CN115484663A

CN115484663A - Information processing method of intelligent traffic system, roadside intelligent station and vehicle-mounted unit

Info

Publication number: CN115484663A
Application number: CN202210928620.6A
Authority: CN
Inventors: 不公告发明人
Original assignee: Shenzhen Chenggu Intelligent Technology Co ltd
Current assignee: Shenzhen Chenggu Technology Co ltd
Priority date: 2022-08-03
Filing date: 2022-08-03
Publication date: 2022-12-16

Abstract

The application is applicable to the technical field of intelligent traffic, and provides an information processing method of an intelligent traffic system, a roadside intelligent station and a vehicle-mounted unit, wherein the processing method comprises the following steps: acquiring sleep time; and sending the sleep time length to the OBU through a Road Side Unit (RSU). The method can improve the endurance time of the OBU.

Description

Information processing method of intelligent traffic system, roadside intelligent station and vehicle-mounted unit

Technical Field

The application belongs to the technical field of intelligent transportation, and particularly relates to an information processing method of an intelligent transportation system, a roadside intelligent station, a vehicle-mounted unit and a computer readable storage medium.

Background

Electronic Toll Collection (ETC) is realized by carrying out special short-range communication between an On Board Unit (OBU) installed On a vehicle windshield and a microwave antenna On an ETC lane of a Toll station and carrying out background settlement processing with a bank by utilizing a computer networking technology, so that the purpose that a vehicle can pay fees (such as the fees of an expressway or a bridge) without stopping when passing through the Toll station is achieved.

In order to solve the problem of repeated access of equipment to an RSU for many times, an OBU enters a sleep mode after link release, and compares currently acquired Beacon Service Table (BST) information with BST information of a previous transaction before the next link is established, if it is determined that the currently acquired BST information and the BST information of the previous transaction belong to the same ID, the OBU does not establish a link with the RSU of the ID, and does not establish a link with the RSU of the ID again within 5 minutes.

Although the OBU goes to sleep after completing the transaction, due to the existence of the wake-up mechanism, the OBU is still woken up by the BST signal, and since the RSU changes its own identity (RSUID) after completing the transaction with the OBU or after a fixed time, the RSU is a new device for the OBU, i.e. the OBU does not suppress the RSU corresponding to the RSUID, and still returns to the Vehicle Service Table (VST). That is, as long as the OBU is still located in the coverage area of the RSU, the OBU will be in an operating state all the time or will frequently enter the operating state from the dormant state, so that the electric quantity of the OBU is consumed all the time, thereby affecting the cruising ability of the OBU.

Disclosure of Invention

The embodiment of the application provides an information processing method of an intelligent traffic system, a roadside intelligent station and an on-board unit, and can solve the problem of poor cruising ability of an OBU.

In a first aspect, an embodiment of the present application provides an information processing method for an intelligent transportation system, which is applied to a roadside intelligent station, and includes:

acquiring sleep time;

and sending the sleep time length to an OBU (on-board unit) through a RSU (road side unit), wherein the sleep time length is used for indicating that the OBU enters a sleep state, and the time length of entering the sleep state is equal to the sleep time length.

In a second aspect, an embodiment of the present application provides an information processing method for an intelligent transportation system, which is applied to an on-board unit OBU, and includes:

receiving sleep duration sent by an RSU;

and entering a sleep state, wherein the time length of entering the sleep state is equal to the sleep time length.

In a third aspect, an embodiment of the present application provides a roadside intelligent station, which includes a memory, a processor, and a computer program stored in the memory and executable on the processor, and when the processor executes the computer program, the method according to the first aspect is implemented.

In a fourth aspect, an embodiment of the present application provides an on-board unit, which includes a memory, a processor, and a computer program stored in the memory and executable on the processor, and the processor implements the method according to the second aspect when executing the computer program.

In a fifth aspect, an embodiment of the present application provides an intelligent transportation system, where the intelligent transportation system includes a roadside intelligent station, a roadside unit, and an on-board unit;

the roadside intelligent station is used for executing the method according to the first aspect;

the onboard unit is adapted to perform the method according to the second aspect.

In a sixth aspect, the present application provides a computer-readable storage medium, which stores a computer program, and when the computer program is executed by a processor, the computer program implements the method according to the first aspect or the second aspect.

In a seventh aspect, an embodiment of the present application provides a computer program product, which, when running on a roadside intelligent station, causes the roadside intelligent station to execute the method described in the first aspect.

Compared with the prior art, the embodiment of the application has the advantages that:

in this application embodiment, because the long back of sending the OBU of sleeping time that the trackside intelligence station generated, this OBU will get into the sleep state, and it is long when long being equal to its received sleep to get into the sleep state, consequently, after this OBU gets into the sleep state, will not awaken up by current awakening mechanism, thereby avoid this OBU to be in operating condition always or frequently get into operating condition from the sleep state, and then reduced the consumption of this OBU's electric quantity, the duration of this OBU has been improved. Meanwhile, because the sleeping time of the OBU is determined, the OBU cannot be awakened in the sleeping state, namely the OBU cannot reply the VST to the RSU (the RSU cannot send information containing the VST to the roadside intelligent station), and the access time of the VST replied by other equipment and other equipment to the RSU cannot be influenced.

Drawings

In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings used in the embodiments or the description of the prior art will be briefly described below.

Fig. 1 is a schematic flowchart of an information processing method of an intelligent transportation system according to an embodiment of the present application;

fig. 2 is a schematic flowchart of an information processing method of another intelligent transportation system according to an embodiment of the present application

Fig. 3 is a schematic diagram of sleep processing provided in an embodiment of the present application;

fig. 4 is a schematic structural diagram of an intelligent transportation system provided in an embodiment of the present application;

FIG. 5 is an interactive schematic diagram of an on-board unit, a roadside unit and a roadside intelligent station provided by an embodiment of the application;

FIG. 6 is a schematic structural diagram of a roadside intelligent station provided by an embodiment of the present application;

fig. 7 is a schematic structural diagram of an on-board unit provided in an embodiment of the present application.

Detailed Description

In the following description, for purposes of explanation and not limitation, specific details are set forth, such as particular system structures, techniques, etc. in order to provide a thorough understanding of the embodiments of the present application. It will be apparent, however, to one skilled in the art that the present application may be practiced in other embodiments that depart from these specific details. In other instances, detailed descriptions of well-known systems, devices, circuits, and methods are omitted so as not to obscure the description of the present application with unnecessary detail.

It will be understood that the terms "comprises" and/or "comprising," when used in this specification and the appended claims, specify the presence of stated features, integers, steps, operations, elements, and/or components, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and/or groups thereof.

It should also be understood that the term "and/or" as used in this specification and the appended claims refers to and includes any and all possible combinations of one or more of the associated listed items.

Furthermore, in the description of the present application and the appended claims, the terms "first," "second," "third," and the like are used for distinguishing between descriptions and not necessarily for describing or implying relative importance.

Reference throughout this specification to "one embodiment" or "some embodiments," or the like, means that a particular feature, structure, or characteristic described in connection with the embodiment is included in one or more embodiments of the present application. Thus, appearances of the phrases "in one embodiment," "in some embodiments," "in other embodiments," or the like, in various places throughout this specification are not necessarily all referring to the same embodiment, but rather "one or more but not all embodiments" unless specifically stated otherwise.

The first embodiment is as follows:

fig. 1 shows a schematic flow chart of an information processing method of an intelligent transportation system, which is applied to a roadside intelligent station and detailed as follows:

and step S11, acquiring the sleep time length.

In the embodiment of the application, the sleep duration can be determined by the intelligent roadside station, and can also be determined by other equipment and then sent to the intelligent roadside station.

In some embodiments, the roadside intelligent station may determine the sleep duration by:

a1, obtaining an influence factor of sleep duration, wherein the influence factor comprises at least one of the following items: the road section type of the road section where the OBU is located, the erection distance between two adjacent roadside intelligent stations, the capability grade of the OBU, the speed of the vehicle where the OBU is located, the vehicle type of the vehicle where the OBU is located and the driving behavior of a driver of the vehicle where the OBU is located.

The road section where the OBU is located refers to the road section where the OBU is currently located. For example, if a plurality of Road Side Units (RSUs) are installed at intervals on a Road in advance, the Road segment where the OBU is located may be the Road segment where the RSU currently communicates with the OBU is located. For another example, if a plurality of roadside intelligent stations are installed at intervals on the road in advance, the road segment where the OBU is located may be the road segment where the roadside intelligent station currently communicating with the target RSU is located, and the target RSU is the RSU currently communicating with the OBU.

If the distances between any two roadside intelligent stations installed on the road are equal, the erection distance between the two adjacent roadside intelligent stations refers to the distance between any two adjacent roadside intelligent stations installed on the road. If the distance between any two roadside intelligent stations installed on the road is uneven and equal, the erection distance between the two adjacent roadside intelligent stations refers to the distance between the current roadside intelligent station and the adjacent roadside intelligent station at the downstream of the current roadside intelligent station. In the embodiment of the application, the erection distance between the two adjacent roadside intelligent stations can be determined after erection of each roadside intelligent station is completed.

The capability of the OBU may include a power supply capability, and correspondingly, the capability level of the OBU includes a level corresponding to the power supply capability. In the embodiment of the present application, the capability level of the OBU can be classified into a general type and an enhanced type, where the enhanced type is to provide some additional functions on the basis of the general type, for example, the OBU is an enhanced device when it is in a long power mode, and real-time performance is a primary factor for the OBU. The capability level of the OBU may be determined by the OBU itself whether to be externally powered, and the corresponding capability level may be reported by a Dedicated Short Range Communication (DSRC).

The speed of the vehicle where the OBU is located can be obtained through radar acquisition or through uploading of the OBU. Specifically, the manner of acquiring the speed of the vehicle by the radar may employ the following procedure: the speed of the target object can be calculated through the radar, the license plate of the target object can be identified through the camera, the identified information is transmitted to the roadside intelligent station, after the roadside intelligent station acquires the basic information of the OBU through the BST, the vehicle can be matched with the license plate identified by the camera in a contrasting manner through the background authentication information query, and the vehicle corresponds to the speed information. The mode of obtaining the speed of the vehicle through the uploading of the OBU can adopt the following procedures: the OBU outputs the current speed through the Beidou positioning data; or, calculating the current speed through an inertial navigation sensor; or the speed of the vehicle is acquired through the automobile CAN bus. After the OBU determines the speed of the vehicle, the speed of the vehicle is sent to the roadside intelligent station through the RSU.

The vehicle types comprise small-sized vehicles, medium-sized vehicles and special vehicles. The special vehicle comprises an ambulance, a fire engine and other special vehicles. In the embodiment of the application, the vehicle type is written into the internal security chip according to the entity vehicle type when the OBU is issued for the second time, and the road side intelligent station can obtain the authentication data in the transaction authentication process of the OBU through the RSU and the road side intelligent station.

Wherein the driving behavior comprises: driving without abnormal behavior, driving over the wire and fatigue driving. Specifically, the driving behavior can be acquired through collection and reporting of an in-vehicle sensor, roadside intelligent sensing equipment and the like.

And A2, determining an influence coefficient of the influence factor according to the influence factor of the sleep time length.

For example, if the impact factor is the capability level of the OBU: the influence coefficients of the capability level of the OBU have the following magnitude relationship λ (D1) > λ (D2) between the normal type D1 and the enhanced type D2. In some embodiments, the influence coefficient of the normal type D1 may be set to λ (D1) =1, and the influence coefficient of the enhanced type D2 may be set to λ (D2) =0.

For example, if the influence factors are a small vehicle B1, a medium or large vehicle B2, and a special vehicle B3, the influence coefficients corresponding to these influence factors have the following magnitude relationship: λ (B1) > λ (B2) > λ (B3). In some embodiments, the influence coefficient λ (B1) =1 for a small vehicle, the influence coefficient λ (B2) =0.5 for a medium-sized vehicle, and the influence coefficient λ (B3) =0.1 for a special vehicle may be set.

For example, if the influence factors are abnormal behavior free driving C1, off-line driving C2, and fatigue driving C3, the magnitude relationship of the influence factors is as follows: λ (C1) > λ (C2) > λ (C3). In some embodiments, the influence coefficient λ (C1) =1 for abnormal behavior free driving, and the influence coefficient λ (C2) =0.5 for driving over the wire for less dangerous driving, and the influence coefficient λ (C3) =0 for fatigue driving, which needs to be warned in real time, may be set.

In the embodiment of the application, it is considered that when the influence factor includes data (such as when the influence factor includes fatigue driving) which needs to generate the early warning information, the roadside intelligent station needs to generate the early warning information and send the early warning information to the OBU, and when the influence factor does not include the data which needs to generate the early warning information, the roadside intelligent station does not need to generate the early warning information. That is, since the influence factors have different degrees of influence on the sleep duration when the influence factors are different, the influence coefficient corresponding to the influence factor needs to be determined according to the influence factors to improve the accuracy of the subsequently determined sleep duration.

And A3, determining the sleep time length according to the influence coefficient of the influence factor.

Specifically, when there are a plurality of influence factors, the sleep time period is determined according to the influence coefficients of all the influence factors.

And step S12, sending the sleep time length to the OBU through the RSU, wherein the sleep time length is used for indicating that the OBU enters a sleep state, and the time length for entering the sleep state is equal to the sleep time length.

In the intelligent transportation system, the roadside intelligent station usually does not directly communicate with the OBU, but directly communicates with the RSU, so the roadside intelligent station needs to firstly send the sleep duration to the RSU, the RSU sends the received sleep duration to the corresponding OBU, and the OBU carries out the sleep state according to the received sleep duration. It should be noted that, since the sleep duration of the OBU entering the sleep state is determined, in the embodiment of the present application, the OBU will not be woken up after entering the sleep state.

In this application embodiment, because the long back of sending the OBU of sleeping time that the trackside intelligence station generated, this OBU will get into the sleep state, and it is long when long being equal to its received sleep to get into the sleep state, consequently, after this OBU gets into the sleep state, will not awaken up by current awakening mechanism, thereby avoid this OBU to be in operating condition always or frequently get into operating condition from the sleep state, and then reduced the consumption of this OBU's electric quantity, the duration of this OBU has been improved. Meanwhile, the OBU is not awakened in the sleep state, so the OBU does not reply the VST to the RSU (the RSU does not send information containing the VST to the roadside intelligent station), and the access time of the VST replied by other devices and other devices accessing the RSU is not affected. Furthermore, since the influencing factor includes at least one of: the highway section type of the highway section at OBU place, erect the distance between two adjacent roadside intelligent stations, above-mentioned OBU's ability level, the speed of the vehicle at above-mentioned OBU place, the vehicle type of the vehicle at above-mentioned OBU place and the driving action of the driver of the vehicle at above-mentioned OBU place, and including the data that need generate early warning information among these influence factors usually (driving action influences very greatly to driving safety, the operation that danger coefficient is high needs real-time early warning), including the data that need awaken the OBU promptly, consequently, it is more accurate when sleeping according to the influence coefficient determination of above-mentioned influence factor.

In some embodiments, the step A3 includes:

and A31, determining the overall influence coefficient of all the influence factors according to the speed of the vehicle with the OBU.

And A32, determining the sleep time length according to the influence coefficients of the influence factors and the overall influence coefficient of all the influence factors.

Because the speed of the vehicle is usually related to the early warning information (for example, when the vehicle is overspeed, the early warning information is generated, and the generated early warning information needs to be sent to the OBU so as to remind a driver in time through the OBU), a total influence coefficient determined according to the speed of the vehicle is set for all influence factors, so that the sleeping time can be adjusted more flexibly, and the accuracy of the determined sleeping time is improved.

In some embodiments, the step a31 includes:

and A311, when the speed of the vehicle where the OBU is located is within a normal speed range, determining the total influence coefficient according to the speed limit value of the road section where the OBU is located and the speed of the vehicle where the OBU is located.

In practical situations, the speed ranges for different road segments may be different. When a vehicle runs to a certain road section, if the speed of the vehicle is in the speed limit range corresponding to the road section, the speed of the vehicle is considered to be in the normal speed range of the road section, and at the moment, the overall influence coefficient k can be calculated by adopting the following mode:

k = V1/Vn, wherein V1 is the safe driving speed, V1 is determined according to the speed limit value of the road section where the OBU is located, and Vn is the speed of the vehicle where the OBU is located.

In some embodiments, V1 may be equal to 80% of the speed limit of the current road segment.

And A312, when the speed of the vehicle where the OBU is located is not within the normal speed range, the overall influence coefficient is a preset fixed value, and the preset fixed value is smaller than the overall influence coefficient obtained when the speed of the vehicle where the OBU is located is within the normal speed range.

Specifically, when the speed of the vehicle is not within the normal speed range of the current road section, it indicates that the vehicle is over-speed or idling. In any case, the driver needs to be reminded, so a smaller overall influence coefficient needs to be set to shorten the sleeping time. For example, when the road conditions are normal, if the speed of the vehicle is less than 60km/h, the vehicle is considered to be idling, and k =0.2 may be set; and if the vehicle is in overspeed driving, because overspeed driving has a great potential safety hazard, real-time reminding is needed, and at this time, k =0 can be set, that is, the sleeping time length (the sleeping time length is 0) is not set.

In the embodiment of the application, because the speed of the vehicle and whether the OBU needs to remind the driver to have a certain relation, namely whether the OBU needs to enter the working state, the calculation mode of the overall influence coefficient is determined according to whether the speed of the vehicle is in the normal speed range, and the accuracy of the subsequently obtained sleeping duration can be further improved.

In some embodiments, it is assumed that the road segment a is classified by the degree of safety: the system comprises a common road section A1, a restricted road section A2, a poor-sight-distance road section A3, an accident road section A4, a dangerous road section A5 and an avoidance road section A6;

the erection distance between two adjacent roadside intelligent stations is L;

the speed of the vehicle is V;

vehicle type B is classified into: a small vehicle B1, a medium-large vehicle B2 and a special vehicle B3;

the driving behavior C is divided into: driving without abnormal behaviors C1, driving over the line C2 and driving fatigue C3;

the capability class D of the OBU is divided into: a general device D1, an enhanced device D2;

the sleep time Tn can be calculated by using the following calculation model:

Tn＝k*λ(Ai)*λ(Bj)*λ(Ck)*λ(Dl)*L/Vn

wherein n represents the nth vehicle-mounted unit, vn represents the speed of the nth vehicle-mounted unit (i.e. the speed of the vehicle in which the nth vehicle-mounted unit is located), and λ ()' is an influence coefficient, and the larger the influence of the influence factor on the sleep time period is, the smaller the value of the corresponding influence coefficient is. In the embodiment of the application, the value range of the influence coefficient is set as [0,1], where λ (Ai) represents the influence coefficient of the road section a in the road section type Ai, λ (Bj) represents the influence coefficient of the vehicle type B in the vehicle type Bj, λ (Ck) represents the influence coefficient of the driving behavior C in the driving behavior Ck, λ (Dl) represents the influence coefficient of the on-board unit capability level D in the Dl level, and k represents the total influence coefficient of all the influence factors. When the vehicle is not over-speeding, and when the overall value of (λ (Ai) × λ (Bj) × λ (Ck) × λ (Dl)) is not 1 or 0, k takes effect, the slower the vehicle speed, the higher the corresponding safety factor, but when the product of (k × λ (Ai) × λ (Bj) × λ (Ck) × λ (Dl)) is greater than 1, the result is 1, and k = V1/Vn, where V1 is the safe driving vehicle speed, the value of which can be set to 80% of the current road segment speed limit value; further, when road conditions are normal and the vehicle is idling (e.g., vehicle speed < 60 km/h), k may be set to 0.2; when the vehicle is overspeed, the sleeping time length is not required to be set, and real-time reminding is required, and at the moment, k =0 can be set.

To more clearly describe the process of generating the sleep duration under different situations, the following description is made in conjunction with specific scenarios:

assuming that the erection distance of the roadside intelligent station is 1km one, the speed of the vehicle n is 100km/h, the vehicle type is a small vehicle, the capability grade of lambda (Bj) =1,obu is a common type, and lambda (Dl) =1, the road speed limit is 100km/h, so k =100 × 0.8/100=0.8.

a) When the vehicle travels by λ (Ck) =1 without abnormal behavior in the ordinary route λ (Ai) =1, k is not effective because the overall value of (λ (Ai) × λ (Bj) × λ (Ck) × λ (Dl)) is 1, and at this time, the sleep time period T =1 × 1/100=0.01h is converted into 36s.

b) When the vehicle travels across the route λ (Ck) =0.5 on the ordinary route λ (Ai) =1, since the overall value of (λ (Ai) × λ (Bj) × λ (Ck) × λ (Dl)) is neither 1 nor 0, k becomes effective, the sleep time period T =0.8 × 1 × 0.5 × 1/100=0.004h, which is converted into 14.4s in seconds, and is rounded down into 14s.

c) Fatigue driving λ (Ck) =0 is not effective on a normal road section λ (Ai) =1,k, and the sleep time period T =0.

d) When the vehicle travels on the abnormal behavior λ (Ck) =1 in the restricted section λ (Ai) =0.8, k takes effect, the sleep time period T =0.8 × 1/100=0.0064h is converted into 23.04s of second, and is rounded down to 23s.

e) The lane crossing driving λ (Ck) =0.5 takes effect in the restricted section λ (Ai) =0.8, k, the sleep time period T =0.8 × 1 × 0.5 × 1/100=0.0032h is 11.52s in second conversion, and is rounded down to 11s.

f) Fatigue driving λ (Ck) =0 is not effective on the restricted section λ (Ai) =0.8, k, and the sleep time period T =0.

Assuming that the erection distance of the roadside intelligent station is 1km, the speed of the vehicle n is 60km/h, the vehicle type is a small vehicle, λ (Bj) =1, the general equipment λ (Dl) =1, and the road speed is limited by 100km/h, therefore k =100 × 0.8/60=4/3.

a) The abnormal-behavior-free driving lambda (Ck) =1 is not effective on the normal road section lambda (Ai) =1,k, the sleep duration T =1 x 1/60=0.0167h, and the second is converted into 60s.

b) The lane crossing driving λ (Ck) =0.5 takes effect on the ordinary road section λ (Ai) =1,k, and the sleep time period T =4/3 × 1 × 0.5 × 1/60 (h) is converted into 40s.

d) When the abnormal behavior-free driving λ (Ck) =1 takes effect in the restricted section λ (Ai) =0.8, k, since 4/3 × 0.8 × 1=1.067 exceeds 1, only 1 is taken, and the sleep time period T =1*1/60 (h) is converted into 60s.

e) The lane crossing travel λ (Ck) =0.5 takes effect in the restricted section λ (Ai) =0.8, k, and since (k × λ (Ai) × λ (Bj) × λ (Ck) × λ (Dl)) does not exceed 1, the sleep time period T =4/3 × 0.8 × 1 × 0.5 × 1/60 (h), which is converted into 11.52s in seconds, and rounded down to 11s.

Other road section conditions are calculated according to the model, and the description is omitted here.

In addition, for speeding, the driver needs to be reminded in real time, and at the moment, the sleeping time length T =0.

For idle driving, assuming that the erection distance of the roadside intelligent station is 1km, the speed of the vehicle n is 40km/h, the vehicle model is a mini-car λ (Bj) =1, the capability grade of the obu is a common type, λ (Dl) =1, and k =0.5.

a) The abnormal behavior-free driving lambda (Ck) =1 takes effect on a common road section lambda (Ai) =1,k, the sleep time length T =0.2 x 1/40 (h), and the second conversion is 18s.

b) The lane crossing travel λ (Ck) =0.5 takes effect on the ordinary route λ (Ai) =1,k, and since (k × λ (Ai) × λ (Bj) × λ (Ck) × λ (Dl)) does not exceed 1, the sleep time period T =0.2 × 1 × 0.5 × 1/40 (h) is converted to 9s.

d) The abnormal-free behavior driving λ (Ck) =1 takes effect in the restricted travel section λ (Ai) =0.8, k, and since (k × λ (Ai) × λ (Bj) × λ (Ck) × λ (Dl)) does not exceed 1, the sleep time period T =0.2 × 0.8 × 1/40 (h), which is converted into 14.4s of seconds, and rounded down into 14s.

e) The off-road travel λ (Ck) =0.5 takes effect on the restricted travel section λ (Ai) =0.8, k, and since (k × λ (Ai) × λ (Bj) × λ (Ck) × λ (Dl)) does not exceed 1, the sleep time period T =0.2 × 0.8 × 1 × 0.5 × 1/40 (h), which is converted to 7.2s per second, and rounded down to 7s.

In some embodiments, it is considered that information sharing is performed between adjacent roadside intelligent stations in the road, which are in an upstream-downstream relationship, so that if a roadside intelligent station located upstream of a current roadside intelligent station determines a sleep duration of an OBU, and the OBU will pass through the current roadside intelligent station, the current roadside intelligent station will receive the sleep duration of the OBU shared by the roadside intelligent stations on the upstream side of the current roadside intelligent station, or when the OBU completes one sleep and is accessed into the current roadside intelligent station again, the current roadside intelligent station can obtain the sleep duration of the OBU stored in the current roadside intelligent station from itself, and at this time, a duration can be determined according to an existing sleep duration to serve as a new sleep duration of the OBU. That is, if the influence coefficient is not greater than 1 and not less than 0, and the influence factor has a larger influence on the sleep time period, the smaller the influence coefficient corresponding to the influence factor is, the information processing method of the intelligent transportation system further includes:

if the sleep time of the OBU is acquired from an upstream roadside intelligent station or the OBU itself, and the influence factor of the currently acquired sleep time is judged to be the same as the influence factor of the sleep time corresponding to the acquired sleep time of the OBU, and the influence factor corresponding to the influence factor of the sleep time is judged to have an influence coefficient smaller than 1, determining a new sleep time of the OBU according to the acquired sleep time of the OBU, wherein the new sleep time of the OBU is smaller than the acquired sleep time of the OBU.

In the embodiment of the application, since the range of the influence factor is [0,1], and the influence factor has a larger influence on the sleep time, the influence factor corresponding to the influence factor is smaller, therefore, if the influence factor is smaller than 1, it is indicated that there is an influence factor having a larger influence on the sleep time, so that it is determined at the current roadside intelligent station that the newly acquired influence factor is the same as the influence factor used by the OBU when the last sleep time is determined, and when there is an influence factor smaller than 1 in the influence factor, a shorter sleep time is set as a new sleep time of the OBU, so as to shorten the time period for the OBU to enter the sleep state, and further remind a driver with a higher frequency.

For example, if the roadside intelligent station determines that the driving behavior is vehicle off-line driving, and the roadside intelligent station monitors that the normal driving of the vehicle still does not resume after the vehicle receives an abnormal driving warning (the abnormal driving warning belongs to one of the warning information), the roadside intelligent station sets the sleep time length to 1/2 of Tn, where Tn is the sleep time length of the vehicle acquired by the roadside intelligent station, of course, "1/2" is only an example, and in an actual situation, a "1/3" or the like may also be taken, which is no longer an example, as long as the new sleep time length is less than the previously determined sleep time length. For example, if the roadside intelligent station determines that the vehicle is idling according to the road condition information and the speed of the vehicle, and the roadside intelligent station monitors that the vehicle still does not return to normal driving after receiving the abnormal driving warning, the roadside intelligent station sets the sleep time length to 1/2 of Tn, of course, "1/2" is only an example, and in an actual situation, "1/4" and the like can be taken, which is not illustrated here.

In some embodiments, considering that the OBU enters the sleep state after acquiring the sleep duration and is not woken up within the sleep duration, before the step S12, the method further includes:

and judging whether the early warning information needs to be generated or not according to the influence factors, generating corresponding early warning information when the early warning information needs to be generated, and sending the generated early warning information to the OBU through the RSU.

In the embodiment of the application, the influence factor that needs to generate the early warning information is determined in advance, for example, if the influence factor that needs to generate the early warning information is determined as the influence factor that needs to generate the early warning information, after the roadside intelligent station analyzes that the influence factor that exists the offline driving, the early warning information corresponding to the offline driving is generated and sent to the RSU, so that the RSU is sent to the corresponding OBU. Because the early warning information is sent to the OBU firstly and then the sleeping time is sent to the OBU, the OBU can send out the prompt corresponding to the early warning information to the driver in time before entering the sleeping state.

In some embodiments, the link types are divided according to the safety degree of the link, and the smaller the safety degree of the link is, the smaller the influence coefficient corresponding to the link type is.

For example, the road section a is classified into: the road comprises 6 road types of a common road section A1, a restricted road section A2, a poor sight distance road section A3, an accident road section A4, a dangerous road section A5 and an avoidance road section A6. Since the safety degree of the links gradually decreases from the link A1 to the link A6, the influence coefficients corresponding to the links A1 to A6 are set to gradually decrease. For example, assuming that the influence coefficients corresponding to the links A1 to A6 are λ (A1), λ (A2), λ (A3), λ (A4), λ (A5), and λ (A6), respectively, λ (A1) > λ (A2) > λ (A3) > λ (A4) > λ (A5) > λ (A6). In the embodiment of the present application, the ordinary road segment can sleep directly, that is, λ (A1) =1; the restricted road section has no great influence on general vehicles, but has the requirements of limited weight, limited height and the like on medium and large-sized vehicles, so that influencing factors are exerted in the vehicle model, and therefore lambda (A2) =0.8 is set; the possibility that repeated reminding is needed exists in the road section with poor sight distance, and lambda (A3) =0.5 can be set at the time; the accident road section needs to be reminded of safe driving more frequently, and lambda (A4) =0.2 can be set at the time; the sleeping time of the dangerous section is shorter, and lambda (A5) =0.1 can be set at the moment; the avoidance section needs to be reminded at any time when the special vehicle executes a task, so that the special vehicle should not sleep, and lambda (A6) =0 is set at the time.

In the embodiment of the application, the roadside intelligent station can acquire the road section information of the road section in the control thereof in the modes of radar sensing, camera shooting, sensor identification, platform entry, OBU uploading and the like, and then classifies the acquired road section information according to the preset classification information. Since the subsequent sleep duration is determined according to the influence coefficient, and the shorter the sleep duration obtained by the smaller influence coefficient, the smaller the influence coefficient corresponding to the road segment with the smaller safety degree is set, the more suitable the requirement of the actual situation is.

Example two:

fig. 2 is a flowchart illustrating an information processing method of another intelligent transportation system according to an embodiment of the present application, where the information processing method is applied to an OBU that is the same as the first embodiment described above, and is detailed as follows:

and S21, receiving the sleep time length sent by the roadside intelligent station through the RSU.

In some embodiments, the sleep duration is determined according to an influence factor of an influence factor, the influence factor including at least one of: the road section type of the road section where the OBU is located, the erection distance between two adjacent roadside intelligent stations, the capability grade of the OBU, the speed of the vehicle where the OBU is located, the vehicle type of the vehicle where the OBU is located and the driving behavior of a driver of the vehicle where the OBU is located.

Specifically, after the OBU establishes the link with the RSU, the OBU may receive the sleep duration sent by the roadside intelligent station corresponding to the RSU from the RSU.

And S22, entering a sleep state, wherein the time length of entering the sleep state is equal to the sleep time length.

In the embodiment of the application, after the OBU receives the sleep time and enters the sleep state, the OBU continuously sleeps in the sleep time and can not be awakened by the existing awakening mechanism, so that the OBU is prevented from being always in the working state or frequently entering the working state from the sleep state, the consumption of the electric quantity of the OBU is reduced, and the endurance time of the OBU is prolonged. Meanwhile, the OBU is not awakened in the sleep state, so the OBU does not reply the VST to the RSU (the RSU does not send information containing the VST to the roadside intelligent station), and the access time of the VST replied by other devices and other devices accessing the RSU is not affected. Furthermore, since the influencing factor comprises at least one of: the road section type of the road section where the OBU is located, the erection distance between two adjacent roadside intelligent stations, the capability grade of the OBU, the speed of the vehicle where the OBU is located, the vehicle type of the vehicle where the OBU is located and the driving behavior of a driver of the vehicle where the OBU is located, and the influence factors usually comprise data (if the driving behavior has a great influence on driving safety and the operation with a high risk coefficient needs real-time early warning) needing to generate early warning information, namely the data needing to awaken the OBU, so that the sleeping duration determined according to the influence factors of the influence factors is more accurate.

To more clearly describe how the OBU performs sleep processing, the following description is provided in conjunction with fig. 3.

Fig. 3 shows a schematic view of sleep processing provided by an embodiment of the present application, in fig. 3, after receiving a sleep instruction including a sleep duration T sent by an RSU, an OBU extracts the sleep duration T from the sleep instruction, responds to the sleep instruction, and records the sleep duration T. The method comprises the steps that after a response instruction sent by an OBU is received by the intelligent roadside station through the RSU, a link disconnection instruction is sent to the RSU, the RSU sends the link disconnection instruction to the OBU, after the OBU receives the link disconnection instruction, whether sleep time is larger than 0 is judged, if yes, a receiving module is closed, the OBU is prevented from being awakened in the sleep process, and if the sleep time T is smaller than 0, whether the sleep instruction is received is monitored continuously. And if the sleeping time is more than 0, starting a timer according to the sleeping time and entering a sleeping state. And when the OBU enters a sleep state, the OBU cannot process DSRC signals and data until the timer is awakened, and then the receiving module is started.

Example three:

fig. 4 shows a schematic structural diagram of an intelligent transportation system provided in an embodiment of the present application, and for convenience of explanation, only a part related to the embodiment of the present application is shown.

The intelligent transportation system 4 of the embodiment of the application comprises a roadside intelligent station 41, a roadside unit 42 and an on-board unit 43;

the on-board unit 43 supports wireless communication, and the wireless communication technology includes, but is not limited to, 5.8G GDSRC, LTE-V, BLE, and the like, and preferably adopts 5.8G ETC wireless communication technology. The specific implementation process of the on-board unit 43 is described in detail in embodiment two, and is not described here again.

The road side unit 42 and the vehicle-mounted unit 43 complete information interaction data forwarding, and report information such as positioning information to the road side intelligent station 41 through wireless communication or wired communication, and preferably adopt a wired communication technology to improve stability of data forwarding.

The roadside intelligent station 41 is used for integrating road information and vehicle information, completing services such as scene recognition, message early warning and service inquiry, and providing a basis for intelligent traffic. The detailed implementation process of the roadside intelligent station 41 is described in the first embodiment, and is not described herein again.

In some embodiments, the intelligent transportation system 4 further includes a plurality of sensing devices, which include, but are not limited to, radar, various sensors, cameras, and the like, and are configured to collect road information and transmit the road information to the roadside intelligent station in a wired or wireless manner, so as to provide a data source for the roadside intelligent station. Specifically, the sensing equipment for sensing the road information is connected with the roadside intelligent station in a wired mode so as to transmit the road information acquired by the sensing equipment to the roadside intelligent station. The roadside intelligent station integrates road information to detect whether an event requiring early warning occurs. The roadside intelligent station is connected with the roadside unit through a network cable, scene information (such as early warning information) is transmitted to the roadside unit, and the roadside unit interacts with the vehicle-mounted unit in a 5.8G DSRC mode to achieve service expansion and sleep control.

In order to more clearly describe the intelligent transportation system provided in the embodiments of the present application, the following description is made in conjunction with a specific scenario.

The roadside intelligent station knows that the front part of the roadside intelligent station belongs to an eventscreen: 1 road section with bad sight distance such as a convex bridge top, a mountain top, a curve, a crossing, a ramp and the like through a deployment position or other modes, at the moment, the driver needs to be pre-warned to ensure safe driving, referring to fig. 5, the roadside intelligent station issues eventscreen: 1 road section information to a roadside unit through an F first instruction, the roadside unit establishes a link with a vehicle-mounted unit through a D first instruction and a D second instruction of 5.8G DSRC to obtain basic information of a vehicle, the roadside unit uploads the basic information of the vehicle to the roadside intelligent station through an F second instruction, the roadside intelligent station inquires whether the vehicle meets safety certification according to the basic information of the vehicle, if the safety certification is not met, the vehicle carries out safety certification again, if the certification is not met, the roadside intelligent station sends the eventscreen: 1 pre-warning information to the roadside unit through an F third instruction, the roadside unit sends the information to the vehicle-mounted unit through a D third instruction, the vehicle-mounted unit receives the issued information, responds to a D fourth instruction, and replies to a Bluetooth or replies to the road section in a man-machine mode, and the road section, the driver influences the pre-warning data, and the road section including the driver are pre-warning distance of the road section are not limited by the road section. The road side unit transmits the response data of the vehicle-mounted unit to the road side intelligent station through the F fourth instruction, the road side intelligent station receives the response and then issues a F fifth instruction for controlling the sleep time of the vehicle-mounted unit, the fifth instruction carries the sleep time T, and the road side unit transmits the sleep control instruction to the vehicle-mounted unit through the D fifth instruction.

In some embodiments, the manner of alerting the driver includes any of: sound and light prompt, buzzing prompt, voice prompt, vehicle prompt, mobile phone vibration ring prompt and the like.

The difference between the D and the F is different frame protocols and transmission media, the F first instruction and the D first instruction are link establishment request instructions, the F second instruction and the D second instruction are corresponding vehicle-mounted unit basic information response instructions and belong to optional processes, the F third instruction and the D third instruction are scene information instructions, the F fourth instruction and the D fourth instruction are scene response instructions, the F fifth instruction and the D fifth instruction are sleep control instructions, the F sixth instruction and the D sixth instruction are sleep response instructions, and the F seventh instruction and the D seventh instruction are link release instructions.

Specifically, the first instruction D is BST, the second instruction D is VST, and a response can be selected, if no response is made, no subsequent process is available, that is, the instruction belongs to a broadcast scene, and the contents thereof can refer to GB/T20851.2-2019; the third instruction is a transfer instruction carrying scene information, which includes but is not limited to the following information: scene type, message emergency degree, event type, road section identification, lane number, initial distance, influence range and the like; d, the fourth instruction is a scene response instruction, the fifth instruction is a sleep control instruction, the roadside intelligent station selects whether to send the instructions according to specific conditions, the definition of the instructions accords with the ASN.1 rule, and the instructions comprise the following fields

SleepTimeIndication::＝SEQUENCE{

--sceneType SceneType,

-application scenarios

--sleepTime INT(SIZE(2)),

-the unit: second of

…

}

The sixth instruction is a sleep response, and the seventh instruction is an eventreort.

Example four:

corresponding to the information processing method of the intelligent transportation system in the first embodiment, fig. 6 shows a structural block diagram of the roadside intelligent station provided in the embodiment of the present application, and as shown in fig. 6, the roadside intelligent station 6 of the embodiment includes: at least one processor 60 (only one processor is shown in fig. 6), a memory 61, and a computer program 62 stored in the memory 61 and executable on the at least one processor 60, the steps of any of the various method embodiments described above being implemented when the computer program 62 is executed by the processor 60.

The roadside intelligent station 6 may include, but is not limited to, a processor 60, a memory 61. Those skilled in the art will appreciate that fig. 6 is merely an example of the roadside intelligent station 6, does not constitute a limitation of the roadside intelligent station 6, and may include more or less components than those shown, or combine some components, or different components, such as input-output devices, network access devices, etc.

The Processor 60 may be a Central Processing Unit (CPU), and the Processor 60 may be other general purpose Processor, a Digital Signal Processor (DSP), an Application Specific Integrated Circuit (ASIC), a Field Programmable Gate Array (FPGA) or other Programmable logic device, discrete Gate or transistor logic device, discrete hardware component, or the like. A general purpose processor may be a microprocessor or the processor may be any conventional processor or the like.

The memory 61 may be an internal storage unit of the roadside intelligent station 6 in some embodiments, such as a hard disk or a memory of the roadside intelligent station 6. The memory 61 may also be an external storage device of the roadside intelligent station 6 in other embodiments, such as a plug-in hard disk, a Smart Media Card (SMC), a Secure Digital (SD) Card, a Flash memory Card (Flash Card), and the like equipped on the roadside intelligent station 6. Further, the memory 61 may also include both an internal storage unit and an external storage device of the roadside intelligent station 6. The memory 61 is used for storing an operating system, an application program, a BootLoader (BootLoader), data, and other programs, such as program codes of the computer programs. The memory 61 may also be used to temporarily store data that has been output or is to be output.

Example five:

fig. 7 shows a structural block diagram of the on-board unit provided in the embodiment of the present application, corresponding to the information processing method of the intelligent transportation system in the second embodiment, and as shown in fig. 7, the on-board unit 7 of the embodiment includes: at least one processor 70 (only one processor is shown in fig. 7), a memory 71, and a computer program 72 stored in the memory 71 and executable on the at least one processor 70, the steps of any of the various method embodiments described above being implemented when the computer program 72 is executed by the processor 70.

The on-board unit 7 may include, but is not limited to, a processor 70, a memory 71. It will be appreciated by those skilled in the art that fig. 7 is merely an example of the on-board unit 7, and does not constitute a limitation to the on-board unit 7, and may include more or less components than those shown, or some components may be combined, or different components may be included, such as input and output devices, network access devices, and the like.

The Processor 70 may be a Central Processing Unit (CPU), and the Processor 70 may be other general purpose Processor, a Digital Signal Processor (DSP), an Application Specific Integrated Circuit (ASIC), a Field Programmable Gate Array (FPGA) or other Programmable logic device, discrete Gate or transistor logic device, discrete hardware component, etc. A general purpose processor may be a microprocessor or the processor may be any conventional processor or the like.

The memory 71 may in some embodiments be an internal storage unit of the on-board unit 7, such as a hard disk or a memory of the on-board unit 7. The memory 71 may also be an external storage device of the on-board unit 7 in other embodiments, such as a plug-in hard disk, a Smart Media Card (SMC), a Secure Digital (SD) Card, a Flash memory Card (Flash Card), and the like, provided on the on-board unit 7. Further, the memory 71 may also include both an internal storage unit and an external storage device of the on-board unit 7. The memory 71 is used for storing an operating system, an application program, a BootLoader (BootLoader), data, and other programs, such as program codes of the computer programs. The memory 71 may also be used to temporarily store data that has been output or is to be output.

It will be apparent to those skilled in the art that, for convenience and brevity of description, only the above-mentioned division of the functional units and modules is illustrated, and in practical applications, the above-mentioned function distribution may be performed by different functional units and modules according to needs, that is, the internal structure of the apparatus is divided into different functional units or modules to perform all or part of the above-mentioned functions. Each functional unit and module in the embodiments may be integrated in one processing unit, or each unit may exist alone physically, or two or more units are integrated in one unit, and the integrated unit may be implemented in a form of hardware, or in a form of software functional unit. In addition, specific names of the functional units and modules are only for convenience of distinguishing from each other, and are not used for limiting the protection scope of the present application. The specific working processes of the units and modules in the system may refer to the corresponding processes in the foregoing method embodiments, and are not described herein again.

An embodiment of the present application further provides a network device, where the network device includes: at least one processor, a memory, and a computer program stored in the memory and executable on the at least one processor, the processor implementing the steps of any of the various method embodiments described above when executing the computer program.

The embodiments of the present application further provide a computer-readable storage medium, where a computer program is stored, and when the computer program is executed by a processor, the computer program implements the steps in the above-mentioned method embodiments.

The embodiment of the application provides a computer program product, and when the computer program product runs on a roadside intelligent station, the steps in the method embodiments can be realized when the roadside intelligent station executes.

The integrated unit, if implemented in the form of a software functional unit and sold or used as a stand-alone product, may be stored in a computer readable storage medium. Based on such understanding, all or part of the processes in the methods of the embodiments described above may be implemented by instructing relevant hardware by a computer program, which may be stored in a computer-readable storage medium, and when the computer program is executed by a processor, the steps of the embodiments of the methods described above may be implemented. Wherein the computer program comprises computer program code, which may be in the form of source code, object code, an executable file or some intermediate form, etc. The computer readable medium may include at least: any entity or device capable of carrying computer program code to a photographing apparatus/terminal device, recording medium, computer Memory, read-Only Memory (ROM), random Access Memory (RAM), electrical carrier wave signals, telecommunication signals, and software distribution medium. Such as a usb-disk, a removable hard disk, a magnetic or optical disk, etc. In certain jurisdictions, computer-readable media may not be an electrical carrier signal or a telecommunications signal in accordance with legislative and patent practice.

In the above embodiments, the descriptions of the respective embodiments have respective emphasis, and reference may be made to the related descriptions of other embodiments for parts that are not described or illustrated in a certain embodiment.

Those of ordinary skill in the art will appreciate that the various illustrative elements and algorithm steps described in connection with the embodiments disclosed herein may be implemented as electronic hardware or combinations of computer software and electronic hardware. Whether such functionality is implemented as hardware or software depends upon the particular application and design constraints imposed on the implementation. Skilled artisans may implement the described functionality in varying ways for each particular application, but such implementation decisions should not be interpreted as causing a departure from the scope of the present application.

In the embodiments provided in the present application, it should be understood that the disclosed apparatus/network device and method may be implemented in other ways. For example, the above-described apparatus/network device embodiments are merely illustrative, and for example, the division of the modules or units is only one logical function division, and other divisions may be realized in practice, for example, multiple units or components may be combined or integrated into another system, or some features may be omitted, or not executed. In addition, the shown or discussed mutual coupling or direct coupling or communication connection may be an indirect coupling or communication connection through some interfaces, devices or units, and may be in an electrical, mechanical or other form.

The units described as separate parts may or may not be physically separate, and parts displayed as units may or may not be physical units, may be located in one place, or may be distributed on a plurality of network units. Some or all of the units can be selected according to actual needs to achieve the purpose of the solution of the embodiment.

The above-mentioned embodiments are only used for illustrating the technical solutions of the present application, and not for limiting the same; although the present application has been described in detail with reference to the foregoing embodiments, it should be understood by those of ordinary skill in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; such modifications and substitutions do not substantially depart from the spirit and scope of the embodiments of the present application and are intended to be included within the scope of the present application.

Claims

1. An information processing method of an intelligent transportation system is applied to a roadside intelligent station and comprises the following steps:

acquiring sleep time;

and sending the sleep time length to an OBU (on board unit) through a RSU (road side unit), wherein the sleep time length is used for indicating that the OBU enters a sleep state, and the time length for entering the sleep state is equal to the sleep time length.

2. The information processing method of an intelligent transportation system according to claim 1, wherein the acquiring the sleep duration includes:

acquiring an influence factor of the sleep duration, wherein the influence factor comprises at least one of the following items: the road section type of the road section where the OBU is located, the erection distance between two adjacent roadside intelligent stations, the capability grade of the OBU, the speed of the vehicle where the OBU is located, the vehicle type of the vehicle where the OBU is located and the driving behavior of a driver of the vehicle where the OBU is located;

determining an influence coefficient of the influence factor according to the influence factor of the sleep duration;

and determining the sleep duration according to the influence coefficient of the influence factor.

3. The information processing method of an intelligent transportation system according to claim 2, wherein the determining the sleep time period according to the influence coefficient of the influence factor includes:

determining the overall influence coefficients of all influence factors according to the speed of the vehicle in which the OBU is positioned;

and determining the sleep duration according to the influence coefficients of the influence factors and the overall influence coefficient of all the influence factors.

4. The information processing method of the intelligent transportation system according to claim 3, wherein the determining the overall influence coefficient of all the influence factors according to the speed of the vehicle in which the OBU is located comprises:

when the speed of the vehicle where the OBU is located is within a normal speed range, the overall influence coefficient is determined according to the speed limit value of the road section where the OBU is located and the speed of the vehicle where the OBU is located;

the speed of the vehicle that the OBU belongs to is not in when normal speed scope, the total influence coefficient is predetermined fixed value, just predetermined fixed value is less than the speed of the vehicle that the OBU belongs to is in the total influence coefficient that obtains when normal speed scope.

5. The information processing method of an intelligent transportation system according to claim 2, wherein the influence coefficient is not greater than 1 and not less than 0, and the larger the influence of the influence factor on the sleep time period, the smaller the influence coefficient corresponding to the influence factor, the information processing method of an intelligent transportation system further comprising:

if the influence factor of the currently acquired sleeping time is the same as the influence factor of the sleeping time corresponding to the acquired sleeping time of the OBU, and if the influence factor of the sleeping time corresponding to the influence factor of the sleeping time is judged to be less than 1, determining the new sleeping time of the OBU according to the acquired sleeping time of the OBU, wherein the new sleeping time of the OBU is less than the acquired sleeping time of the OBU.

6. The information processing method of an intelligent transportation system according to any one of claims 2 to 5, wherein before the sending the sleep time period to the OBU through a Road Side Unit (RSU), the method further comprises:

7. An information processing method of an intelligent transportation system is applied to an on-board unit (OBU), and comprises the following steps:

receiving sleep time sent by the roadside intelligent station through the RSU;

8. A roadside intelligent station comprising a memory, a processor and a computer program stored in the memory and executable on the processor, wherein the processor implements the method of any of claims 1 to 6 when executing the computer program.

9. An on-board unit comprising a memory, a processor and a computer program stored in the memory and executable on the processor, characterized in that the processor implements the method as claimed in claim 7 when executing the computer program.

10. An intelligent transportation system is characterized by comprising a roadside intelligent station, a roadside unit and an on-board unit;

the roadside intelligent station is used for executing the method according to any one of claims 1 to 6;

the on-board unit is adapted to perform the method of claim 7.

11. A computer-readable storage medium, in which a computer program is stored which, when being executed by a processor, carries out the method according to any one of claims 1 to 7.