EP2280386B1 - Procédé et dispositif de programmation de véhicules à des intersections - Google Patents

Procédé et dispositif de programmation de véhicules à des intersections Download PDF

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Publication number
EP2280386B1
EP2280386B1 EP09166513A EP09166513A EP2280386B1 EP 2280386 B1 EP2280386 B1 EP 2280386B1 EP 09166513 A EP09166513 A EP 09166513A EP 09166513 A EP09166513 A EP 09166513A EP 2280386 B1 EP2280386 B1 EP 2280386B1
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Prior art keywords
intersection
vehicle
crossing
vehicles
schedule
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German (de)
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EP2280386A1 (fr
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Aurelien Correia
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Faurecia Clarion Electronics Co Ltd
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Clarion Co Ltd
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    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/16—Anti-collision systems
    • G08G1/161—Decentralised systems, e.g. inter-vehicle communication
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/097—Supervising of traffic control systems, e.g. by giving an alarm if two crossing streets have green light simultaneously

Definitions

  • the invention relates to a method and a device for scheduling vehicles at intersections.
  • Road intersections are dangerous places due to the crossing of driving lanes of vehicles coming from and going to different directions.
  • Such conflicts of driving lanes are generally solved by traffic lights, which often follow a stringent sequence, which may also be modified based on traffic measurements of road side sensors.
  • a scheduling method for vehicles at intersections based on traffic lights is known from US 6985090 which describes a traffic light cycle optimization method for controlling a system of multiple traffic signals in order to optimize traffic light cycles at single and/or neighboring intersections.
  • Another method is known from US 5083125 which describes a traffic pre-emption method and system, which proposes a traffic light-managed intersection in normal operation, with the ability of pre-emption by e.g. emergency vehicles.
  • US 5278554 proposes to control city traffic with reduced stopping by means of a road traffic control system with alternating non-stop traffic flow which allows and prioritizes non-stop traffic flow for main streets over traffic flow in secondary streets.
  • US 6275773 describes a GPS ⁇ based collision avoidance method and system comprising an automatic mode that overrides vehicle control in case of emergency. This system is also not related to intersections in particular and operates only in case of emergencies.
  • EP 0 911 778 A discloses a method and a device for scheduling vehicles at intersections, the vehicles being configured to be steered in manual mode by a driver or in automatic mode by an auto-pilot, the device comprising : a sender, a receiver for receiving the vehicle travel data from intersection-crossing vehicles, a scheduling unit for determining a schedule for the intersection-crossing vehicles for a collision-free crossing of the intersection and an auto-pilot unit for steering the intersection-crossing vehicles in automatic mode across the intersection based on the determined schedule.
  • the vehicles may in particular be dual-mode vehicles, i.e., vehicles being configured to be steered in manual mode by a driver and in automatic mode by an auto-pilot.
  • vehicle therefore implies a Dual Mode Vehicle (DMV) in the context of this invention.
  • DMV Dual Mode Vehicle
  • the method may comprise the step of requesting vehicle travel data of vehicles within a pre-determined distance from an intersection.
  • the method may comprise the step of receiving the requested vehicle travel data from intersection-crossing vehicles.
  • an intersection-crossing vehicle is a vehicle within a pre-determined distance of the intersection that is approaching the intersection to traverse the intersection.
  • the method may include the step of determining shared surfaces of the intersection for each intersection-crossing vehicle based on the received vehicle travel data.
  • a shared surface is a partial surface area of the intersection that is defined from the intersection of driving lanes at the intersection.
  • surface areas of the intersection where any two intersection crossing vehicles that are entering the intersection from different directions could possibly collide by following their driving lanes are the shared surfaces of the intersection. It may also be possible to define the surface area using the driving paths of the intersection-crossing vehicles instead of the road lanes.
  • the method may further include the step of determining a schedule for the intersection-crossing vehicles for a collision-free crossing of the intersection based on the determined set of shared surfaces for each intersection-crossing vehicle.
  • the determined schedule preferably determines a time interval for every shared surface of every intersection-crossing vehicle, within which the intersection-crossing vehicle is scheduled to traverse this shared surface, and wherein the time intervals of different intersection crossing vehicles for the same shared surfaces do not overlap.
  • the time intervals for a dedicated shared surface are mutually disjoint so that no two vehicles are on the same shared surface within the same time period when crossing the intersection.
  • the method may further include the step of steering the intersection-crossing vehicles in automatic mode across the intersection based on the determined schedule.
  • the invention may assume that all vehicles are equipped with an apparatus configured according to the above-described method. This also implies that all vehicles are Dual Mode Vehicles (DMV) that can be operated in two modes: a manual mode for manual steering by the driver and an automatic mode for automatic steering by an auto-pilot at dedicated road intersections. At such intersections, DMV may communicate with each other to determine a schedule to rule the access of surfaces shared between all incoming and outgoing lanes in order to avoid collisions.
  • DMV Dual Mode Vehicles
  • the scheduling method thus adapts in real time to the current traffic situation and schedules traffic across the intersection without the need for passive or active road-side signs.
  • the method according to the invention reduces polluting, energy inefficient and time-consuming stop-and-go phenomena at the intersection. Additionally, driving safety is increased.
  • the method may further comprise the step of determining a velocity-time distribution for the intersection-crossing vehicles for arriving at the determined shared surfaces of the intersection-crossing vehicles at a time or time interval according to the determined schedule.
  • a speed profile for every vehicle that is crossing the intersection is calculated wherein the speed profile ensures that the vehicle arrives at each of his determined shared surface at a time as determined by the overall schedule.
  • the determined schedule may minimize a travel time for crossing the road intersection, wherein the travel time is a maximum time of one of the intersection-crossing vehicles for traversing the intersection or a sum of travel times for all intersection-crossing vehicles.
  • the method may comprise the step of transmitting the determined schedule to the intersection-crossing vehicles so that the intersection-crossing vehicles can determine their own speed profile to reach their set of shared surfaces based on the received schedule.
  • This may be beneficial due to the fact that the overall flexibility and adaptability of the scheduling method is increased as every vehicle can self-optimize independently its speed profile towards the intersection as long as it is consistent with the overall schedule.
  • the vehicle can determine its most fuel-efficient speed profile based on the vehicle-specific engine characteristic, or in case a vehicle has to deviate unexpectedly from its speed profile in order to brake for crossing pedestrians, the vehicle can re-calculate a new speed profile to match the overall schedule without giving notice to the other vehicles.
  • the received vehicle travel data from each intersection area vehicle may comprise at least the current vehicle position, current vehicle velocity and the targeted intersection exit of said vehicle.
  • the steps of requesting vehicle travel data, receiving the requested vehicle travel data, determining shared surfaces of the intersection, and determining a schedule for crossing the intersection may be carried out by the intersection-crossing vehicle that is the last vehicle to arrive at the intersection, i.e., the latest vehicle whose distance from the intersection fell below the pre-determined value.
  • the last vehicle to enter an intersection zone triggers the calculation or the re-calculation of the schedule for traversing the intersection. This ensures a clear allocation of roles within the group of intersection-crossing vehicles, since, every time a new vehicle enters the intersection area, an update of the schedule is necessary.
  • the schedule may also be calculated by stationary unit located at the intersection.
  • a device for scheduling vehicles at intersections may comprise a sender for requesting vehicle travel data from vehicles within a pre-determined distance from an intersection and a receiver for receiving the requested vehicle travel data from intersection-crossing vehicles.
  • the device may further include means for determining shared surfaces of the intersection for each intersection-crossing vehicle based on the received vehicle travel data.
  • the device may further include a scheduling unit for determining a schedule for the intersection-crossing vehicles for a collision-free crossing of the intersection based on the determined set of shared surfaces for each intersection-crossing vehicle.
  • the device may comprise an auto-pilot unit for steering the intersection-crossing vehicles in automatic mode across the intersection based on the determined schedule.
  • an auto-pilot unit automatically steers the vehicle according to a calculated speed profile and driving route while maintaining a minimum speed-dependent distance from other vehicles.
  • an auto-pilot unit could be based on one of the already available electronic driving aids with autopilot mode.
  • the sender may be further configured to transmit the determined schedule to all intersection-crossing vehicles and to receive said determined schedule.
  • the sender may be configured to send a request for vehicle travel data after the vehicle is within a pre-determined distance from an intersection for the first time.
  • the device may further comprise sensor means for detecting a vehicle velocity, orientation and position.
  • the sensor means may include a GPS sensor, a vehicle speed senor, a sensor measuring the vehicle orientation or a sensor measuring the distance from other vehicles.
  • the device may further include a navigation unit.
  • the navigation unit may be further configured to calculate a driving route and a velocity-time distribution for the intersection-crossing vehicles for arriving at the determined shared surfaces as determined by the schedule for crossing the intersection.
  • the device may switch to automatic mode to steer the intersection crossing vehicle across the intersection based on the calculated driving route and velocity-time distribution of the navigation unit.
  • the invention aims at allowing road-side passive (panels, stop signs,) or active (traffic lights) signs to be removed.
  • the method or device according to the invention proposes to temporarily assume vehicle control by means of an automatic control mode that switches from manual steering by a driver to automatic steering by an auto-pilot to steer the vehicle and to control the vehicle velocity at well identified, dedicated intersections.
  • Figs. 1 and 2 illustrate the shared surfaces of an intersection composed by two one-way, one-lane roads and of an intersection composed of two two-way roads, each being comprised of two lanes.
  • Such dedicated road intersections can be composed of any simple or complex road intersection with at least two roads.
  • Figs. 1 and 2 illustrate an example where the roads are composed by one or several lanes on which vehicles evolve in line but it is obvious that the invention is not restricted thereto.
  • Fig. 1 shows one of the simplest types of an intersection consisting of two or more lanes (not shown) sharing one surface, on which only one vehicle can travel at a time. This 'quantum' situation can be duplicated and combined together as many times as necessary to form any more complicated type of road intersection.
  • Figure 2 A more complex example is illustrated in Figure 2 .
  • Fig. 2 illustrates the shared surfaces of an intersection composed of two two-way roads, each being comprised of two lanes.
  • a surface common with several roads 22 is cut into several shared surfaces 21, each identified by its unique set of composing lanes.
  • the intersection in Fig. 2 is composed of 4 lanes: 22a, 22b, 22c and 22d and 4 shared surfaces 21ac, 21bc, 21bd, 22ad resulting from the intersection of two of the four lanes.
  • the lanes 22a and 22b as well as the lanes 22c and 22d do not intersect and therefore do not form a shared surface.
  • any (simple or complex) combination of driving paths and shared surfaces, of which the access and crossing is to be regulated according to the method and device of the invention and of which geographic proximity allow them to be considered as one single entity, is defined as an intersection to which the invention can be applied.
  • Fig. 3 illustrates an example where a new vehicle enters the intersection area and determines the schedule for crossing the intersection according to an embodiment of the invention.
  • Embedded and/or road side sensors detect the vehicle position, speed and direction; the destination in the range of the intersection, i.e. which exit of the intersection the vehicle will take, is either given by the driver of the vehicle or by a navigation device. In manual mode, the driver has full control of the vehicle.
  • the vehicle 'A' then enters the range of a road intersection, i.e., the distance of the vehicle 'A' from the intersection is smaller than a pre-determined value.
  • the invention apparatus identifies other vehicles travelling in this intersection area, as well as their position, speed and destination (in the range of the intersection).
  • step S33 vehicle 'A' determines a schedule for all vehicles that have to cross the intersection (including itself) such that there is no collision and that travel times are minimized (by minimizing either maximum travel time or sum of travel times) towards a pre-determined maximum speed.
  • all vehicles compute in step S34 their optimal speed profile to cross their shared surfaces on a scheduled time and the invention apparatus of every vehicle overrides steering and speed control by switching to the auto-pilot to drive the vehicle with computed parameters until the vehicle has crossed the dedicated intersection.
  • the intersection must be dedicated to properly equipped Dual Mode Vehicles (DMV) only, and the invention method assumes there is no non-equipped vehicle or any other obstacle on roads of dedicated intersection.
  • DMV Dual Mode Vehicles
  • the invention might be first applied in usage scenarios where this condition can be met more easily, e.g. in city states such as Singapore or restricted traffic areas, such as airports, where many different commercial vehicles are in use that could all be equipped with a device according to the invention.
  • intersection itself could be equipped with additional safety measures.
  • magnetic sensors can detect arrival of new vehicles
  • a road-side beacon can probe for the presence of the invention apparatus in each newly arriving vehicle and eventually all DMV can automatically be stopped in case of an emergency; vehicles may also be enhanced with collision avoidance features.
  • the invention therefore requires that all vehicles that are crossing the intersection to be equipped with a device according to the invention, as well as sensors to detect precisely position, speed and orientation of the vehicle.
  • sensors include, but are not limited to, Global Positioning System, accelerometer, gyroscope, radar, sonar, laser, sensors used together with road-side magnetic or optical marks, or any combination of those.
  • Vehicles must also be equipped with one or several communication means which allow them to receive and transmit information from/to each other, and eventually with road-side beacons if a local map is not stored on the embedded device.
  • Fig. 4 shows a flow diagram of steps involved in the method for scheduling vehicles at intersections according to an embodiment of the invention.
  • the invention apparatus is in standby mode until the vehicle comes in range of an intersection in step S1.
  • the scheduling algorithm needs the earliest dates at which each vehicle can reach the shared surfaces of an intersection. These dates are computed based on distance from the vehicles current position and the shared surfaces and based on a maximum legal speed along the way to the shared surfaces. For instance, the maximum speed could be computed in-real time based on the current legal speed limit, or also taking into account current vehicle performances, road shape, or weather conditions.
  • the position, speed profile and preferably the orientation of each vehicle must be known.
  • the scheduling algorithm requires the minimum time during which the shared surface may be occupied by each vehicle. It is strongly related to the origin of vehicle, which can be deduced from current position, and the destination, i.e., from which side of shared surface the vehicle intends to leave the intersection. Distances and shared surface dimensions can be obtained by several means, e.g., from map data stored on board or from a local roadside beam that transmits such data to approaching vehicles. All this information is requested in step S2 before an intersection-crossing vehicle enters the dedicated road of an intersection. In step S3, the vehicle that requested the data from other intersection-crossing vehicles, receives the requested data.
  • step S4 the vehicle checks whether all the requested data has been received. In case not all the requested data is received on time, then in step S5, it is checked whether the vehicle is about to enter a dedicated road of the intersection. If the vehicle is not entering a dedicated road of the intersection, then the vehicle is trying to receive further information data from other vehicles in step S3. If, however, the vehicle is about to enter a dedicated road of the intersection, then the vehicle must stop as illustrated by step S6 for safety reasons by means of an auto-pilot that takes over control of the vehicle. Other vehicles will continue using the last received schedule until a new one can be computed and sent.
  • step S7 consists of determining the order at which vehicles will travel across the shared surfaces of the intersection, i.e., the schedule, comprising the dates at which each vehicle must reach each shared surfaces on its route and for how much time these shared surfaces are allocated to a vehicle, is computed. Only one vehicle is allowed to use each shared surface at a time for obvious safety reasons, but the possibility that several shared surfaces are allocated to the same vehicle has to be taken into account. For example, this is the case, if a vehicle, such as a bus or a truck, is longer than the width of a single shared surface. All shared surfaces and vehicles must be scheduled together at the same time because they are interdependent. Each vehicle might travel different shared surfaces in a different sequence and within different possible time windows, which may interfere on other vehicle or shared surface schedules.
  • a sub-optimal schedule by using optimization techniques such as dynamic programming, resource allocation algorithms or heuristics, or combinations thereof.
  • optimization techniques such as dynamic programming, resource allocation algorithms or heuristics, or combinations thereof.
  • Another preferable approach is to determine the optimal solutions for each shared surface, and to combine them afterwards to determine the overall schedule.
  • another preferred option is to develop a Petri Net model of the general scheduling problem and to design a respective controller in the form of another Petri Net.
  • dioid equations describing the scenarios allowed by each shared surface which eases the computation of the schedule using an algorithm derived from either dynamic programming or resource allocation algorithms or more "dioid-specific" controllers based on, for instance, residuation theory.
  • each vehicle After the schedule for crossing the intersection has been computed, it is broadcasted in step S8 to all other vehicles. In order to increase efficiency and to reduce communication overhead, each vehicle may receive only its own time table.
  • step S9 the invention apparatus computes a self optimal speed profile from the current position to the exit of the intersection, in order to traverse the shared surfaces exactly during the time intervals as determined by the schedule. It is important not to be late or in advance at the shared surfaces, as they are allocated based on the determined schedule to each vehicle for a sharp and specific time window. For this reason, the speed profile is determined by the invention apparatus and the vehicle steering and velocity are automatically controlled by it all along the way in step S10 by switching to the auto-pilot mode.
  • step S11 As illustrated in step S11, as long as a vehicle has not yet crossed an intersection, it is configured to listen and to receive requests for vehicle travel data from other vehicles, for instance from a newcomer vehicle that enters the intersection area before it has reached the exit of the intersection. If a vehicle receives a request for vehicle travel data in step S11, the vehicle sends in step S12 a response thereto comprising all requested information to the newcomer vehicle, so that the newcomer vehicle is capable of computing and broadcasting an updated schedule (step S13). In step S12, it is also possible for emergency vehicles to require high priority in schedule by sending a respective pre-defined identification code along with other information.
  • the vehicle specific speed profile may be adjusted again in step S9 to comply with new schedule.
  • step S14 Once a vehicle has quit the intersection (step S14), it will not answer broadcasted requests for information anymore. Moreover, vehicle may switch back to manual mode in step S15. In step S16, the vehicle initiates the switching back to manual mode so that the human driver can take over control of the vehicle. Before vehicle control is completely given back to the human driver in step S16, it may be safer to ensure that the driver is ready to take over again the control of vehicle.
  • Fig.5 illustrates the application of the invention for an intersection with departed shared surfaces. Turning can dramatically decrease the efficiency of traffic flows as the vehicles must slow down in curves. In particular, turning left can lead to a significant speed decrease and to long shared surface occupancy duration.
  • a road and traffic flow structure as shown in Fig. 5 although not mandatory, would best take advantage of the scheduling method of the invention.
  • the shared surfaces 52 and 53 are "deported" from the original intersection area 51 by means of slip-roads 53.
  • slip-roads 53 is advised to adapt road structures to translate turning at an intersection 51 into deported shared surfaces 52 usage scheduling, by means of slip-roads 53, where possible.
  • Many motorway interchanges are already built with similar designs worldwide.
  • Fig. 6 illustrates the scheduling of four vehicles at an intersection according to an embodiment of the invention.
  • Vehicle 66 arrives first at 0'00" to turn right at the intersection, i.e., when vehicle 66 enters the intersection area, no other intersection-crossing vehicle is currently within the intersection area. Since there is no other vehicle within the intersection area, vehicle 66 computes speed profile and switches to autopilot.
  • vehicle 67 arrives at 0'02" to turn left at the intersection. After having detected the presence of vehicle 66, vehicle 67 requests vehicle travel data information from vehicle 66 and, after having received said vehicle travel data from vehicle 66, vehicle 67 computes the schedule for the shared surface 64 as this is the only common shared surface of routes 69 and 611. The computed schedule allocates shared surface 64 to vehicle 66 within the time interval from 0'06" to 0'07” and to vehicle 67 from 0'07" to 0'09".
  • Durations of time intervals allocated to the shared surfaces are related to distance required to drive on a shared surface as well as the speed profile. Vehicle 66 may be required to slow down to match its schedule, i.e. not to arrive too early at the shared surface 64.
  • Vehicle 68 arrives at 0'04" to drive straightforward through the intersection.
  • the arrival of vehicle 68 triggers a similar re-calculation of the schedule as described for the vehicle 67.
  • Vehicle 65 arrives at 0'05" also with a driving path that will lead vehicle 65 straightforward through the intersection.
  • Vehicle 65 travels across the shared surfaces 64 and 63, thus every vehicle and shared surface is directly or indirectly concerned.
  • all vehicles and shared surfaces must be rescheduled, as there are a lot of strong interactions between them due to competitive, overlapping driving plans.
  • vehicle 67 might need shared surface 64 for a long period of time, as it needs to slow down dramatically in order to operate a left turn. This might be directly penalizing vehicles 65 , but also indirectly vehicle 68. Indeed, if vehicle 65 must slow down because of vehicle 67 using shared surface 64, then it may use shared surface 63 for a longer period of time.
  • schedules of these two items are strongly related.
  • Fig. 7 illustrates a block diagram of a device 70 for scheduling vehicles at intersections according to another embodiment of the invention.
  • the device 70 comprises a sender 71 for requesting vehicle travel data from vehicles within a pre-determined distance from an intersection.
  • the sender 71 is further configured to transmit the determined schedule to all intersection-crossing vehicles and to receive said determined schedule in case the schedule is determined by another vehicle.
  • the sender 71 is configured to send a request for vehicle travel data to other vehicles within the intersection area.
  • the device further includes a receiver 72 for receiving the requested vehicle travel data from intersection-crossing vehicles.
  • the device 70 further comprises means 74 for determining shared surfaces of the intersection for each vehicle based on the received vehicle travel data and a scheduling unit 75 for determining a schedule for the vehicles for a collision-free crossing of the intersection based on the determined set of shared surfaces for each vehicle.
  • the device 70 includes an auto-pilot unit 77 for steering the vehicles in automatic mode across the intersection based on the determined schedule.
  • the device 70 further includes sensor means 78 for detecting a vehicle orientation 78a, velocity 78b and position 78c.
  • the device also comprises or is connected to a navigation unit 76 wherein the navigation unit 76 calculates a driving route and a velocity-time distribution for the vehicles for arriving at the determined shared surfaces as determined by the schedule for crossing the intersection.
  • the auto-pilot unit 77 switches to automatic mode to steer the vehicle across the intersection based on the calculated driving route and velocity-time distribution of the navigation unit 76.

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Claims (15)

  1. Procédé pour programmer des véhicules à des intersections, les véhicules étant configurés pour être dirigés en mode manuel par un conducteur et en mode automatique par un pilote automatique, le procédé comportant les étapes consistant à :
    - demander des données de trajet de véhicule à des véhicules localisés à une distance prédéterminée par rapport à une intersection,
    - en réponse à cette demande, recevoir les données de trajet de véhicule demandées en provenance de véhicules traversant l'intersection, dans lequel un véhicule traversant une intersection est un véhicule localisé à la distance prédéterminée par rapport à l'intersection qui s'approche de l'intersection pour traverser l'intersection,
    - déterminer des surfaces partagées de l'intersection pour chaque véhicule traversant l'intersection sur la base des données de trajet de véhicule reçues, dans lequel une surface partagée est une zone de surface partielle de l'intersection qui est définie à partir de l'intersection de trajets de conduite de véhicules traversant l'intersection au niveau de l'intersection, et dans lequel les surfaces partagées d'un véhicule traversant une intersection sont les surfaces partagées de l'intersection qui sont traversées par le véhicule traversant l'intersection,
    - déterminer un programme pour les véhicules traversant l'intersection pour un croisement sans collision de l'intersection sur la base de l'ensemble déterminé de surfaces partagées pour chaque véhicule traversant l'intersection,
    - diriger les véhicules traversant l'intersection en mode automatique à travers l'intersection sur la base du programme déterminé.
  2. Procédé selon la revendication 1, dans lequel le programme déterminé détermine un intervalle de temps pour chaque surface partagée de chaque véhicule traversant l'intersection, dans lequel le véhicule traversant l'intersection est programmé pour traverser ladite surface partagée, dans lequel les intervalles de temps de différents véhicules traversant l'intersection pour les mêmes surfaces partagées sont mutuellement disjoints.
  3. Procédé selon au moins l'une des revendications 1 ou 2, comportant en outre l'étape consistant à déterminer une répartition de vitesse-temps pour les véhicules traversant l'intersection afin d'atteindre les surfaces partagées déterminées à un instant conforme au programme déterminé.
  4. Procédé selon au moins l'une de revendications précédentes, dans lequel le programme déterminé minimise un temps de trajet pour traverser l'intersection, dans lequel le temps de trajet est un temps maximum de l'un des véhicules traversant l'intersection pour traverser l'intersection ou une somme de temps de trajet pour tous les véhicules traversant intersection.
  5. Procédé selon au moins l'une des revendications précédentes, comportant en outre l'étape consistant à transmettre un programme spécifique à des véhicules aux véhicules traversant l'intersection.
  6. Procédé selon au moins l'une des revendications précédentes, dans lequel les données de trajet de véhicules reçues en provenance de chaque véhicule de zone d'intersection comportent au moins la position de véhicule courante, la vitesse de véhicule courante et la sortie d'intersection prévue dudit véhicule.
  7. Procédé selon au moins l'une des revendications 3 à 6, dans lequel à l'étape de détermination de la répartition vitesse-temps, chaque véhicule de zone d'intersection calcule sa propre répartition de vitesse-temps sur la base du programme déterminé.
  8. Procédé selon au moins l'une des revendications précédentes, dans lequel les étapes consistant à demander des données de trajet de véhicule, recevoir les données de trajet de véhicule demandées, déterminer des surfaces partagées de l'intersection, et déterminer un programme pour traverser l'intersection sont exécutées par le dernier véhicule traversant intersection dont la distance par rapport à l'intersection s'est réduite au-dessous de la valeur prédéterminée.
  9. Dispositif (70) pour programmer des véhicules à des intersections, les véhicules étant configurés pour être dirigés en mode manuel par un conducteur ou en mode automatique par un pilote automatique, le dispositif comportant :
    - un émetteur (71) pour demander des données de trajet de véhicule à des véhicules localisés à une distance prédéterminée par rapport à une intersection,
    - un récepteur (72) pour recevoir les données de trajet de véhicule demandées en provenance de véhicules traversant l'intersection, dans lequel un véhicule traversant l'intersection est un véhicule localisé à la distance prédéterminée par rapport à l'intersection qui s'approche de l'intersection pour traverser l'intersection,
    - des moyens (74) pour déterminer des surfaces partagées de l'intersection pour chaque véhicule traversant l'intersection sur la base des données de trajet de véhicules reçues, dans lequel une surface partagée est une zone de surface partielle de l'intersection qui est définie à partir de l'intersection de trajets de conduite de véhicules traversant l'intersection au niveau de l'intersection, et dans lequel les surfaces partagées d'un véhicule traversant l'intersection sont les surfaces partagées de l'intersection qui sont traversées par le véhicule traversant intersection,
    - une unité de programmation (75) pour déterminer un programme pour les véhicules traversant l'intersection pour un croisement sans collision de l'intersection sur la base de l'ensemble déterminé de surfaces partagées pour chaque véhicule traversant l'intersection,
    - une unité de pilote automatique (77) pour diriger les véhicules traversant l'intersection en mode automatique à travers l'intersection sur la base du programme déterminé.
  10. Dispositif selon la revendication 9, dans lequel l'émetteur (71) est en outre configuré :
    - pour transmettre le programme déterminé à tous les véhicules traversant l'intersection, et
    - pour recevoir ledit programme déterminé.
  11. Dispositif selon la revendication 10, dans lequel l'émetteur (71) est en outre configuré pour envoyer une demande pour des données de trajet de véhicule une fois que le véhicule est localisé pour la première fois à une distance prédéterminée par rapport à une intersection.
  12. Dispositif selon la revendication 10 ou 11, dans lequel le dispositif (70) comporte en outre des moyens de détection (78) pour détecter une vitesse, une orientation et une position du véhicule.
  13. Dispositif selon l'une des revendications précédentes 10 à 12, dans lequel le dispositif comporte en outre une unité de navigation (76).
  14. Dispositif selon la revendication 13, dans lequel unité de navigation (76) est en outre configurée pour calculer un trajet de conduite et une répartition de vitesse-temps pour les véhicules traversant l'intersection afin d'atteindre les surfaces partagées déterminées comme déterminé par le programme pour traverser l'intersection.
  15. Dispositif selon la revendication 14, dans lequel l'unité de pilote automatique (77) bascule en mode automatique pour diriger le véhicule traversant l'intersection à travers l'intersection sur la base du trajet de conduite calculé et de la répartition de vitesse-temps de l'unité de navigation (76).
EP09166513A 2009-07-27 2009-07-27 Procédé et dispositif de programmation de véhicules à des intersections Active EP2280386B1 (fr)

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DE102013010831A1 (de) 2012-06-21 2014-01-30 Mando Corporation Vorrichtung zum Führen eines sicheren Fahrens an Kreuzungen und Verfahren zum Führen eines sicheren Fahrens unter Verwendung derselben
EP2902986B1 (fr) * 2012-09-28 2016-09-07 Panasonic Intellectual Property Management Co., Ltd. Dispositif de notification et véhicule l'utilisant
JP6336886B2 (ja) * 2014-10-22 2018-06-06 株式会社デンソー 物体検知装置
US9818299B1 (en) * 2016-10-17 2017-11-14 Ford Global Technologies, Llc Vehicle-to-vehicle intersection navigation control
CN111688717B (zh) * 2019-03-14 2023-03-07 北京京东乾石科技有限公司 用于控制车辆通行的方法和装置
CN112330969B (zh) * 2019-08-05 2023-01-31 上海丰豹商务咨询有限公司 城市快速路主辅路车路协同专用道系统
CN110794839B (zh) * 2019-11-07 2022-04-29 中国第一汽车股份有限公司 一种异形路口的自动驾驶控制方法及车辆
US11328589B2 (en) * 2020-01-29 2022-05-10 Mitsubishi Electric Research Labroatories, Inc. Adaptive control of vehicular traffic
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CN114019959B (zh) * 2021-10-19 2023-11-21 北京三快在线科技有限公司 一种确定无人驾驶设备纵向决策的方法及装置

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