CN114512007B - Intersection traffic coordination method and device - Google Patents
Intersection traffic coordination method and device Download PDFInfo
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- CN114512007B CN114512007B CN202011282696.3A CN202011282696A CN114512007B CN 114512007 B CN114512007 B CN 114512007B CN 202011282696 A CN202011282696 A CN 202011282696A CN 114512007 B CN114512007 B CN 114512007B
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- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/01—Detecting movement of traffic to be counted or controlled
- G08G1/056—Detecting movement of traffic to be counted or controlled with provision for distinguishing direction of travel
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- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/07—Controlling traffic signals
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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
- G08G1/096766—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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Abstract
The application relates to an intersection traffic coordination method, an intersection traffic coordination device, edge computing equipment and a storage medium. The method comprises the following steps: acquiring vehicle information of each vehicle; determining a lane in which each of the vehicles is located based on the vehicle information; calculating a stop line relative distance between each vehicle and a stop line of a lane where the vehicle is located based on the vehicle information; determining the arrival time of each vehicle to the corresponding stop line based on the stop line relative distance; determining a priority of each of the vehicles based on an arrival time of each of the vehicles; determining a road-right vehicle based on the priority of each vehicle and the corresponding stop line relative distance of each vehicle; and transmitting road right information allowing to pass through the intersection to the road right vehicles. By adopting the method and the device, the road right information can be determined more accurately, and the traffic efficiency of the intersection can be improved.
Description
Technical Field
The application relates to the technical field of intelligent networking, in particular to an intersection traffic coordination method, an intersection traffic coordination device, edge computing equipment and a storage medium.
Background
The capability of the intersection to drain traffic flow directly influences the overall traffic efficiency of the road, and the traffic flow of the intersection without traffic lights generally does not adopt other management means except the basic road traffic safety method, so that the orderly traffic of vehicles tends to be in a disordered state at the intersection. The road cooperation technology can effectively help the intersection to reduce accident rate and improve traffic efficiency. However, the conventional traffic coordination scheme of the intersection still has a problem of low traffic efficiency.
Disclosure of Invention
In view of the above, it is desirable to provide an intersection traffic coordination method, an apparatus, an edge computing device, and a storage medium that can improve the traffic efficiency of an intersection.
An intersection traffic coordination method, the method comprising:
acquiring vehicle information of each vehicle;
determining a lane in which each of the vehicles is located based on the vehicle information;
calculating a stop line relative distance between each vehicle and a stop line of a lane where the vehicle is located based on the vehicle information;
determining the arrival time of each vehicle to the corresponding stop line based on the stop line relative distance;
Determining a priority of each of the vehicles based on an arrival time of each of the vehicles;
determining a road-right vehicle based on the priority of each vehicle and the corresponding stop line relative distance of each vehicle;
and transmitting road right information allowing to pass through the intersection to the road right vehicles.
In one embodiment, the vehicle information includes vehicle location information and a vehicle heading angle; calculating the exit relative distance between the vehicle and the intersection exit of the lane where the vehicle is located, comprising:
acquiring intersection exit position information of an intersection exit corresponding to the lane where the intersection is located based on pre-stored intersection map information;
converting the heading angle of the vehicle into an angle;
the exit relative distance is calculated 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 vehicle coordinate of the vehicle on a first coordinate axis of a predetermined coordinate system, a second coordinate axis vehicle coordinate of the vehicle on a second coordinate axis of the predetermined coordinate system, and the intersection exit position information includes: the intersection outlet is located at a first coordinate axis outlet coordinate of the first coordinate axis and at a second coordinate axis outlet coordinate of the second coordinate axis;
The outlet relative distance is the sum of the product of the difference value between the outlet coordinates of the first coordinate axis and the vehicle coordinates of the first coordinate axis and the cosine value of the angle, and the product of the difference value between the outlet coordinates of the second coordinate axis and the vehicle coordinates of the second coordinate axis and the sine value of the angle.
An intersection traffic coordination device, the device comprising:
the vehicle information acquisition module acquires vehicle information of each vehicle;
a lane determining module that determines a lane in which each of the vehicles is located based on the vehicle information;
a stop line relative distance determining module for calculating a stop line relative distance between each vehicle and a stop line of a lane where the vehicle is located based on the vehicle information;
the arrival time length determining module is used for determining the arrival time length of each vehicle to the corresponding stop line based on the relative distance between the stop lines;
a priority determining module that determines a priority of each of the vehicles based on an arrival time of each of the vehicles;
the road right determining module is used for determining vehicles with road rights based on the priority of each vehicle and the corresponding stop line relative distance of each vehicle;
and the road right issuing module is used for sending road right information allowing the road vehicles to pass through the intersection to the road right vehicles.
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 computer program is executed.
A computer readable storage medium having stored thereon a computer program which when executed by a processor realizes the steps of the method as described above.
An intersection traffic coordination system, comprising: a road side unit, a detection device and an edge calculation device which are arranged on the road side of the intersection;
the road side unit is used for receiving vehicle information transmitted by a vehicle provided with the vehicle-mounted unit through the vehicle-mounted unit and transmitting the received vehicle information to the edge computing equipment;
the detection device is used for sensing vehicle position information of a vehicle, wherein the vehicle comprises a vehicle not provided with an on-board unit;
the edge computing device is configured to receive vehicle information transmitted by a vehicle not equipped with an on-board unit through a mobile communication network, and is further configured to perform the steps of the method as described above.
According to the intersection traffic coordination method, the device, the edge computing equipment and the storage medium, the lane where the vehicle is located is determined based on the vehicle information of each vehicle, the relative distance between the vehicle and the stop line of the lane where the vehicle is located is determined, the arrival time length capable of reaching the stop line is determined based on the relative distance between the vehicle and the stop line, the priority of each vehicle is determined according to the arrival time length, the priority of each vehicle is combined with the relative distance between the vehicle and the stop line, the right-of-way vehicle is determined, whether the vehicle is the right-of-way vehicle is determined based on the priority of the arrival time length and the relative distance between the vehicle and the stop line, and whether the vehicle can pass is determined according to the right-of-way vehicle is determined, so that the determination of the right-of-way information is more accurate, and the intersection traffic efficiency is improved.
Drawings
FIG. 1 is a diagram of an application environment of an embodiment of the present application in one embodiment;
FIG. 2 is a schematic diagram of interaction with a vehicle with an on-board unit in one embodiment;
FIG. 3 is a schematic diagram of interaction with a vehicle without an on-board unit in one embodiment;
FIG. 4 is a flow chart of an intersection traffic coordination method in one embodiment;
FIG. 5 is a schematic diagram of determining a location of an intersection according to one embodiment;
FIG. 6 is a schematic illustration of determining a left turn distance of a vehicle in one embodiment;
FIG. 7 is a schematic illustration of determining intersection phase in one embodiment;
FIG. 8 is a flow chart of a traffic coordination method in one specific example;
FIG. 9 is a block diagram of an intersection traffic coordination device in one embodiment;
FIG. 10 is an internal block diagram 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 will be further described in detail with reference to the accompanying drawings and examples. It should be understood that the specific embodiments described herein are for purposes of illustration only and are not intended to limit the present application.
A typical application scenario of the embodiment of the present application is shown in FIG. 1, where a traffic signal lamp may not be provided at the intersection, or the traffic signal lamp provided at the intersection may not be used, and the solution provided by the embodiment of the present application may be used. In this case, each vehicle 20 travels within the range of the intersection, and the edge calculation device MEC (Multiple Edge Compute Unit), the roadside unit RSU (Roadside Unit), and the detection device 13 are provided within the range of the intersection. The roadside unit 12 and the edge computing device 11 may be connected through an optical fiber, and the roadside unit 12 and the edge computing device 11 may be separately disposed or may be integrated into an integrated device. The detection device 13 and the edge computing device 11 may be connected through an optical fiber, and the detection device 13 may be a device separately provided from the roadside unit 12 and the edge computing device 11, or may be a device integrated with one or both of them.
When the vehicle 20 is a vehicle carrying the in-vehicle unit OBU (Onboard Unit), that is, when the vehicle 20 is a vehicle incorporating a vehicle network, the roadside unit 12 communicates with the in-vehicle unit OBU in the vehicle and transmits the network-connected vehicle information of the vehicle 20 obtained from the in-vehicle unit to the edge computing device 11. Specifically, the network-connected Vehicle traffic 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 head_v (unit: deg), a vehicle speed spd (m/s), vehicle position information (such as latitude (unit: deg) and longitude (unit: deg) of the vehicle), driving intention (straight line/left/right turn), a vehicle body length (unit m), and the like, encapsulates the collected vehicle information, transmits the vehicle information to the road side unit 13 via the LTE-V technology, the road side unit 13 forwards the vehicle information to the edge computing device 11, and when the edge computing device 11 determines that the vehicle has road rights or is about to issue driving advice for the vehicle, the relevant information of the road rights or the driving advice is transmitted to the road side unit RSU, and then the road side unit RSU forwards the vehicle information to the on-board unit OBU of the vehicle 20 via the LTE-V technology, and the vehicle unit analyzes the vehicle information and displays or otherwise gives relevant advice.
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 information of the vehicle to the edge computing device 11. It will be appreciated that the relevant vehicle information of 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, which is not limited in the embodiment of the present application. The relevant vehicle information of the vehicle 20 may be transmitted to the edge computing device 11 through a mobile terminal device used by a user on the vehicle 20, for example, through a vehicle-road collaboration application of the vehicle itself or a mobile terminal device used by the user on the vehicle 20, and the relevant vehicle information may be transmitted to the edge computing device through the mobile communication network. Since the positioning accuracy of the mobile terminal device is not very accurate, it is also possible that the detection device 13 detects the relevant information of the vehicle 20, such as the vehicle position information, and transmits it to the edge calculation device 11. The detection equipment can be related equipment such as a camera and a laser radar detection system. Specifically, referring to fig. 3, a mobile communication terminal on a vehicle 20 collects data of relevant vehicle information, encapsulates the collected vehicle information, and transmits the vehicle information to an edge computing device 11 via a mobile communication network, and at the same time, a detecting device 13 for road side sensing, such as a camera, a laser radar, etc. 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 combines the vehicle information uploaded by each vehicle, and when determining that the vehicle has road rights or is about to issue driving advice for the vehicle, transmits the related information of the road rights or the driving advice to the mobile communication terminal on the vehicle 20 through the mobile communication network, and after the mobile communication terminal analyzes the information, the mobile communication terminal displays or carries out other related prompts. It will be appreciated that in practical use, the detection device may detect information about all vehicles within the intersection. Taking the position information as an example, in view of the fact that the vehicle with the on-board unit has the position information of the vehicle, when the edge computing device processes, the on-board unit can be used for uploading the position information to the vehicle with the on-board unit, and the vehicle without the on-board unit can obtain the position information of the vehicle after fusion processing is carried out on the position information uploaded by the detecting device and the position information uploaded by the terminal on the vehicle through the mobile communication network, so that more accurate position information is obtained.
In one embodiment, as shown in fig. 4, an intersection traffic coordination method is provided, and an example of application of the method to the edge computing device 11 in fig. 1 is described, including 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. Wherein, as described above, the method specifically comprises the following steps: the vehicle information transmitted by the vehicle mounted with the on-board unit via 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 information of the vehicle uploaded via the detection device on the road side.
In one embodiment, after obtaining the vehicle position information uploaded by the detection device, the vehicle position information is further associated with a corresponding vehicle to update and obtain the vehicle position information of the vehicle.
Step S402: and determining the lane where each vehicle is located based on the vehicle information.
In one embodiment, the vehicle information includes vehicle location information. At this time, determining the lane in which each of the vehicles is located based on the vehicle information may include performing in the following manner:
First, the vehicle position information and the vehicle heading angle are compared with lane information in pre-stored intersection map information, wherein the lane information comprises lane ranges of all lanes.
The edge computing device may pre-store intersection map information, 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 under a geodetic coordinate system.
And secondly, the lane range is matched with the vehicle position information to determine the lane where the vehicle is located.
Where the lane range matches the vehicle location information, it may be referred to in one embodiment that the vehicle location 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, a lane in which a lane range is matched with the vehicle position information and a difference between a lane heading angle and the vehicle heading angle is smaller than a predetermined angle threshold may be determined as the lane in which the vehicle is located.
When the vehicle is a traditional vehicle without the vehicle-mounted unit, the vehicle course angle can be obtained through calculation of the vehicle running direction uploaded by the mobile terminal of the vehicle, and the specific calculation mode is not limited in the embodiment of the application. The predetermined angle threshold may be set in accordance with practical requirements, and in one embodiment, the predetermined angle threshold may be 25 degrees.
Recording a vehicle course angle of a vehicle as a head_v (unit: deg), a lane course angle of a lane in which the vehicle is located as a head_r (unit: deg), and a predetermined angle threshold value as 25 degrees, wherein a difference value between the lane course angle and the vehicle course angle is smaller than the predetermined angle threshold value can be expressed as follows by a formula:
abs(heading_v-heading_r)<＝25
where abs () is a function of the absolute value.
Step S403: based on the vehicle information, a stop line relative distance between each of the vehicles and a stop line of a lane in which the vehicle is located is calculated.
In one embodiment, the vehicle information includes vehicle position information and a vehicle heading angle; based on the vehicle information, the calculation of the stop line relative distance between each of the vehicles and the stop line of the lane in which it is located may be performed in the following manner.
First, stop line position information of a stop line corresponding to the lane where the intersection is located is acquired based on pre-stored intersection map information. The edge computing device may store, in advance, intersection map information including position information of stop lines of respective lane lines of the intersection.
And secondly, converting the course angle of the vehicle into an angle. The specific manner of converting the vehicle heading angle to an angle may be performed in any possible manner. In one embodiment, the vehicle heading angle is recorded as head_v, and the vehicle heading angle can be converted into radians by the formula theta=pi. Wherein 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 vehicle coordinate of the vehicle on a first coordinate axis of a predetermined coordinate system, a second coordinate axis vehicle coordinate of the vehicle on a second coordinate axis of the predetermined coordinate system, and the stop line position information includes: the stop line stops line coordinates at a first coordinate axis of the first coordinate axis and stops line coordinates at a second coordinate axis of the second coordinate axis. Here, the predetermined coordinate system may refer to a geodetic coordinate system, and in the case where any position (e.g., vehicle position information, stop line position information) previously obtained is not in the geodetic coordinate system, it may be converted to the geodetic coordinate system, and then the relevant calculation process may be performed.
At this time, the above-mentioned stop line relative distance 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 value 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 value of the angle. In one embodiment, where 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 expressed by a formula as:
dist_s＝(x_s-x_v)*cos(theta)+(y_s–y_v)*sin(theta)。
step S404: and determining the arrival time of each vehicle to the corresponding stop line based on the stop line relative distance.
In one embodiment, the vehicle information may include a vehicle speed of the vehicle, and the arrival time may be a ratio of a stop line relative distance of the vehicle to the vehicle speed of the vehicle. I.e., the vehicle speed is spd, the arrival time TTAI can be expressed as:
in a specific example, before determining the arrival time period for each vehicle to reach the corresponding stop line, the vehicle that needs to be coordinated may be determined based on the stop line relative distance. Thus, when determining the arrival time of the vehicles to the corresponding stop line, the arrival time of the vehicles to the corresponding stop line may be determined only for the vehicles that need to be subjected to the coordination control. Therefore, through screening vehicles, the arrival time is determined only for the vehicles which need to be subjected to coordination control so as to carry out subsequent processing, so that the processed data volume is reduced, and the efficiency is improved.
When determining the vehicle to be subjected to coordination control based on the stop line relative distance, the vehicle may be determined to be the vehicle to be subjected to coordination control, wherein the stop line relative distance is greater than zero and less than a predetermined stop line distance threshold. The predetermined stop line distance threshold may be set in combination with actual technical requirements, and in one embodiment may be set to 200 meters.
In one embodiment, determining a vehicle that needs to be coordinated control based on the stop line relative distance and the exit relative distance may include the following steps 1 and 2.
Step 1: and calculating the outlet relative distance 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 drives away from the intersection exit, for example, a position where coordination control is not needed, for example, a position where the vehicle drives away from the lane where the vehicle is located and drives away from a junction area of the intersection. Referring to fig. 5, taking the case that the vehicles all travel leftwards, when the vehicles enter the intersection from the west of the intersection, the corresponding intersection exit position may be the point closest to the south road and the east road in the north road of the intersection, and so on.
In one embodiment, calculating the exit relative distance between the vehicle and the intersection exit of the lane in which the vehicle is located comprises:
and acquiring intersection exit position information of an intersection exit corresponding to the lane where the intersection is located based on pre-stored intersection map information. In the edge computing device, intersection map information may be pre-stored, where the intersection map information includes intersection exit position information of the intersection.
And converting the course angle of the vehicle into an angle. The specific manner of converting the specific heading angle of the vehicle into the angle may be performed in the same manner as mentioned above.
The exit relative distance is calculated 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 vehicle coordinate of the vehicle on a first coordinate axis of a predetermined coordinate system, a second coordinate axis vehicle coordinate of the vehicle on a second coordinate axis of the predetermined coordinate system, and the intersection exit position information includes: the intersection outlet is located at a first coordinate axis outlet coordinate of the first coordinate axis and at a second coordinate axis outlet coordinate of the second coordinate axis.
At this time, the outlet relative distance may be a sum of a product of a difference between 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 between the second coordinate axis outlet coordinate and the second coordinate axis vehicle coordinate and a sine value of the angle. In one embodiment, where the vehicle position information is (x_v, y_v) and the intersection exit position information is (x_e, y_e), 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 can 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 crossed the stop line when the stop line relative position dist_s <0, that the vehicle has not driven off the intersection when the exit relative distance dist_e > =0, and that the vehicle has driven off the intersection when the exit relative distance dist_e < 0.
In one embodiment, when the obtained exit relative distance dist_e <0 is calculated, since the vehicle has driven away from the intersection, the relevant information of the vehicle can be deleted, so as to avoid the information of the vehicle entering the subsequent processing procedure, thereby reducing the processed data volume and improving the processing efficiency.
Step 2: and determining the vehicles with the stop line relative distance being larger than zero and smaller than a preset stop line distance threshold value and the exit relative distance being not smaller than zero as the vehicles needing coordination control.
Step S405: and determining the priority of each vehicle based on the arrival time of each vehicle.
In one embodiment, in determining the priority of each vehicle, the vehicle may have a smaller arrival time period, and the priority may be set to be higher. I.e., the smaller the arrival time, the higher the priority, the larger the arrival time, and the lower the priority.
In one embodiment, when determining the priority of each vehicle, a co-lane community may also be determined and the priority of the co-lane community may be set. Wherein the priority of each vehicle in the same lane community is the same.
In some specific examples, when the lanes in which the two vehicles are located are the same, the driving intention is the same, and the headway is smaller than the predetermined headway, the two vehicles may be determined as a same-lane community, and the priority of the same-lane community may be set. That is, it is possible to determine that the same lane common body, that is, two vehicles traveling adjacently in front and rear, is the same for two vehicles at a time, and determine that the two vehicles are the same lane, the driving intention is the same, and the headway is smaller than the predetermined headway. For example, assuming that the front and rear adjacent vehicles having the same driving intention in the same lane are C1, C2, C3 … … Cn in order, wherein the headway of C1 and C2 is smaller than the predetermined headway TL, C1 and C2 are the same lane common body, if the headway of C2 and C3 is smaller than the predetermined headway TL, C2 and C3 may also be determined to be the same lane common body, and the like. In practical implementation, C1 and C2 may be determined to be the same lane community, and when C2 and C3 may be determined to be the same lane community, C3 may be directly added to the same lane community formed by C1 and C2, or C2 and C3 may be formed to be a common lane community, and then the adjacent C1 and C2 communities and the C2 and C3 communities may be combined to obtain the final community including C1, C2 and C3. In some embodiments, the data of the vehicles in the same lane community, such as not more than 7 vehicles, may be defined, and specifically may be set based on actual technical needs, for example, determined based on current traffic flow in each traffic direction of the intersection, or determined based on historical statistics of traffic flow in each traffic direction, so as to avoid affecting traffic efficiency of the vehicles in other driving directions when the vehicles in the same lane community are too many.
In some specific examples, the two or more vehicles may be determined to be a same lane community when lanes in which the two or more vehicles are located are the same, driving intention is the same, and a maximum headway is less than a predetermined headway. The maximum headway refers to the headway of the preceding vehicle and the last vehicle after the preceding vehicle among a plurality of vehicles running adjacently in front and back. For example, assuming that the front and rear adjacent vehicles having the same driving intention in the same lane are C1, C2, C3 … … Cn in 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. Because the headway between C1 and C4 is smaller than the required preset headway TL, and C2 and C3 run in the middle of C1 and C4, then the headway between C1 and C2, C2 and C3, and C3 and C4 is necessarily smaller than the required headway TL, therefore, C1, C2, C3 and C4 can be directly divided into the same lane communities, so that more vehicles can pass through as much as possible in the appointed headway, and the passing efficiency is improved.
In one embodiment, the same determination of the lane in which the two or more vehicles are located includes: based on pre-stored intersection map information, whether lanes of more than two vehicles are identical is determined. As described above, the intersection map information stored in the edge computing device may include the lane range of each lane of the intersection. Thus, 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 can be determined that the lanes where the vehicles are positioned are the same.
The driving intention in one embodiment may specifically be straight driving, left-turn driving or right-turn driving. The driving intent may be determined in connection with the heading angle of the vehicle as described above. In some embodiments, the driving intention may also be determined in combination with information about the turn signal of the vehicle, and information about the turn signal of the specific vehicle may be obtained from information provided by the on-board unit, so as to obtain information from information provided by the detection device, for example, by analyzing a photograph taken by the camera, to determine whether the information about the turn signal is a left turn signal, a right turn signal, or a turn signal is not turned on.
The vehicle speed information includes the vehicle speed, and the vehicle speed information includes the vehicle speed information. Note that vehicles V-1 and V-2 are in the same vehicleThe lane, the vehicle V-1 is in front, and the vehicle position information of both are (x) 1 ,y 1 )(x 2 ,y 2 ) The vehicle speed of the following vehicle V-2 is spd2, and the headway THW of the following vehicle V-2 and the headway THW can be expressed as follows:
the predetermined time interval may be set according to actual technical requirements, and in one embodiment may be set to 1.5 seconds.
By arranging the same lane community, vehicles which are in the same lane and have very close headway can have the same priority, so that as many vehicles as possible can pass through the intersection in the shortest time, and the passing efficiency is improved.
In one embodiment, when the priority of the same lane community is set, the higher priority may be set as the priority of the same lane community in the vehicles of the same lane community. For example, with vehicles V-1 and V-2 in the same lane, the two vehicles may form a common body of the same lane, with vehicle V-1 in front, then vehicle V-1 will have a higher priority than vehicle V-2, and then vehicle V-1 will be given priority to vehicle V-2.
In one embodiment, in determining the priority of each vehicle, the in-phase community may also be determined and the priority of the in-phase community may be set. 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 in any one intersection phase, the driving paths of the vehicles do not collide. Taking the scenario shown in fig. 1 as an example, fig. 7 is a schematic diagram of the phase of the intersection divided in one embodiment. In this example, the intersection is divided into four intersection phases, where each intersection phase may contain a right-turn driving path, since right-turn vehicles generally do not conflict 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 be considered that the vehicle may pass directly without coordination control. In this case, the road right information that allows the vehicle to pass through the intersection may be transmitted to the vehicle that is intended to drive right, or the vehicle may not need to be processed. In some embodiments, the vehicle related information that the 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, the first intersection phase is constituted in a case where the lane is turning right and the driving intention is turning right, the driving intention is turning left and the left turning direction is eastward, and the driving intention is turning left and the left turning direction is northward. The second intersection phase is composed of the case where the right turn lane is right turn, the driving intention is left turn, the left turn direction is west north, the driving intention is left turn, and the left turn direction is east south. The third intersection phase is formed when the vehicle is in a right turn lane, 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, the driving intention is right turn, the driving intention is straight and the direction is east-west, and the driving intention is straight and the direction is west-east. It is understood that in other embodiments, the intersection phase may be divided into other divisions.
In one embodiment, when the phases of the intersections where two or more vehicles are located are the same, and the driving-off duration of the vehicles from the intersections is less than or equal to a predetermined duration, determining the two or more vehicles as the same-phase community, and setting the priority of the same-phase community. In the case of the priority of the same-phase community, the highest priority may be set as the priority of the same-phase community in the vehicle.
By setting the same-phase community, vehicles which are in the same phase and can all drive away from the intersection within a preset time period can have the same priority, so that as many vehicles as possible can pass through the intersection in the shortest time, and the passing efficiency is improved.
In one embodiment, the length of time that a vehicle is traveling away from an intersection may be determined in the following manner.
When the driving intention of the vehicle is straight driving, the driving-off duration is the ratio of the exit relative distance between the vehicle and the intersection exit of the 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 distance of the vehicle to an exit, wherein the driving-away duration is a ratio of the exit driving distance to the vehicle speed. The exit driving distance is the sum of the relative distance of the stop line and the left turning distance of the vehicle.
In one 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 on which the vehicle is located, and the second radius is the road width of the road on which the intersection exit of the vehicle is located. Referring to fig. 6, the road width of the road where the vehicle is located and the road width of the road where the intersection exit of the vehicle is located are shown as a for the larger road width and b for the smaller road width, and the left turn distance L of the vehicle can be expressed as 
At this time, the exit travel distance is dist_e=l+dist_s, and the corresponding travel distance period is +.>
In some embodiments, the predetermined time period may be set to a fixed value. In some embodiments, when the in-phase community includes a same lane community, a drive-off duration of the tail car in the in-phase community may be determined as the predetermined duration.
Step S406: and determining the vehicles with road rights based on the priority of each vehicle and the corresponding stop line relative distance of each vehicle.
In one embodiment, the vehicle may be determined to be a road-entitled vehicle when the priority of the vehicle is highest and the stop line relative distance 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 accordance with actual technical requirements, and in one embodiment may be set to 60 meters.
Step S407: and transmitting road right information allowing to pass through the intersection to the road right vehicles.
It is understood that when the vehicle is a vehicle mounted with an on-board unit, it may be an on-board unit that transmits road right information to the vehicle via the road side unit. When the vehicle is a vehicle in which the in-vehicle unit is not installed, it may be a mobile terminal held by a user on the vehicle to which the road right information is transmitted via the mobile communication network.
In a specific example, road right information allowed to pass through the intersection may be transmitted to each of the road right vehicles at the current intersection phase.
In one embodiment, after determining the road right vehicles, calculating and updating the driving-off duration of each road right vehicle from the intersection after issuing the road right information; 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 road rights based on the updated priorities of each vehicle. So that the road right of each vehicle at the intersection is updated. In a specific example, when the maximum driving-off duration of the road-right vehicles is less than or equal to a predetermined duration, the priority of each vehicle may be updated, and the road-right vehicle may be determined based on the updated priority of each vehicle. When the same lane community exists, the priority of each vehicle is updated when the driving-away duration of the tail car in the same lane community is smaller than or equal to the preset duration, and the vehicles with road rights are determined based on the updated priorities of the vehicles.
In one embodiment, the method as described above may further comprise the steps of: and when the tail vehicle in the road-right-of-way vehicle and the road-right-free vehicle with the next priority are positioned at different intersection phases, and the driving-away time of the tail vehicle passing through the intersection is smaller than the arrival time of the road-right-free vehicle, issuing early warning prompt information to the tail vehicle and the road-right-free vehicle, wherein driving paths of vehicles in the same intersection phase do not conflict. The early warning prompt information here may be information about whether there is a right of way. After the vehicle side receives the early warning prompt information, the early warning prompt information can be displayed, for example, the early warning prompt information is displayed by different colors.
In one embodiment, the method as described above may further comprise the steps of: and when the tail vehicle in the road-right-available vehicle and the road-right-free vehicle with the next priority are positioned at different intersection phases, and the driving-away time length of the tail vehicle passing through the intersection is longer than or equal to the arrival time length of the road-right-free vehicle, issuing early warning prompt information to the road-right-free vehicle and issuing driving suggestion information. The early warning prompt information can be information about whether the road right exists or not.
In one embodiment, the driving advice information is to make a way at a speed reduction when a difference between a driving-off time of the tail car passing through an intersection and an arrival time of the non-road-right vehicle is less than a predetermined time threshold, and is to make a way at a stop at the intersection when the difference is greater than or equal to the predetermined time threshold. The predetermined time period threshold may be set in connection with actual technical needs, and in one embodiment may be set to 3 seconds.
Based on the embodiment described above, referring to fig. 8, in a specific example, when there is a vehicle in the range of the intersection where the edge computing device is located, after computing the priorities of the vehicles based on the manner described above, the same-lane community and the same-phase community are determined, and then the right-of-way vehicles and the driving advice are computed based on the vehicles, the same-lane community, and the same-phase community, and the determined right-of-way information and driving advice are transmitted to the corresponding vehicles. And after the vehicles with road rights leave, road rights transfer is performed, and road rights information is issued to the vehicles with road rights at the next intersection phase, and specific implementation details may be as described in the above embodiments.
It should be understood that, although the steps in the flowcharts related to the embodiments described above are sequentially shown as indicated by arrows, these steps are not necessarily sequentially performed in the order indicated by the arrows. The steps are not strictly limited to the order of execution unless explicitly recited herein, and the steps may be executed in other orders. Moreover, at least some of the steps in the flowcharts may include a plurality of steps or stages that are not necessarily performed at the same time, but may be performed at different times, and the order of execution of the steps or stages is not necessarily sequential, but may be performed in rotation or alternately with at least a portion of the steps or stages in other steps or other steps.
In one embodiment, as shown in fig. 9, there is provided an intersection traffic coordination apparatus including:
a vehicle information acquisition module 901 that acquires vehicle information of each vehicle;
a lane determination module 902 that determines a lane in which each of the vehicles is located based on the vehicle information;
a stop line relative distance determination module 903 for calculating a stop line relative distance between each of the vehicles and a stop line of a lane in which the vehicle is located, based on the vehicle information;
An arrival time determining module 904, configured to determine an arrival time of each vehicle reaching 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 of each of the vehicles;
a road right determination module 906 that determines a vehicle having road rights based on the priority of each of the vehicles and the relative distance of the stop line corresponding to each of the vehicles;
the road right issuing module 907 sends road right information allowing to pass through the intersection to the road right vehicles.
In one embodiment, the vehicle information includes vehicle location information and a vehicle heading angle; the stop line relative distance determining module 903 acquires stop line position information of a stop line corresponding to the lane where the intersection map information is stored in advance; converting the heading angle of the vehicle into an angle; 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 vehicle coordinate of the vehicle on a first coordinate axis of a predetermined coordinate system, a second coordinate axis vehicle coordinate of the vehicle on a second coordinate axis of the predetermined coordinate system, and the stop line position information includes: the stop line stops line coordinates at a first coordinate axis of the first coordinate axis and stops line coordinates at a second coordinate axis of the second coordinate axis; the relative distance of the stop line is the sum of the product of the difference value between the first coordinate axis stop line coordinate and the first coordinate axis vehicle coordinate and the cosine value of the angle, and the product of the difference value between the second coordinate axis stop line coordinate and the second coordinate axis vehicle coordinate and the sine value of the angle.
In one embodiment, the arrival duration determining module 904 determines a vehicle that needs to be coordinated based on the stop line relative distance; and determining the arrival time of the vehicle which needs to be coordinated and controlled to reach 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 whose stop line relative distance is greater than zero and less than a predetermined stop line distance threshold and whose exit relative distance is not less than zero as the vehicle requiring coordination control.
In one embodiment, the vehicle information includes vehicle position information and a vehicle heading angle, and the exit relative distance determining module obtains intersection exit position information of an intersection exit corresponding to the lane where the intersection exits based on pre-stored intersection map information; converting the heading angle of the vehicle into an angle; the exit relative distance is calculated 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 vehicle coordinate of the vehicle on a first coordinate axis of a predetermined coordinate system, a second coordinate axis vehicle coordinate of the vehicle on a second coordinate axis of the predetermined coordinate system, and the intersection exit position information includes: the intersection outlet is located at a first coordinate axis outlet coordinate of the first coordinate axis and at a second coordinate axis outlet coordinate of the second coordinate axis; the outlet relative distance is the sum of the product of the difference value between the outlet coordinates of the first coordinate axis and the vehicle coordinates of the first coordinate axis and the cosine value of the angle, and the product of the difference value between the outlet coordinates of the second coordinate axis and the vehicle coordinates of the second coordinate axis and the sine value of the angle.
In one embodiment, the method further comprises: the same lane community determining module is used for determining the more than two vehicles as a same lane community when the lanes of the more than two vehicles are the same, the driving intention is the same, and the maximum headway time is smaller than the preset time interval.
The priority determination module 905 also sets the priority of the co-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 two or more vehicles are the same-phase community when the phase of the intersection where the two or more vehicles are located is the same and the driving-off duration is less than or equal to the predetermined duration.
In one embodiment, the road right determination module 906 determines that the vehicle is a road right vehicle 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-off duration calculation module is used for calculating the driving-off duration of the road-right vehicle driving off the intersection.
The priority determination module 905 further updates the priority of each vehicle when the driving-off duration is less than or equal to a predetermined duration.
The road right determination module 906 also determines road right vehicles based on the updated priorities of the vehicles.
In one embodiment, when the driving intention of the road-entitled vehicle is straight driving, the driving-off duration is a ratio of an exit relative distance between the vehicle and an intersection exit of a lane in which the vehicle is located, to a vehicle speed of the road-entitled vehicle.
In one embodiment, when the driving intention of the road-entitled vehicle is left-turn driving, determining an exit driving distance of the road-entitled vehicle to an exit, wherein the exit driving distance is a sum of the stop line relative distance and a vehicle left-turn distance; and the driving-off duration is the ratio of the driving-off distance of the exit to the speed of the road-entitled vehicle.
In one embodiment, the road right issuing module 907 sends road right information allowed to pass through the intersection to each of the road right vehicles at the current intersection phase.
In one embodiment, the road right issuing module 907 issues early warning prompt information to the tail car and the road-less vehicles when the tail car and the road-less vehicles with the next priority in the road-less vehicles are located at different phases of the intersection, and the driving paths of the vehicles in the same phase of the intersection are not in conflict when the driving-away duration of the tail car passing through the intersection is smaller than the arrival duration of the road-less vehicles.
In one embodiment, the road right issuing module 907 issues the early warning prompt information to the road right-free vehicle and issues the driving advice information when the tail vehicle and the road right-free vehicle with the next priority are located at different phases of the intersection, and the driving time of the tail vehicle passing through the intersection is longer than or equal to the arrival time of the road right-free vehicle.
In one embodiment, when the difference between the time when the tail car passes through the intersection and the time when the tail car arrives at the non-road-weight vehicle is smaller than a predetermined time threshold, the driving advice information is to stop and give way at the intersection, and when the difference is greater than or equal to the predetermined time threshold, the driving advice information is to stop and give way at the intersection.
The specific limitation of the intersection traffic coordination device can be referred to the limitation of the intersection traffic coordination method, and the description is omitted here. The modules in the intersection traffic coordination device can be realized in whole or in part by software, hardware and a combination thereof. The above modules may be embedded in hardware or may be independent of a processor in the computer device, or may be stored in software in a memory in the computer device, so that the processor may call and execute operations corresponding to the above modules.
In one embodiment, an edge computing device is provided, which may be a device with program storage and data processing functions, such as a computer device, for example, an edge computing device, and an internal structure of the computer device may be 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 includes a non-volatile storage medium and an internal memory. The non-volatile storage medium stores an operating system, computer programs, and a database. The internal memory provides an environment for the operation of the operating system and computer programs in the non-volatile storage media. The database of the computer device is used for storing various information such as pre-stored intersection map information and obtained vehicle information. The network interface of the computer device is used for communication with external terminals (e.g., a mobile communication terminal of a vehicle, a road side unit, a detection device, etc.) through a network connection. The computer program when executed by a processor implements an intersection traffic coordination method.
It will be appreciated by those skilled in the art that the structure shown in fig. 10 is merely a block diagram of some of the structures associated with the present application and is not limiting of the computer device to which the present application may be applied, and that a particular computer device may include more or fewer components than shown, or may combine certain components, or have a different arrangement of components.
Accordingly, in one embodiment, an edge computing device is provided that includes a memory having a computer program stored therein and a processor that when executed implements the intersection passing coordination method of any of the embodiments described above.
In one embodiment, there is also provided an intersection traffic coordination system including: a road side unit 12 to be disposed on the road side of the intersection, a detection device 13, and an edge calculation device 12;
the road side unit is used for receiving vehicle information transmitted by a vehicle provided with the vehicle-mounted unit through the vehicle-mounted unit and transmitting the received vehicle information to the edge computing equipment;
the road side detection device is used for sensing vehicle position information of a vehicle not provided with the vehicle-mounted unit;
The edge computing device is configured to receive vehicle information transmitted by a vehicle not equipped with an on-board unit through a mobile communication network, and is further configured to perform the steps of the method for intersection traffic coordination in any of the embodiments described above.
Those skilled in the art will appreciate that implementing all or part of the above described methods may be accomplished by way of a computer program stored on a non-transitory computer readable storage medium, which when executed, may comprise the steps of the embodiments of the methods described above. Any reference to memory, storage, database, or other medium used in embodiments provided herein may include at least one of non-volatile and volatile memory. The nonvolatile Memory may include Read-Only Memory (ROM), magnetic tape, floppy disk, flash Memory, optical Memory, or the like. Volatile memory can include random access memory (Random Access Memory, RAM) or external cache memory. By way of illustration, and not limitation, RAM can be in the form of a variety of forms, such as static random access memory (Static Random Access Memory, SRAM) or dynamic random access memory (Dynamic Random Access Memory, DRAM), and the like.
Thus, in one embodiment, a computer readable storage medium is provided having a computer program stored thereon, which when executed by a processor implements the intersection traffic coordination method of any of the embodiments described above.
The technical features of the above embodiments may be arbitrarily combined, and all possible combinations of the technical features in the above embodiments are not described for brevity of description, however, as long as there is no contradiction between the combinations of the technical features, they should be considered as the scope of the description.
The above examples merely represent a few embodiments of the present application, which are described in more detail and are not to be construed as limiting the scope of the invention. It should be noted that it would be apparent to those skilled in the art that various modifications and improvements could be made without departing from the spirit of the present application, which would be within the scope of the present application. Accordingly, the scope of protection of the present application is to be determined by the claims appended hereto.
Claims (16)
1. An intersection traffic coordination method, the method comprising:
acquiring vehicle information of each vehicle;
determining a lane in which each of the vehicles is located based on the vehicle information;
Calculating a stop line relative distance between each vehicle and a stop line of a lane where the vehicle is located based on the vehicle information;
determining the arrival time of each vehicle to the corresponding stop line based on the stop line relative distance;
determining the priority of each vehicle based on the arrival time of each vehicle, wherein the vehicles with smaller arrival time have higher priority, and the priority of each vehicle in the same lane community is the same; when lanes of more than two vehicles are the same, driving intentions are the same, and the maximum headway is smaller than a preset headway, the more than two vehicles are the same lane community; or when the lanes of the two vehicles are the same, the driving intention is the same, and the headway is smaller than the preset headway, determining the two vehicles as a common body of the same lane;
determining a road-right vehicle based on the priority of each vehicle and the corresponding stop line relative distance of each vehicle;
and transmitting road right information allowing to pass through the intersection to the road right vehicles.
2. The method of claim 1, wherein the vehicle information includes vehicle location information and a vehicle heading angle; calculating a stop line relative distance between each of the vehicles and a stop line of a lane in which the vehicle is located based on the vehicle information, including:
Acquiring stop line position information of a stop line corresponding to the lane where the intersection map information is located based on pre-stored intersection map information;
converting the heading angle of the vehicle into an angle;
the stop line relative distance is calculated 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 vehicle coordinate of the vehicle in a first coordinate axis of a predetermined coordinate system, a second coordinate axis vehicle coordinate of the vehicle in a second coordinate axis of the predetermined coordinate system, the stop line position information including: the stop line stops line coordinates at a first coordinate axis of the first coordinate axis and stops line coordinates at a second coordinate axis of the second coordinate axis;
the relative distance of the stop line is the sum of the product of the difference value between the first coordinate axis stop line coordinate and the first coordinate axis vehicle coordinate and the cosine value of the angle, and the product of the difference value between the second coordinate axis stop line coordinate and the second coordinate axis vehicle coordinate and the sine value of the angle.
4. The method according to claim 1, characterized in that:
Before determining the arrival time of each vehicle reaching the corresponding stop line, the method further comprises: determining a vehicle which needs to be subjected to coordination control based on the relative distance of the stop line;
determining the arrival time of each vehicle reaching the corresponding stop line, including: and determining the arrival time of the vehicle which needs to be subjected to coordination control to reach the corresponding stop line.
5. The method according to claim 4, wherein: determining a vehicle to be subjected to coordinated control based on the stop line relative distance and the exit relative distance, including:
calculating the outlet relative distance between the vehicle and the intersection outlet of the lane where the vehicle is located;
and determining the vehicles with the stop line relative distance being larger than zero and smaller than a preset stop line distance threshold value and the exit relative distance being not smaller than zero as the vehicles needing 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 phases of the intersections where more than two vehicles are located are the same and the driving-away time length is less than or equal to the preset time length, determining the vehicles of the more than two vehicles as an in-phase community, and setting the priority of the in-phase community, wherein the driving paths of the vehicles do not conflict in any intersection phase.
7. The method of claim 1, wherein determining a road-entitled vehicle based on the priority of each of the vehicles and the distance between each of the vehicles and the corresponding stop line comprises:
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, determining that the vehicle is a road-entitled vehicle.
8. The method of claim 1, further comprising the step of, after determining the road-entitled vehicle:
calculating the driving-off duration of the road-right vehicle driving 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 road rights based on the updated priorities of each vehicle.
9. The method of claim 8, wherein calculating the drive-off duration of the road-entitled vehicle to drive off an intersection comprises at least one of:
a first item:
when the driving intention of the road-right vehicle is straight driving, the driving-away duration is the ratio of the outlet relative distance between the vehicle and the intersection outlet of the lane where the vehicle is located and the speed of the road-right vehicle;
The second item:
when the driving intention of the road-entitled vehicle is left-turn driving, determining an exit driving distance of the road-entitled vehicle reaching an exit, wherein the exit driving distance is a sum of the relative distance of the stop line and the left-turn distance of the vehicle;
and the driving-off duration is the ratio of the driving-off distance of the exit to the speed of the road-entitled vehicle.
10. The method of claim 1, wherein transmitting road right information to the road-entitled vehicle that is allowed to pass through the intersection comprises:
and transmitting road right information allowing to pass through the intersection to each road right vehicle at the current intersection phase.
11. The method of claim 1, further comprising at least one of:
when a tail car in the road-entitled vehicle and an unowned vehicle with the next priority are positioned at different intersection phases, and the driving-off duration of the tail car passing through an intersection is smaller than the arrival duration of the unowned vehicle, issuing early warning prompt information to the tail car and the unowned vehicle, wherein driving paths of vehicles in the same intersection phase do not conflict;
and when the tail vehicle in the road-right-available vehicle and the road-right-free vehicle with the next priority are positioned at different intersection phases, and the driving-away time length of the tail vehicle passing through the intersection is longer than or equal to the arrival time length of the road-right-free vehicle, issuing early warning prompt information to the road-right-free vehicle and issuing driving suggestion information.
12. The method of claim 11, wherein the driving advice information is a speed reduction yield when a difference between a travel-away time of the tail car through an intersection and an arrival time of the non-road-entitled vehicle is less than a predetermined time threshold, and the driving advice information is a stop yield at the intersection when the difference is greater than or equal to the predetermined time threshold.
13. An intersection traffic coordination device, the device comprising:
the vehicle information acquisition module acquires vehicle information of each vehicle;
a lane determining module that determines a lane in which each of the vehicles is located based on the vehicle information;
a stop line relative distance determining module for calculating a stop line relative distance between each vehicle and a stop line of a lane where the vehicle is located based on the vehicle information;
the arrival time length determining module is used for determining the arrival time length of each vehicle to the corresponding stop line based on the relative distance between the stop lines;
a priority determining module that determines a priority of each of the vehicles based on an arrival time of each of the vehicles, wherein the smaller the arrival time is, the higher the priority is, and the priorities of the vehicles in the same lane community are the same; when lanes of more than two vehicles are the same, driving intentions are the same, and the maximum headway is smaller than a preset headway, the more than two vehicles are the same lane community; or when the lanes of the two vehicles are the same, the driving intention is the same, and the headway is smaller than the preset headway, determining the two vehicles as a common body of the same lane;
The road right determining module is used for determining vehicles with road rights based on the priority of each vehicle and the corresponding stop line relative distance of each vehicle;
and the road right issuing module is used for sending road right information allowing the road vehicles to pass through the intersection to the road right vehicles.
14. An edge computing device comprising a memory storing a computer program and a processor, wherein the processor when executing the computer program implements the steps of the method of any one of claims 1 to 12.
15. An intersection traffic coordination system, comprising: a road side unit, a detection device and an edge calculation device which are arranged on the road side of the intersection;
the road side unit is used for receiving vehicle information transmitted by a vehicle provided with the vehicle-mounted unit through the vehicle-mounted unit and transmitting the received vehicle information to the edge computing equipment;
the detection device is used for sensing vehicle position information of a vehicle, wherein the vehicle comprises a vehicle not provided with an on-board unit;
the edge computing device being configured to receive vehicle information transmitted by a vehicle not equipped with an on-board unit via a mobile communication network and to perform the steps of the method of any of claims 1 to 12.
16. A computer readable storage medium, on which a computer program is stored, characterized in that the computer program, when being executed by a processor, implements the steps of the method of any of claims 1 to 12.
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| JP2006338596A (en) * | 2005-06-06 | 2006-12-14 | Toyota Motor Corp | Vehicle control system |
| JP2007293388A (en) * | 2006-04-20 | 2007-11-08 | Toyota Motor Corp | Intersection traffic control system |
| CN106448194A (en) * | 2016-10-28 | 2017-02-22 | 清华大学 | Traffic signal in crossroad and vehicle coordinated control method, device and vehicle |
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| CN114512007A (en) | 2022-05-17 |
| WO2022105797A1 (en) | 2022-05-27 |
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