn and the left-turn direction is north-west constitutes the first intersection phase. And the second intersection phase is formed under the condition that the vehicle is positioned in a right-turn lane and the driving intention is right turn, the driving intention is left turn and the left turn direction is northwest, and the driving intention is left turn and the left turn direction is southeast. And the third intersection phase is formed under the condition that the vehicle is positioned in a right-turn lane and the driving intention is right turn, the driving intention is straight and the direction is north-south, and the driving intention is straight and the direction is south-north. The fourth intersection phase is formed when the vehicle is in a right-turn lane and the driving intention is a right turn, the driving intention is a straight line and the direction is east to west, and the driving intention is a straight line and the direction is west to east. It is understood that other divisions of intersection phase may be made in other embodiments.

In one embodiment, when the phases of intersections where two or more vehicles are located are the same, and the driving-away time lengths of the vehicles driving away from the intersections are all smaller than or equal to a predetermined time length, the two or more vehicles are determined as the same-phase community, and the priority of the same-phase community is set. In the priority of the same phase community, the highest priority among the vehicles of the same phase community may be set as the priority of the same phase community.

Through setting up the same phase community, can be so that be in same phase place and can all drive away from the vehicle at intersection within the predetermined duration, can have the same priority to make can have as many vehicles as possible to pass through the intersection in the shortest time, improve the efficiency of passing through.

In one embodiment, the length of time that the vehicle has left the intersection may be determined in the following manner.

When the driving intention of the vehicle is straight driving, the driving-away time is the ratio of the relative distance of an exit between the vehicle and an exit of a cross road of a lane where the vehicle is located to the vehicle speed of the vehicle.

When the driving intention of the vehicle is left-turn driving, determining an exit driving-off route of the vehicle reaching an exit, wherein the driving-off time is the ratio of the exit driving-off route to the vehicle speed of the vehicle. And the exit driving-away distance is the sum of the relative distance of the stop line and the left turning distance of the vehicle.

In a specific example, the left-turn distance of the vehicle is one fourth of the perimeter of an ellipse determined based on the intersection, the first radius of the ellipse is the road width of the road where the vehicle is located, and the second radius is the road width of the road where the intersection exit of the vehicle is located. Referring to fig. 6, if the road width of the road on which the vehicle is located and the road width of the road on which the intersection exit of the vehicle is located are counted, the larger road width is a, and the smaller road width is b, the left-turn distance L of the vehicle can be expressed as a formula

At this time, the exit driving-off distance is dist _ e ═ L + dist _ s, and the corresponding driving-off duration is

In some embodiments, the predetermined period of time may be set to a fixed value. In some embodiments, when the same-phase community includes a same-lane community, the length of time for which the tail car in the same-phase community departs may be determined as the predetermined length of time.

Step S406: and determining the vehicles with the right of way based on the priority of each vehicle and the relative distance of the stop line corresponding to each vehicle.

In one embodiment, the vehicle may be determined to be a road-authorized vehicle when the priority of the vehicle is highest and the relative distance of the stop-line between the vehicle and the corresponding stop-line is greater than zero and less than or equal to a predetermined distance. The predetermined distance may be set in connection with the actual technical requirements and may be set to 60 meters in one embodiment.

Step S407: and sending right-of-way information allowing passage through the intersection to the right-of-way vehicle.

It is to be understood that, when the vehicle is a vehicle mounted with an on-board unit, it may be the on-board unit that transmits the road right information to the vehicle via the roadside unit. When the vehicle is a vehicle in which the on-board unit is not installed, it may be that the road right information is transmitted to a mobile terminal held by a user on the vehicle via a mobile communication network.

In one specific example, right-of-way information that allows passage through the intersection may be sent to each of the right-of-way vehicles at the current intersection phase.

In one embodiment, after determining the vehicles with the right of way, after issuing the right of way information, calculating and updating the driving-off duration of each vehicle with the right of way to drive off the intersection; and updating the priority of each vehicle when the driving-away time is less than or equal to the preset time, and determining the vehicles with the right of way based on the updated priority of each vehicle. Thereby updating the right of way for each vehicle at the intersection. In one specific example, the priority of each vehicle may be updated when the maximum driving-away time period of the road-authorized vehicles is less than or equal to a predetermined time period, and the road-authorized vehicle may be determined based on the updated priority of each vehicle. When the same-lane community exists, the priority of each vehicle can be updated when the driving-off time of the tail vehicle in the same-lane community is less than or equal to the predetermined time, and the right-of-way vehicle is determined based on the updated priority of each vehicle.

In one embodiment, the method as described above may further comprise the steps of: and when the tail car in the vehicles with the right of way and the vehicles without the right of way with the next priority are positioned at different intersection phases, and the driving time of the tail car passing through the intersection is shorter than the arrival time of the vehicles without the right of way, issuing early warning prompt information to the tail car and the vehicles without the right of way, wherein the driving paths of all the vehicles in the same intersection phase are not in conflict. The warning prompt information may be information about whether the vehicle has a right of way. After receiving the warning prompt message, the vehicle side can display the warning prompt message, for example, by using different colors.

In one embodiment, the method as described above may further comprise the steps of: and when the tail car in the vehicles with the right of way and the vehicles without the right of way with the next priority are positioned at different intersection phases, and the driving time of the tail car passing through the intersection is longer than or equal to the arrival time of the vehicles without the right of way, issuing early warning prompt information to the vehicles without the right of way and issuing driving suggestion information. The warning prompt information may be specifically information about whether the driver has a right of way.

In one embodiment, when the difference between the driving-away time of the tail car passing through the intersection and the arrival time of the vehicle without the right to drive is smaller than a preset time threshold, the driving suggestion information is a deceleration yielding, and when the difference is larger than or equal to the preset time threshold, the driving suggestion information is a stop yielding at the intersection. The predetermined time threshold may be set in conjunction with actual technical needs and may be set to 3 seconds in one embodiment.

Based on the embodiment described above, referring to fig. 8, in a specific example, when the edge computing device has a vehicle in the range of the located intersection, after calculating the priority of each vehicle based on the manner described above, the same-lane community and the same-phase community are determined, then based on each vehicle, the same-lane community and the same-phase community, the right-of-way vehicle and the driving advice are calculated, and the determined right-of-way information and the driving advice are transmitted to the corresponding vehicles. And after the vehicle with the right of way leaves, the right of way transfer is performed, and the right of way information is issued to the vehicle with the right of way at the next intersection phase.

It should be understood that, although the steps in the flowcharts shown in the above embodiments are shown in sequence according to the arrow, the steps are not necessarily executed in sequence according to the arrow. The steps are not performed in the exact order shown and described, and may be performed in other orders, unless explicitly stated otherwise. Moreover, at least some of the steps in these flowcharts may include multiple steps or multiple stages, which are not necessarily performed at the same time, but may be performed at different times, and the order of performing the steps or stages is not necessarily sequential, but may be performed alternately or alternately with other steps or at least some of the steps or stages in other steps.

In one embodiment, as shown in fig. 9, there is provided an intersection passage coordinating apparatus including:

a vehicle information acquisition module 901 that acquires vehicle information of each vehicle;

a lane determining module 902, which determines the lane of each vehicle based on the vehicle information;

a stop line relative distance determination module 903, which calculates the relative distance of the stop line between each vehicle and the stop line of the lane where the vehicle is located based on the vehicle information;

an arrival duration determination module 904 that determines an arrival duration for each of the vehicles to arrive at a corresponding stop line based on the stop line relative distance;

a priority determination module 905 that determines a priority of each of the vehicles based on an arrival time period of each of the vehicles;

a road right determining module 906 that determines the vehicles with the road right based on the priorities of the vehicles and the relative distances of the stop lines corresponding to the vehicles;

the right-of-road issuing module 907 transmits right-of-road information that allows passage through the intersection to the right-of-road vehicles.

In one embodiment, the vehicle information includes vehicle position information and a vehicle heading angle; a stop line relative distance determining module 903, configured to obtain stop line position information of a stop line corresponding to the located lane based on pre-stored intersection map information; converting the vehicle heading angle into an angle; calculating the stop-line relative distance based on the vehicle position information, the angle, and the stop-line position information.

In one embodiment, the vehicle position information includes a first coordinate axis of the vehicle in a first coordinate axis of a predetermined coordinate system, a second coordinate axis of the vehicle in a second coordinate axis of the predetermined coordinate system, and the stop line position information includes: the stop line coordinates of the stop line in a first coordinate axis of the first coordinate axis and the stop line coordinates of the stop line in a second coordinate axis of the second coordinate axis; the relative distance of the stop line is a sum of a product of a difference value of the first coordinate axis stop line coordinate and the first coordinate axis vehicle coordinate and a cosine value of the angle and a product of a difference value of the second coordinate axis stop line coordinate and the second coordinate axis vehicle coordinate and a sine value of the angle.

In one embodiment, the arrival time determination module 904 determines the vehicle to be coordinated based on the relative distance of the stop lines; and determining the arrival time length of the vehicle needing to be subjected to the coordination control to arrive at the corresponding stop line.

In one embodiment, the method further comprises: and the exit relative distance determining module is used for calculating the exit relative distance between the vehicle and the intersection exit of the lane where the vehicle is located.

The arrival duration determining module 904 determines the vehicle with the stop line relative distance greater than zero and less than a predetermined stop line distance threshold, and the exit relative distance not less than zero as the vehicle needing the coordination control.

In one embodiment, the vehicle information includes vehicle position information and a vehicle course angle, and the exit relative distance determining module acquires intersection exit position information of an intersection exit corresponding to the lane based on pre-stored intersection map information; converting the vehicle heading angle into an angle; calculating the exit relative distance based on the vehicle position information, the angle, and the intersection exit position information.

In one embodiment, the vehicle position information includes a first coordinate axis of the vehicle in a first coordinate axis of a predetermined coordinate system, a second coordinate axis of the vehicle in a second coordinate axis of the predetermined coordinate system, and the intersection exit position information includes: the outlet coordinates of the cross-path outlet in a first coordinate axis of the first coordinate axis and the outlet coordinates of the cross-path outlet in a second coordinate axis of the second coordinate axis; the outlet relative distance is a sum of a product of a difference value of the first coordinate axis outlet coordinate and the first coordinate axis vehicle coordinate and a cosine value of the angle and a product of a difference value of the second coordinate axis outlet coordinate and the second coordinate axis vehicle coordinate and a sine value of the angle.

In one embodiment, the method further comprises: and the same-lane community determining module is used for determining the more than two vehicles as the same-lane community when the lanes where the more than two vehicles are located are the same, the driving intentions are the same, and the maximum headway time is less than the preset time.

The priority determination module 905 also sets a priority for the same lane community. The priority of each vehicle in the same lane community is the same.

In one embodiment, the same-lane community determining module determines that the more than two vehicles are in the same phase at the intersection and the driving-away time is less than or equal to the predetermined time, and determines the more than two vehicles as the same-phase community.

In one embodiment, the road right determination module 906 determines that the vehicle is a vehicle with road right when the priority of the vehicle is highest and the distance between the vehicle and the corresponding stop line is less than or equal to a predetermined distance.

In one embodiment, the method further comprises: and the driving away time length calculation module is used for calculating the driving away time length of the vehicle with the right of way driving away from the intersection.

The priority determination module 905 further updates the priority of each vehicle when the distance duration is less than or equal to a predetermined duration.

The right of way determination module 906 also determines vehicles that have right of way based on the updated priorities of the vehicles.

In one embodiment, when the driving intention of the vehicle with the right of way is straight driving, the driving-away time is a ratio of an exit relative distance between the vehicle and an exit of a crossing of a lane where the vehicle is located to a vehicle speed of the vehicle with the right of way.

In one embodiment, when the driving intention of the road-authorized vehicle is left-turn driving, determining an exit driving-off distance of the road-authorized vehicle to an exit, wherein the exit driving-off distance is the sum of the relative distance of the stop line and the left-turn distance of the vehicle; the driving-off duration is the ratio of the exit driving-off distance to the vehicle speed of the vehicle with the right of way.

In one embodiment, the right-of-road issuing module 907 transmits the right-of-road information that is allowed to pass through the intersection to each of the right-of-road vehicles at the current intersection phase.

In one embodiment, the right-of-road issuing module 907 issues warning prompt information to the tailgating vehicle and the right-of-road-free vehicle when the tailgating vehicle and the right-of-road-free vehicle of the next priority are located at different intersection phases and the driving time of the tailgating vehicle passing through the intersection is shorter than the arrival time of the right-of-road-free vehicle, and the driving paths of the vehicles in the same intersection phase do not conflict.

In one embodiment, the right-of-road issuing module 907 issues the warning prompt information to the right-of-road-free vehicle and issues the driving suggestion information when the tail vehicle of the right-of-road-free vehicles and the right-of-road-free vehicle of the next priority are located at different intersection phases and the driving time of the tail vehicle passing through the intersection is greater than or equal to the arrival time of the right-of-road-free vehicles.

In one embodiment, when the difference between the driving time length of the tail car passing through the intersection and the arrival time length of the vehicle without the right to drive is smaller than a preset time length threshold, the driving suggestion information is a deceleration yielding, and when the difference is larger than or equal to the preset time length threshold, the driving suggestion information is a stop yielding at the intersection.

The specific definition of the intersection passing coordination device can be referred to the definition of the intersection passing coordination method in the above, and is not described herein again. Each module in the intersection traffic coordinating apparatus may be wholly or partially implemented by software, hardware, and a combination thereof. The modules can be embedded in a hardware form or independent from a processor in the computer device, and can also be stored in a memory in the computer device in a software form, so that the processor can call and execute operations corresponding to the modules.

In one embodiment, an edge computing device is provided, which may be a device with program storage and data processing capabilities, such as a computer device, for example, an edge computing device, whose internal structure diagram may be as shown in fig. 10. The computer device includes a processor, a memory, and a network interface connected by a system bus. Wherein the processor of the computer device is configured to provide computing and control capabilities. The memory of the computer device comprises a nonvolatile storage medium and an internal memory. The non-volatile storage medium stores an operating system, a computer program, and a database. The internal memory provides an environment for the operation of an operating system and computer programs in the non-volatile storage medium. The database of the computer device is used for storing various information such as prestored intersection map information and acquired vehicle information. The network interface of the computer device is used for connecting and communicating with an external terminal (such as a mobile communication terminal of a vehicle, a road side unit, a detection device and the like) through a network. The computer program is executed by a processor to implement an intersection traffic coordination method.

Those skilled in the art will appreciate that the architecture shown in fig. 10 is merely a block diagram of some of the structures associated with the disclosed aspects and is not intended to limit the computing devices to which the disclosed aspects apply, as particular computing devices may include more or less components than those shown, or may combine certain components, or have a different arrangement of components.

Thus, in one embodiment, there is provided an edge computing device comprising a memory having a computer program stored therein and a processor that when executed implements the intersection transit coordination method as in any one of the above embodiments.

In one embodiment, there is also provided an intersection transit coordination system, comprising: a roadside unit 12, a detection device 13, and an edge calculation device 12 to be disposed at a roadside of the intersection;

the roadside detection device is used for sensing vehicle position information of a vehicle without an on-board unit;

the edge computing device is used for receiving vehicle information transmitted by a vehicle without an on-board unit through a mobile communication network, and is further used for executing the steps of the intersection passing coordination method in any one of the embodiments.

It will be understood by those skilled in the art that all or part of the processes of the methods of the embodiments described above can be implemented by hardware instructions of a computer program, which can be stored in a non-volatile computer-readable storage medium, and when executed, can include the processes of the embodiments of the methods described above. Any reference to memory, storage, database or other medium used in the embodiments provided herein can include at least one of non-volatile and volatile memory. Non-volatile Memory may include Read-Only Memory (ROM), magnetic tape, floppy disk, flash Memory, optical storage, or the like. Volatile Memory can include Random Access Memory (RAM) or external cache Memory. By way of illustration and not limitation, RAM can take many forms, such as Static Random Access Memory (SRAM) or Dynamic Random Access Memory (DRAM), for example.

Thus, in one embodiment, a computer-readable storage medium is provided, on which a computer program is stored, which, when being executed by a processor, carries out the intersection transit coordination method as in any one of the above embodiments.

The technical features of the above embodiments can be arbitrarily combined, and for the sake of brevity, all possible combinations of the technical features in the above embodiments are not described, but should be considered as the scope of the present specification as long as there is no contradiction between the combinations of the technical features.

The above-mentioned embodiments only express several embodiments of the present application, and the description thereof is more specific and detailed, but not construed as limiting the scope of the invention. It should be noted that, for a person skilled in the art, several variations and modifications can be made without departing from the concept of the present application, which falls within the scope of protection of the present application. Therefore, the protection scope of the present patent shall be subject to the appended claims.

Claims

1. An intersection traffic coordination method, the method comprising:

acquiring vehicle information of each vehicle;

determining the lane of each vehicle based on the vehicle information;

2. The method of claim 1, wherein the vehicle information includes vehicle location information and vehicle heading angle; calculating the relative distance of the stop line between each vehicle and the stop line of the lane where the vehicle is located based on the vehicle information, and the method comprises the following steps:

obtaining stop line position information of a stop line corresponding to the lane where the stop line is located on the basis of prestored intersection map information;

converting the vehicle heading angle into an angle;

calculating the stop-line relative distance based on the vehicle position information, the angle, and the stop-line position information.

3. The method according to claim 2, wherein the vehicle position information includes a first coordinate axis of the vehicle in a first coordinate axis of a predetermined coordinate system, a second coordinate axis of the vehicle in a second coordinate axis of the predetermined coordinate system, and the stop line position information includes: the stop line coordinates of the stop line in a first coordinate axis of the first coordinate axis and the stop line coordinates of the stop line in a second coordinate axis of the second coordinate axis;

the relative distance of the stop line is a sum of a product of a difference value of the first coordinate axis stop line coordinate and the first coordinate axis vehicle coordinate and a cosine value of the angle and a product of a difference value of the second coordinate axis stop line coordinate and the second coordinate axis vehicle coordinate and a sine value of the angle.

4. The method of claim 1, wherein:

before determining the arrival time length of each vehicle arriving at the corresponding stop line, the method further comprises the following steps: determining a vehicle needing to be subjected to coordination control based on the relative distance of the stop line;

determining an arrival time length for each vehicle to arrive at the corresponding stop line, comprising: and determining the arrival time length of the vehicle needing to be subjected to the coordinated control to arrive at the corresponding stop line.

5. The method of claim 4, wherein: determining a vehicle requiring coordinated control based on the stop-line relative distance and the exit relative distance, comprising:

calculating the relative distance of an outlet between the vehicle and an outlet of a cross road of a lane where the vehicle is located;

and determining the vehicles with the stop line relative distance larger than zero and smaller than a preset stop line distance threshold value and the exit relative distance not smaller than zero as the vehicles needing the coordination control.

6. The method of claim 1, wherein determining the priority of each of the vehicles based on the arrival time of each of the vehicles comprises:

when the lanes where the two vehicles are located are the same, the driving intentions are the same, and the head time interval is smaller than the preset time interval, determining the two vehicles as a same lane community, and setting the priority of the same lane community;

or

When the lanes where the two or more vehicles are located are the same, the driving intentions are the same, and the maximum headway time is smaller than the preset time interval, determining the two or more vehicles as a same lane community and setting the priority of the same lane community.

7. The method of claim 1, wherein determining the priority of each of the vehicles based on the arrival time of each of the vehicles comprises:

when the phases of the intersections where more than two vehicles are located are the same and the driving time is less than or equal to the preset time, the more than two vehicles are determined as the same-phase community, and the priority of the same-phase community is set, wherein in any intersection phase, the driving paths of the vehicles do not conflict.

8. The method of claim 1, wherein determining the right-of-way vehicles based on the priority of each of the vehicles and the distance between each of the vehicles and the corresponding stop-line comprises:

and when the priority of the vehicle is highest and the distance between the vehicle and the corresponding stop line is less than or equal to the preset distance, determining that the vehicle is the vehicle with the right of way.

9. The method of claim 1, wherein after determining the right-of-way vehicle, further comprising the steps of:

calculating the driving-off time of the vehicle with the right of way to drive off the intersection;

and updating the priority of each vehicle when the driving-away time is less than or equal to the preset time, and determining the vehicles with the right of way based on the updated priority of each vehicle.

10. The method of claim 9, wherein calculating a drive-off duration for the road-authorized vehicle to drive off the intersection comprises at least one of:

the first item:

when the driving intention of the vehicle with the right of way is straight driving, the driving-away time is the ratio of the relative distance of an exit between the vehicle and an exit of a cross road of a lane where the vehicle is located to the speed of the vehicle with the right of way;

the second term is:

when the driving intention of the vehicle with the right of way is left-turn driving, determining an exit driving-away distance of the vehicle with the right of way to an exit, wherein the exit driving-away distance is the sum of the relative distance of the stop line and the left-turn distance of the vehicle;

the driving-off duration is the ratio of the exit driving-off distance to the vehicle speed of the vehicle with the right of way.

11. The method of claim 1, wherein sending right-of-way information to the right-of-way vehicle to allow passage through the intersection comprises:

and transmitting right-of-road information allowing passage through the intersection to each of the right-of-road vehicles at the current intersection phase.

12. The method of claim 1, further comprising at least one of:

when a tail car in the vehicles with the right of way and a vehicle without the right of way with the next priority are positioned at different intersection phases, and the driving time of the tail car passing through the intersection is shorter than the arrival time of the vehicle without the right of way, early warning prompt information is issued to the tail car and the vehicle without the right of way, and the driving paths of all vehicles in the same intersection phase are not conflicted;

and when the tail car in the vehicles with the right of way and the vehicles without the right of way with the next priority are positioned at different intersection phases, and the driving time of the tail car passing through the intersection is longer than or equal to the arrival time of the vehicles without the right of way, issuing early warning prompt information to the vehicles without the right of way and issuing driving suggestion information.

13. The method according to claim 12, wherein the driving advice information is a deceleration yielding when a difference between a driving-away time period of the tailgating through the intersection and an arrival time period of the unauthorized vehicle is less than a predetermined time period threshold, and the driving advice information is a parking yielding at the intersection when the difference is greater than or equal to the predetermined time period threshold.

14. An intersection traffic coordination device, the device comprising:

15. An edge computing device comprising a memory and a processor, the memory storing a computer program, wherein the processor implements the steps of the method of any one of claims 1 to 13 when executing the computer program.

16. An intersection traffic coordination system, comprising: a roadside unit to be disposed at a roadside of the intersection, a detection device, and an edge calculation device;

the edge computing device is used for receiving vehicle information transmitted by a vehicle without an on-board unit through a mobile communication network and executing the steps of the method of any one of claims 1 to 13.

17. A computer-readable storage medium, on which a computer program is stored, which, when being executed by a processor, carries out the steps of the method of any one of claims 1 to 13.