RU2712487C1 - Method for control over movement of unmanned autonomous vehicles (uav) and uav columns by means intelligent transport infrastructure (iti) of autonomous road - Google Patents

Abstract

FIELD: motor vehicle industry.

SUBSTANCE: invention relates to automotive industry, in particular, to methods of providing safe control over movement of automatically controlled (AC) unmanned autonomous vehicles (UAV) and UAV columns by means of intelligent transport infrastructure (ITI) of automobile road. Route control by movement and control of position of each AC of UAV and each UAV column is performed by means of four gyrostabilized scanners. Also, synchronized checking of road marking side scans with articulated parts of transverse motion strip scans at front and rear is performed, as well as their control check by comparison with corresponding scans from the array of remote scans. Multiple control of position and control actions allows accurate and unambiguous determination of spatial position and timely correction of deviations of AC of UAV from specified order of movement according to route map.

EFFECT: increased safety during UAV movement.

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Description

The invention relates to the automotive industry, in particular, to methods for providing safe traffic control of automatically controlled (AU) unmanned autonomous vehicles (BATS) and BATS columns using intelligent transport infrastructure (ITI) of the road.

In the process of development and mass use of unmanned vehicles on roads, high-precision control of the movement of individual BATS and BATS columns is required, taking into account the routes of BATS and BATS columns, the spatial position and movement parameters of each individual BATS AC, each BATS column with its leader and BATS and surrounding them other BATS columns, the presence of possible obstacles on the road, road parameters, etc., which will optimize traffic flows in general, the routes of each BATS and each BATS column, reduce the travel time of each BATS and each BATS column, reduce accident rate and reduce ambient air pollution.

The main problem of improving the quality of traffic control of autonomous autonomous vehicles of the BATS on roads, which allows to increase road safety, reduce route lengths and travel time, is to optimize driving routes and improve the accuracy of positioning of each BATS on the road and BATS columns, including relative to other participants traffic, as well as ensuring the safety of driving modes and minimizing the number of maneuvers performed by each BATS on the road relative to other participants traffic patterns with rapid changes in road conditions.

According to the job descriptions of the Ministry of Defense, the Ministry of Internal Affairs, the Ministry of Emergencies, the Russian Guard, and others, it is usually forbidden to wedge any foreign vehicles into the convoy system. Thus, the structure of the BATS column must be inextricable, including it is desirable for the column to be inextricable even for civilian BATS AUs, since the positioning means of each BATS AU and each organized BATS column are configured to interact in a strictly defined sequence with “friends” of the BATS column, that is, AU BATS in the column have their own coded methods of transmitting information, mutual identification codes and strictly defined spatial positions on the roadway and places in the column, which can violate any the battle is wedged into the column of another AU BATS or TS, the transmission of the specified control information usually occurs within sight or with the help of low-power on-board radio stations. At the same time, the column may have minimal distances between the BATS control units, which should be maintained automatically and, for this reason, a malfunction can dramatically change the conditions of movement of the BATS column, which is not desirable. Obviously, the movement of BATS columns on roads of certain categories may be prohibited or restricted, for example, by movement at certain times of the day, for example, such as nighttime, when the intensity of general traffic decreases sharply.

A known method of controlling the movement of automatic vehicles (ATS), (see RF Patent No. RU 2649962 C1, applicant Federal State Unitary Enterprise "Central Order of the Red Banner of Labor Scientific Research Automotive and Automotive Institute" NAMI "(FSUE" NAMI "), publ. 04/10/2018), which is aimed at improving the efficiency of automatic telephone exchange management and in which a mathematically processed image of the roadway with scanning elements is extracted from the long-term memory of an electronic computer (computer) studies, mathematically transform it into an image in perspective, obtain a real image of the roadway, mathematically convert the real image of the roadway and obtain images of scanning elements. Compare the image of the roadway with scanning elements with a mathematically converted real image of the roadway, from the results generate control actions for automatically Managed (AU) BATS. Current mathematically processed images of the roadway with scanning elements from long-term memory and real images are obtained from at least two gyrostabilized linear photosensitive devices. The sequence of actions to control the BATS based on the analysis includes the preparatory stage and the steps of calculating the current angle of rotation of the steering wheel, the current control of the accelerator pedal, determining the presence of obstacles, building an image of the roadway and analyzing its compliance with the real one. At the same time, the applicant claims that an increase in the safety of driving is achieved.

The main disadvantages of this method is the complex BATS motion control system, which requires large computing power to convert graphic scanned images into current visually identifiable images that constantly change when the ATS moves, as well as the absence of a BATS column movement control system.

There is a method (see US Patent US No. US 7761225 B2, ROUTING METHOD AND SYSTEM, Applicant INTERNATIONAL BUSINESS MACHINES CORPORATION, published July 20, 2010), which optimizes travel routes along travel times based on destination data provided by the BATS users themselves.

The disadvantages of this method are the lack of means and methods for unmanned traffic control of individual vehicles, systems for eliminating traffic jams, the lack of solutions to environmental problems, the lack of technical solutions and the lack of an integrated approach to solving the problem of increasing the efficiency and safety of cargo and passenger transportation, as well as the lack of accounting for the movement of BATS columns.

The known method (published international application No. WO 2011126215 A2, TRAFFIC FLOW CONTROL AND DYNAMIC PATH PROVIDING SYSTEM LINKED WITH REAL-TIME TRAFFIC NETWORK STRUCTURE CONTROL BASED ON BIDIRECTIONAL COMMUNICATION FUNCTION-COMBINED VEHICLEFORNESS INDUSTRIAL AND NICE RESPONSIBILITIES, KANG, CHUNG GU, publ. 10/13/2011), optimizing the movement routes of individual BATS and the operation of traffic control systems.

The disadvantages of this method of work are the lack of means and methods for unmanned traffic control of individual BATS, traffic jam elimination systems, the absence of effective solutions to improve the efficiency and safety of freight and passenger transportation and environmental problems, as well as the absence of a BATS convoy traffic control system.

There is a known method of traffic control (patent of China No. CN 102044147 A, ROAD TRAFFIC FLOW MANAGEMENT CONTROL SYSTEM, applicant XIONG JIANPING, published 04.05.2011), which controls the state of traffic flows and directs BATS flows along bypass routes and restricts the entry of individual BATS to congested areas the roads.

Its main drawbacks are the occasional controlling effect on the BATS movement only in critical situations, the lack of means and methods for unmanned control of the movement of individual BATS, the lack of effective solutions to improve the efficiency and safety of cargo and passenger transportation, including taking into account the movement of BATS columns.

There is a method of dynamically controlling the movement of automatically controlled unmanned autonomous vehicles (AU BATS), (see US Patent Application No. US 2015066282 A1 AUTONOMOUS DRIVING IN AREAS FOR NON-DRIVERS, (analogous to AUTONOMOUS VEHICLE CONTROL SYSTEM, applicant FORDODIES GLOBAL TECH , publ. 05.03.2015), including the receipt by the central processor of peripheral means of wireless communication and peripheral track processors before driving from each AU BATS of the intended route with the starting point of departure and by an arrivals point, the expected start time and a control arrival time, processing an array of routes within the service area and the operation of peripheral wireless devices of the AU BATS and peripheral processors, including the order of movement of each AU BATS, taking into account the control of the entire flow depending on the deviation, for example, for emergency reasons, one or each AU BATS.This method develops optimal routes for each AU BATS in an intelligent transport system taking into account om the traffic routes of all AU BATS in the traffic flow, depending on traffic failures arising on the routes in the form of, for example, repair work and road accidents.

The disadvantages of this method is the lack of reliability of the motion control systems (SUD) of each of the AU BATS in the traffic flow due to: the complexity of the SAC in each AU BATS, an excessive number of sensors and electronic components in each of them that fail, false alarms ACS sensors (video cameras, radars, lidars, ultrasonic sensors, components of navigation systems, communications, etc.) At night, during snowfall, rains, fogs, etc., as a result of the influence of headlight from other AU BATS headlights, work alarm systems, etc., as a result of the limited effective operation of the SUD sensors, for example, systems of technical vision, communication, navigation at all high-speed driving modes of the AU BATS, etc .; the need for the processing units to receive, analyze and process the COURT of an excessive data array to assess the environment of the AU BATS; the absence of an assessment by the COURT of each AU BATS of the quality of the road surface, the amount of tire adhesion to the roadbed as a result of the presence of puddles, snow, ice on it, as a result of failures in the operation of satellite communication systems and many other reasons. The insufficient reliability of the control of the movement of each AU BATS in the traffic flow is also due to the fact that the process of forming optimal routes by the movement of each AU BATS does not take into account the above factors, which leads to failures and deviations in the movement of AU BATS along the route compared to the calculated indicators, as well as It does not take into account the need for control in the traffic flow by columns of AU BATS.

A known method of ranked dynamic traffic control automatically controlled unmanned autonomous vehicles (AUB ATS), (see US Patent No. US 6681175 B2 Hierarchical traffic control system which includes vehicle roles and permissions, applicant MACPHAIL MARGARET GARDNER, KUMHYR DAVID BRUCE, INTERNATIONAL BUSINESS MACHINES CORPORATION , published January 20, 2004), in which, before starting movement from each AU BATS through a ranked system of track and peripheral processors and their wireless communications, combined into ranked control centers of the corresponding rank, they transmit and receive to the central processor of the corresponding selected rank a description of the proposed route of movement of each corresponding to the selected AU BATS rank, including the starting point of departure and the final point of arrival, with the estimated start time and reference arrival time, in the control center corresponding to the selected rank, is processed and distributed on its central processor the selected and lower ranks the array of routes of the traffic flow AU BATS, which is part of the segment of the territory of service and the action of the central processor of the corresponding selected rank and the corresponding control centers subordinate to it, including peripheral and track processors with their means of communication, according to the results of processing information about all the routes of the BATS AC, received by the central processor through the route and peripheral control centers, information about the BATS AC with similar routes sequentially for each rank are distributed and combined in accordance with the selected and / or lower ranks in ranked and dynamically changing g uppy, make and pass through the peripheral centers and travel management for each AU QRTV route maps, which in traffic control and monitor each AU QRTV to dynamically change the group. This method carries out the development of optimal routes for each AU BATS in the intelligent transport system, taking into account the routes of all AU BATS and the formation of dynamically changing groups (columns) of BATS in the transport stream.

With regard to the method of ranked dynamic traffic control of automatically controlled unmanned autonomous vehicles, its disadvantage is the insufficient reliability of the VESS of individual ACS BATS and columns from BATS in the traffic flow due to: the complexity of the VESS in each ACU BATS in the convoy, an excessive number of sensors and electronic components in each of them that fail, false alarms of the SUD sensors (video cameras, radars, lidars, ultrasonic sensors, components of navigation systems and, communications, etc.). At night, during snowfall, rains, fogs, etc., as a result of the influence of the headlights of other AU BATS headlights, the operation of alarm systems, etc., as a result of the limited ranges of the effective operation of the SAS sensors, for example, vision systems , communications, navigation at all high-speed driving modes of AU BATS, etc .; the need for the processing units to receive, analyze and process the COURT of an excessive data array to assess the environment of the AU BATS; the absence of an assessment of the quality of the road surface by the ACS of each AU BATS, the adhesion of tires to the roadbed as a result of the presence of puddles, snow, ice on it, as a result of failures in the operation of satellite communication systems, failures in the operation of components of the ACS at low temperatures and many other reasons. The insufficient reliability of the control of the movement of each AU BATS individually, as part of the column and column as a whole in the traffic flow, is also due to the fact that the process of forming optimal routes by the movement of each AU BATS and columns from the BATS does not take into account the above factors, which leads to failures and deviations in the movement of AC BATS and columns consisting of BATS along the route in comparison with the calculated indicators.

опубл. 24.11.2017), в котором пользователь назначает маршрут поездки на АУ БАТС из пункта отправки А в пункт назначения Б и передает его в систему управления ИТИ, последняя получает информацию о маршруте от пользователя, рассчитывает оптимальный по времени маршрут движения АУ БАТС по маршрутной карте, формирует и подает в СУД АУ БАТС команды управления движением АУ БАТС последовательно на каждом участке маршрута движения из пункта А в пункт Б, в процессе прохождения участков маршрута АУ БАТС система управления ИТИ контролирует местоположение АУ БАТС и по отклонению АУ БАТС от маршрута по заданной программе производит корректировку маршрута движения и подает в СУД АУ БАТС скорректированные команды управления движением АУ БАТС на последующих участках маршрута движения, а после приезда в пункт назначения Б система управления ИТИ определяет факт приезда АУ БАТС в пункт назначения, высадку пользователя и/или разгрузку груза, после чего система управления ИТИ подает команды управления в СУД АУ БАТС и по аналогии с предыдущим процессом управления движением АУ БАТС из пункта А в пункт Б осуществляет управление движением АУ БАТС до места его стоянки. Особенностью данного способа является также то, что система управления ИТИ контролирует местоположение АУ БАТС и прохождение им каждого из участков маршрута по данным встроенных в дорожное полотно приемо-передающих датчиков, с которыми связана СУД АУ БАТС, получающая из которых скорректированные команды управления в зависимости от отклонения от расчетного режима движения по дальнейшему прохождению последующих участков маршрута до пункта назначения.There is also known a way to control the intelligent transport infrastructure (ITI) traffic AU BATS using wireless communications (see CN Patent No. CN 107390696 A, Unmanned driving control method, applicant UNIV TIANJIN AGRICULTURAL

publ. 11.24.2017), in which the user assigns the route to the BATS AU from point A to destination B and transfers it to the ITI control system, the latter receives information about the route from the user, calculates the time-optimal route of the BATS AU using the route map, generates and submits to the ACU BATS COURT control commands of the AC BATS movement sequentially on each section of the movement route from point A to point B; during the passage of sections of the AC BATS route, the ITI control system monitors the location of the AC BATS and on the deviation of the BATS AU from the route according to a given program, it makes an adjustment of the movement route and submits to the AU BATS COURT corrected traffic control commands of the AU BATS on subsequent sections of the movement route, and after arriving at destination B, the ITI control system determines the arrival of the AU BATS at the destination , disembarking the user and / or unloading the cargo, after which the ITI control system sends control commands to the ACS BATS COURT and, by analogy with the previous process, controls the movement of AC BATS from point A to point B fected traffic management AU QRTV to the point of parking. A feature of this method is also that the ITI control system monitors the location of the AU BATS and the passage of each of the sections of the route according to the data of the transceiver sensors built into the roadway, which are connected with the AU BATS COURT, which receives adjusted control commands depending on the deviation from the calculated driving mode for the further passage of subsequent sections of the route to the destination.

However, the disadvantage of this method is the limited reliability of the motion control systems of each of the BATS in the traffic flow due to: the complexity of the system due to the excessive number of road sensors-transmitters of the SUD itself, as well as sensors and electronic components in each AU BATS, which can fail due to false alarms as a result of a malfunction of the SAS sensors (video cameras, radars, lidars, ultrasonic sensors, components of navigation systems, communications, etc.) The ability to control the movement of each AU BATS in the traffic flow will take place at night, during snowfall, rain, fog, etc., as a result of the influence of the headlights of other AU BATS, the operation of alarm systems, etc., in the result of the limited ranges of the effective operation of the SUD sensors, for example, systems of technical vision, communication, navigation at all high-speed driving modes of the AU BATS, etc .; the need for the processing units to receive, analyze and process the COURT of an excessive data array to assess the environment of the AU BATS; the absence of an assessment by the COURT of each AU BATS of the quality of the road surface, the amount of tire adhesion to the roadbed as a result of the presence of puddles, snow, ice on it, as a result of failures in the operation of satellite communication systems and many other reasons. The insufficient reliability of controlling the movement of each AU BATS in the traffic flow is also due to the fact that the process of forming optimal routes by the movement of each AU BATS does not take into account the above factors, which leads to failures and deviations in the movement of AU BATS along the route compared to the calculated indicators. This method does not take into account and does not provide for the control of the movement of the BATS columns.

A known method of controlling the movement of automatically controlled unmanned AU BATS, in which before starting movement on each AU BATS, a description of the intended, user-defined route of movement of each BATS AU is made, including the starting point of departure and the final point of arrival, with an estimated given start time and a control arrival time , the selected allowable interval of time in transit and in the selected predetermined direction of movement; at which multiple traffic images at different angles in front of the vehicle are obtained and processed by the Hub method by the HABS method in real time from cameras located at different positions of the vehicle, effective road images dead in front of the vehicle are obtained after image processing, information about lane lines recognized by road images deviations, deviations and deviations between the current direction of movement of the vehicle are calculated Twa and required strip line, and the vehicle is further controlled to move in accordance with the deflection angle and distance deviations (see. Chinese Patent № CN 103991449 A, VEHICLE TRAVELLING CONTROL METHOD AND SYSTEM, applicant BEIJING UNION UNIVERSITY, publ. 08.20.2014).

The main disadvantage of this method is the difficulty of isolating perspective images in the Hough method and identifying their position in space during the movement of each AU BATS. It should be noted that the applicant acknowledges that significant dead zones, covered by useless images of neighboring cars, make it difficult to convert to informative stereoscopic images, allowing to obtain information about the spatial position of each AU BATS. This method also does not take into account and does not provide for the control of the movement of the BATS columns.

There is a known method of controlling the movement of the automatic control system BATS ACI, in which before starting the movement on each ACU BATS, an individual identification code is set up and a description of the intended user-defined route of each ACU BATS is established, including the starting point of departure and the final point of arrival, with an estimated preset start time and a reference arrival time, a selected acceptable interval of travel time and in a selected predetermined direction of travel; then the route is transferred to the central server through the travel communication system to the travel servers, combined into travel control centers that control the traffic sectors subordinate to them, where they are pre-processed, and the final route is calculated on the central server of the central ITI center, a route map is made and transmitted it fully or portionwise back to each AU BATS continuously or batchly through the travel control centers and manage each AU BATS in accordance with its m route map, while monitoring the relative position of the AU BATS and the state of the traffic situation, (see US Patent No. US 9096267? B2 EFFICIENT DATA FLOW ALGORITHMS FOR AUTONOMOUS LANE CHANGING, PASSING AND OVERTAKING BEHAVIORS, applicant GM GLOBAL TECHNOLOGY OPERATIONS. 08, op. 08. 2015).

The main disadvantage of this known method is the difficulty of providing mathematical individual development and implementation of the route to change even the lane regardless of the actions of the surrounding cars according to the rules of the road (SDA), since the human machine interface (HMI) 66 provides an interface connection between user inputs and algorithms performed on the navigation controller 62, and the very sophisticated control system 60 also includes a vehicle controller 72 having m modulus of 74 running the route, the route following the unit 76, unit 78 evaluating the vehicle position, the module 80 risk assessment of the object and the control unit 82 of the vehicle moving. This method also does not take into account and does not provide for the control of the movement of the BATS columns.

опубл. 29.09.2017).There is a known method of controlling the movement of the automatic control system BATS ACI, in which before starting the movement on each ACU BATS, an individual identification code is set up and a description of the intended user-defined route of each ACU BATS is established, including the starting point of departure and the final point of arrival, with an estimated preset start time and a reference arrival time, a selected acceptable interval of travel time and in a selected predetermined direction of travel; then the route is transmitted to the central server via the travel communication system to the travel servers, combined into travel control centers, controlling the traffic sectors subordinate to them, where they are pre-processed, and the final route is calculated on the central server of the central ITI center, a route map is made and transmitted it fully or portionwise back to each AU BATS continuously or batchly through the travel control centers and manage each BATS AU in accordance with its with a route map, while monitoring the relative position of the AU BATS and the state of the road situation, (see PR China Patent No. CN 107219846 A, METHOD OF CONTROLLING LANE DIRECTION, ROAD COMMAND AND SEGMENTATION DEVICE AND VEHICLE TERMINAL, applicant CHINA MOBILE GROUP GUANGDONG

publ. 09/29/2017).

The main disadvantage of this method is the difficulty of its implementation due to the complexity of control systems at the AU BATS for performing maneuvers. This method also does not take into account and does not provide for the control of the movement of the BATS columns.

СИСТЕМА И МЕТОД ДИСПЕТЧЕРИЗАЦИИ БЕСПИЛОТНОГО ТРАНСПОРТНОГО СРЕДСТВА НА ОСНОВЕ СЕТИ ТРАНСПОРТНЫХ СРЕДСТВ, заявитель TIANJIN QINGYUAN ELECTRIC VEHICLE CO., LTD

опубл. 27.07.2018).A known method of controlling intelligent transport infrastructure (ITI) the movement of automatically controlled (AU) unmanned autonomous vehicles (BATS), in which before starting movement on each AU BATS set its individual identification code and make a description of the intended user-defined route of movement of each AU BATS, including the starting point of departure and the final point of arrival, the estimated, specified time of the beginning of movement, the control time of the journey and Role-in time of arrival, the selected acceptable interval of time in transit and in the selected, given direction of travel; then the routes are transferred to the central server of the ITI control center, where they are pre-processed, the final optimal routes are calculated, route maps are compiled and transferred completely or in batches to the motion control systems of each ACS BATS and the leader of the BATS column and transmit commands that allow automatic movement of each AU BATS and the leader of each BATS column in accordance with their route maps, while controlling the relative position of the BATS AU and BATS columns in the traffic flow, and the state of funny atmosphere. At each site, using local and / or distributed motion status sensors, the traffic situation and traffic conditions are monitored, including at least the location of the AU BATS on the roadway, then the control center controls the movement of the AU BATS along the route, and the information is transmitted, contained in the updated route map is accompanied by automatic confirmation of receipt on board the AU BATS (see China Patent No. CN 108333997 A

SYSTEM AND METHOD FOR DISPATCHING UNMANNED VEHICLES BASED ON THE VEHICLE NETWORK, Applicant TIANJIN QINGYUAN ELECTRIC VEHICLE CO., LTD

publ. 07/27/2018).

The main disadvantage of this method is the low speed of control, since the public Internet network is used to transmit control programs, and the traffic situation in the AU BATS necessary for controlling the flow on the roadway is not taken into account. This method also does not take into account and does not provide for the control of the movement of the BATS columns.

There is a known method of controlling the movement of the automatic control system BATS ACI, in which before starting the movement on each ACU BATS, an individual identification code is set up and a description of the intended user-defined route of each ACU BATS is established, including the starting point of departure and the final point of arrival, with an estimated preset start time and a reference arrival time, a selected acceptable interval of travel time and in a selected predetermined direction of travel; then the route is transmitted to the central server through the travel communications system to the travel servers, combined into travel control centers that control the traffic sectors subordinate to them, where they are pre-processed, and the final route is calculated on the central server of the central ITI center, a route map is made and transmitted it is fully or portionwise back to each AU BATS continuously or batchly through the travel control centers and conduct traffic control along the route of each BAT AU C in accordance with its route map, while controlling the mutual position of the AU BATS and the state of the road situation.

опубл. 29.09.2017).In each section controlled by the corresponding directional control center, the local traffic conditions and traffic conditions are monitored by local and / or distributed motion status sensors, including at least fluctuations (changes) in the daily and weather conditions of the traffic flow, the location of the BATS the roadway and the optimal distribution of AU BATS in it according to load capacity and / or other tactical and technical characteristics, then according to the results of monitoring the condition of the road conditions and changes in traffic flow conditions, including as a result of emergencies, the track control centers control the movement of the BATS AU, while the central control centers are promptly informed of all changes, and by their response change the routes and schedules of the AU BATS in the traffic flow and make changes to the route maps of each AU BATS involved in changing the flow of traffic; the transfer of information contained in the updated route map is accompanied by automatic confirmation of receipt on board the AU BATS (see Chinese Patent No. 107 1071182 A, VEHICLE TERMINAL ATTACHMENT METHOD IN VEHICLE NETWORKING, ROAD SECTION EQUIPMENT AND VEHICLE TERMINAL, applicant CHINA MODGONI

publ. 09/29/2017).

The main disadvantage of the known method for controlling the movement of the AU BATS traffic by the intellectual transport infrastructure of the road is the difficulty in processing the central server of all information on the control of the AU BATS flow and their individual combination in the form of a column, determined by the distances to the previous and subsequent BATS. This method also does not take into account and does not provide for traffic control in traffic streams by preformed columns of AU BATS, with BATS moving along the same route.

A known method of controlling the movement of individual unmanned autonomous vehicles (BATS) and BATS columns using the intelligent transport infrastructure (ITI) of the road (see published international application No. WO 2013006826 A2? SYSTEMS AND METHODS FOR SEMI-AUTONOMOUS VEHICULAR CONVOYING, applicants PELOTON TECHNOLOGY INC, SWITKES, JOSHUA, P, GERDES, JOSEPH, CHRISTIAN, BERDICHEVSKY, GENE, published January 10, 2013), in which before starting the movement on each ACU BATS and the leader of the BATS column they establish their individual identification code and compile a description of the alleged ELSE path of motion of each UE QRTV QRTV and columns, comprising the initial departure point and the final point of arrival, with the expected start time specify the movement and the reference arrival time of the selected permissible interval and finding a path in a selected predetermined direction of motion; then the route is transmitted to the central server through the travel communications system to the travel servers, combined into travel control centers that control the traffic sectors subordinate to them, where they are pre-processed, and the final route is calculated on the central server of the central ITI center, a route map is made and transmitted it is fully or portionwise back to each AU BATS continuously or batchly through the travel control centers and conduct traffic control along the route of each BAT AU C in accordance with its route map, while controlling the mutual position of the AU BATS in the flow of traffic and the state of the road situation.

In each section controlled by the corresponding directional control center, the state of the traffic situation on the roadway and the traffic conditions, including at least real-time fluctuations or changes, are monitored by local and / or distributed traffic status sensors along the route daily and weather conditions of traffic flow, condition of the roadway, terrain, traffic intensity, its composition, location of the vehicle on the roadbed and the optimal distribution of the AU BATS in it according to carrying capacity and / or other tactical and technical characteristics.

Then, taking into account the results of monitoring the state of the road situation and changes in traffic flow conditions, at least, such as emergencies, scheduled or urgent construction and road works, changes in climatic conditions, through the travel control centers they control the movement of the AU BATS and BATS columns, at the same time, the travel control centers promptly inform of the central server of the ITI control center of the region about all their critical changes, and upon its return order change the routes and the graph The traffic patterns of the BATS ACU and BATS columns in the traffic flow and make changes to the route maps of each BATS ACU and each BATS column participating in changing the order of traffic flow throughout the road network controlled by the central server of the ITI control center in the region.

The spatial position and movement parameters of each AU BATS in its lane are controlled by sensors that determine the position of AU BATS in its lane by road marking and the distance to other nearest AU BATS.

To control the spatial position of each AU BATS, a control image of the road is transmitted to its sensors for comparison with the actual type of road marking.

The main disadvantage of this method is the complexity of the procedure, due to the presence of actions to determine the spatial position and motion parameters of each ACS BATS in its lane from the side of the ITI, the need to transmit a control image of the road, which complicates and complicates the process of controlling the movement and control of each AC BATS and the column as a whole, makes it necessary to perform an excessively large volume of computational operations and leads to a decrease in the efficiency and reliability of IMPLEMENT this method.

A known method of controlling the movement of individual unmanned autonomous vehicles (BATS) and BATS columns using the intelligent transport infrastructure (ITI) of a road, (see US Patent No. US 10078338 B2, DEVICES, SYSTEMS, AND METHODS FOR REMOTE AUTHORIZATION OF AUTONOMOUS VEHICLE OPERATION, applicant PELOTON TECHNOLOGY, INC, published September 18, 2018), in which before starting movement on each ACS BATS and the leader of the BATS column, they establish their individual identification code and compile a description of the intended user-defined route for each ACS BATS and BATS columns, including the starting point of departure and the final point of arrival, with the estimated predetermined time of the beginning of movement and the control time of arrival, the selected acceptable interval of travel time and in the selected direction of travel; then the route is transferred to the central server through the travel communication system to the travel servers, combined into travel control centers that control the traffic sectors subordinate to them, where they are pre-processed, and the final route is calculated on the central server of the central ITI center, a route map is made and transmitted it is fully or portionwise back to each AU BATS continuously or batchly through the travel control centers and they control along the route the movement of each AU BAT C in accordance with its route map, while controlling the mutual position of the AU BATS in the flow of traffic and the state of the road situation.

In each section controlled by the corresponding directional control center, the state of the traffic situation on the roadway and the traffic conditions, including at least real-time fluctuations or changes, are monitored by local and / or distributed traffic status sensors located along the route daily and weather conditions of traffic flow, condition of the roadway, terrain, traffic intensity, its composition, location of the vehicle on the roadbed and the optimal distribution of the AU BATS in it according to carrying capacity and / or other tactical and technical characteristics.

Then, taking into account the results of monitoring the state of the road situation and changes in traffic conditions, at least, such as emergencies, scheduled or urgent construction and road works, changes in climatic conditions, traffic control commands are transmitted through the central server of the regional ITI control center AU BATS and BATS columns, in this case, when critical changes are detected, the central server of the ITI control center corrects the routes and schedules of AU BATS and NN BATS in the traffic flow and makes changes to the route maps of each AU BATS and each BATS column participating in changing the order of traffic flow throughout the road network, controlled by the central server of the ITI control center.

The spatial position and movement parameters of each AU BATS in its lane are controlled by sensors that determine the position of AU BATS in its lane by road marking and the distance to other nearest AU BATS;

To control the spatial position of each AU BATS, a control image of the road is transmitted to its sensors for comparison with the actual type of road marking.

The main disadvantage of this method is the sequential mutual authorization of communication means of automated control of AU BATS, BATS columns and a network operation center, transmission and control of movement in a column by a network operation center through a head BATS AU, which complicates the process of controlling and managing each BATS AU and the column as a whole , since it requires constant transmission and authorization of communication means of automated control of ITI.

A known method of controlling the movement of individual unmanned autonomous vehicles (BATS) and BATS columns using the intelligent transport infrastructure (ITI) of the road, (see Published application US No. US 2018210457 A1, DEVICES, SYSTEMS, AND METHODS FOR REMOTE AUTHORIZATION OF AUTONOMOUS VEHICLE OPERATION , applicant PELOTON TECHNOLOGY, INC, published July 26, 2018), in which before starting the movement on each automatically controlled (AU) BATS and the leader of the BATS column, an individual identification code is established and a description of the intended by the route maker of each BATS AU and each BATS convoy, including the starting point of departure and the final point of arrival, the estimated, set time for the start of movement, the control time for the journey and the control time for the arrival, the selected acceptable interval for the time in the way and in the chosen, given direction movement then the routes are transferred to the central server of the ITI control center, where they are pre-processed, the final optimal routes are calculated, route maps are compiled and transferred completely or in batches to the motion control systems of each BATS control unit and the BATS column leader and transmit commands that allow automatic movement of each AU BATS and the leader of each BATS column in accordance with their route maps, while controlling the relative position of the BATS AU and BATS columns in the traffic flow, and the state of funny atmosphere.

On each section of the road by means of local and / or distributed sensors of the state of movement located along the route, the state of the traffic situation on the road surface and the traffic conditions are monitored, including at least data of fluctuations or changes in real time of daily, weather or other conditions in the territories of traffic flow, data on the terrain, traffic intensity, its composition, vehicle positioning on the roadway and optimal distribution SRI thereon UE QRTV QRTV and columns in size, capacity and / or other performance characteristics.

Then, taking into account the results of monitoring the state of the road situation and changes in traffic conditions, at least, such as emergencies, scheduled or urgent construction and road works, changes in climatic conditions, traffic control commands are transmitted through the central server of the regional ITI control center AU BATS and BATS columns, in this case, when critical changes are detected, the central server of the ITI control center corrects the routes and schedules of AU BATS and NN BATS in the traffic flow and makes changes to the route maps of each AU BATS and each BATS column participating in changing the order of traffic flow throughout the road network, controlled by the central server of the ITI control center.

The spatial position and movement parameters of each AU BATS and each BATS column with the leader of each column in their lanes are monitored using a global satellite navigation system, for example, GPS, and external sensors of the intellectual transport infrastructure of the road, recording identification, passing measured, for example, mile sections of the road that determine the position of the AU BATS and BATS columns in their lanes along the road markings and the distance to other nearest AU BATS and BATS columns.

To control the spatial position, movement parameters of each ACU BATS and each BATS column, as well as the distances between separate BATS AUs and as part of the column, they are equipped with radars, lidars and visual image sensors - video cameras that transmit a control image of a part of the road, which is compared with real view of the road markings.

The transmission of the information contained in each updated route map and management commands is accompanied by an automatic confirmation of its receipt on board the BATS AC and the leader of the BATS convoy.

The main disadvantage of this method is the sequential mutual authorization of communication means of automated control of the leading AC BATS, slaves AC BATS of the column and network operation center, transmission and control of movement in the column by the network operation center through the control of the main AC BATS, which complicates the process of controlling the movement and control of each AC BATS and each column as a whole, as this implies that the head AU BATS is controlled, and the need to change subordination when changing the head AU BATS It is trying to reformat the identification means of AU BATS in the convoy because of the need to assign new identification indices to the “old” components of the caravan, which the applicant notes. This change can occur due to the excessive consumption of fuel by the leading, leading BATS AU and the appearance of its excess fuel reserves on board the conducted BATS AU due to savings. Although it is obvious that a change of leader does not fundamentally change anything in the movement of a caravan or column as a whole.

An object of the invention is to increase the reliability and efficiency of the flow control of individual AU BATS and BATS columns by the intellectual transport infrastructure of the road by optimally distributing, transmitting and processing information between it and AU BATS, in a BATS column, BATS column leader and on the server.

In the process of development and mass use of unmanned vehicles on the roads, due to the constant joint management and control of the control actions of all vehicles and each BATS individually with synchronous movement, high-precision control of the movement of individual vehicles, AU BATS and BATS columns is required, taking into account:

firstly, the routes of movement of individual AU BATS and BATS columns;

secondly, their spatial position in the lane of the roadway;

thirdly, the movement parameters of each individual AU BATS and BATS columns and vehicles surrounding them;

fourthly, the presence of possible obstacles on the road;

fifthly, road parameters such as configuration according to the terrain, such as the type of road surface and its condition, etc.

This high-precision control also requires increasing the reliability of transmitting control commands according to the route map from the intellectual transport infrastructure of the road to the BATS AU and to the leaders of the BATS columns and monitoring their implementation. In this case, it is necessary to reduce the amount of information pivoting back and forth, i.e. reduce the load on the means of communication, analysis and control, which will allow, due to the reduction of errors and distortions of the commands during their transmission by means of communication and control, to increase the reliability and quality of the control of the BATS flow in traffic, and it is also necessary to optimize the routes of each of the vehicles BATS, BATS columns and traffic flows in general, increase the throughput capacity of individual roads and regional road networks in general, reduce the travel time of each vehicle, AU BATS and BATS columns, which will reduce accident rate and reduce it ambient air pollution due to the decrease of reasons for changing optimal motion modes when performing maneuvers.

The main problem is to increase the reliability, efficiency of traffic control of AC BATS and BATS columns and the quality of traffic control of BATS on the road, the solution of which can improve road safety, reduce or optimize route lengths and travel time in accordance with the capacity of individual roads in the region’s road network , is not only the optimization of driving routes, but also improving the accuracy of positioning of each of the vehicles, AU BATS and BATS columns on the road, including relative to others private traders, as to correct this, a constant command is required to change the direction of movement and position due to deviations from the average position of each AU BATS on the roadway within its lane, as it constantly changes due to random reasons, such such as irregularities in the pavement, its uneven tribological performance (e.g., friction coefficients, adhesion to the pavement, and particle size distribution of the roughing filler either flatness of the road surface, etc.), and this also requires ensuring the safety of driving modes by minimizing the number of maneuvers performed by each vehicle, BATS AU and each BATS column on the road relative to other road users, even if the road conditions change rapidly by minimizing maneuvers and deviations from the optimal driving mode, for example, corresponding, for example, to such parameters as minimum fuel consumption and / or minimizing harmful emissions, and this also contributes to - lowering the load calls for communication and traffic control. This can only be achieved by automating the positioning process while minimizing control commands, which can only be done by simplifying the signal about the transmitted information on performing the positioning actions and including them in the control and control signal.

At the same time, it is not strictly necessary to determine the position of each AU BATS and each column of BATS moving to the side of the AU BATS selected for control in an adjacent lane, since there is a strict condition for controlling the movement of all AU BATS, namely, the prohibition of the intersection of road markings restricting the lane , with the necessary maneuvering, these commands are executed according to a pre-calculated program according to the route map. A spontaneous intersection of the markings is possible only in an emergency, which is also controlled by all scans in their lateral part, and a planned change in the lane, subject to minimizing shunting operations under the control of the traffic management system of the intellectual transport infrastructure (ITI) of the road.

The meaning of the basic terms used in the description should be clarified.

The directional control center includes the means of communication, the directional control processor and controls the traffic of each AU BATS and each BATS column along the corresponding route at the service site, at the controlled server and within the sections of the stable transmission of all necessary information by its means of communication. Obviously, for stable and reliable communication and information transfer, the coverage areas of the communication facilities of the travel control centers should intersect and work mutually coordinated and sequentially so that the signals from the neighboring servers and their communication facilities do not interfere with one another.

The central server of the regional ITI management center (or the ITI management center of the region) is designed to select and optimize the route in the regional road network controlled by the corresponding regional ITI management center, and to optimize it for each AU BATS and each BATS column in accordance with the capabilities and condition of the travel centers control, throughput and loading capacity of the roads selected for the implementation and movement of each AU BATS and each column BATS on the corresponding route, i.e. optimal in terms of travel time and / or shortest in distance of movement, to minimize harmful emissions or other criteria, for example, according to material costs, such as total (for the entire route) or specific (per kilometer, or ton-kilometer of transport work) fuel consumption , etc.

Obviously, if the route is long and passes through several regions, the preparation of such a route should occur either on the central server of the ITI interregional control center of the appropriate level, or by interconnecting the regional parts of the route, allowing you to compose, synchronize the end of one part of the route with the beginning of the next part in interconnected regions or to combine separate parts of the route from regional ITI control centers by other known means.

Route map - a machine-readable program of actions and movement parameters of the AU BATS and / or leader and each vehicle of the BATS convoy, carried out and controlled by the vehicle's onboard means.

The lateral road marking of the lane of each BATS AC and each BATS column with the leader of each column is the road marking of the lane closest to each corresponding BATS AU and each corresponding BATS column moving in the corresponding lane.

The stated technical problem is solved by the fact that

in a method for controlling the movement of individual automatically controlled unmanned autonomous vehicles AU BATS and columns BATS intelligent transport infrastructure (ITI) of the road,

in which before starting the movement on each automatically controlled (AC) BATS and the leader of the BATS column, an individual identification code is established and a description of the proposed user-defined route of each BATS AU and each BATS column is established, including the starting point of departure and the final destination, the set time of the start of movement, the control time spent on the road and the control time of arrival, the selected allowable interval of time spent on the road and in the selected m direction of movement; then the routes are transferred to the central server of the regional ITI control center, where they are pre-processed, the final optimal routes are calculated, route maps are compiled and transferred to the traffic control systems of each BATS column leader and the BATS column leader in full or in portions and they transmit commands allowing automatic movement each AU BATS and the leader of each BATS column along their route in accordance with their route maps, while the mutual position of the BATS AU and BATS columns in a trans ortnom stream, and the state of road conditions.

On each section of the road by means of local and / or distributed sensors of the state of movement located along the route, the state of the traffic situation on the road surface and the traffic conditions are monitored, including at least data of fluctuations or changes in real time of daily, weather or other conditions in the areas of traffic flow, data on the terrain, traffic intensity, its composition, vehicle positioning in the lane, on the roadway and wholesale the formal distribution on it of the AU BATS and BATS columns by dimensions, and / or carrying capacity and / or other tactical and technical characteristics of the vehicle.

Then, taking into account the results of monitoring the state of the road situation and changes in traffic flow conditions, at least, such as emergencies, scheduled or urgent road construction works, changes in climatic conditions, traffic control commands are transmitted through the central server of the regional ITI control center along the route of each AU BATS and each column of BATS, while identifying critical changes through the central server of the regional control center ITI correct It monitors the routes and traffic schedules of the BATS AC and BATS columns in the traffic stream and makes changes to the route maps of each BATS AC and each BATS column involved in changing the order of traffic flow throughout the road network controlled by the central server of the ITI regional control center.

The spatial position and movement parameters of each ACU BATS and each BATS column with the leader of each column in their lanes are monitored by the ITI system using a global satellite navigation system, for example, GPS, GLONASS and / or external sensors of the intellectual transport infrastructure of the road, registering identification, passing measured, for example, miles of road, determine the position of the AU BATS and BATS columns in their lanes according to road markings and the distance to other nearest AU BAT C and columns bats.

To control the spatial position, movement parameters of each BATS ACU and each BATS column, as well as the distances between BATS ACs, both separate and as part of the BATS column, they are equipped with positioning sensors, for example, radars, lidars or visual image sensors - video cameras that transmit control data about the adjacent part of the road, for example, real views of the adjacent part of the road, for example, such as its positioned images, that is, attached to a transmission point, which are compared with real nym road view.

The transfer of the information contained in each in the updated route map and management commands is accompanied by an automatic confirmation of its receipt on board the AU BATS and the leader of the BATS convoy.

Moreover

Route traffic control and position control of each BATS AC and each BATS column with the leader of each column according to each route map is carried out by comparing, monitoring and determining the position relative to other BATS ACs and BATS columns with the leader of each column and spatial positioning relative to the road marking elements on the lane, and the determination of the movement parameters of each AU BATS and each BATS column with its leader - by controlling the dynamic changes in real time changes in the spatial position and location relative to the road marking elements of each lane on the roadway, and their driving dynamics is controlled by changing their position during movement using the means of individual positioning of each BATS AU and the leader of each BATS column on the roadway along the side lane marking the movements of the BATS AC and the leader of the BATS convoy, located on both sides relative to the position of each AU BATS and the leader of each BATS convoy control by means of at least four spatial positioning sensors in the form of gyrostabilized scanners, two of which are located on both sides of each ACS BAT and the leader of each BATS column with the ability to control their position relative to the side markings of the lane on both respective sides of the corresponding BATS AC and the leader each BATS column, the third - with the ability to control the entire width of the lane in front of them, and the fourth - with the ability to control the entire width of the lane behind each AU BATS and the leader of each BATS column, and synchronized verification of the coincidence of the side scans of the road markings with the articulated parts of the transverse scans of the front and rear lanes, as well as their verification by comparing with the corresponding scans from the array of distant scans containing the marking sections with the necessary spatial time synchronization and the corresponding automatic conversion of the sizes of sequentially obtained scans depending on the distance to the scanning point include no position of each monitored AU QRTV in accordance with the necessary scale transformation, produced in accordance with a linear or a different perspective, allowing them to establish an unambiguous mutual correspondence.

The position of each BATS ACU, the leader and the BATS ACU column leaders making up the column is monitored by comparing the real scans coming from gyrostabilized scanners with their control types in route maps transmitted together with the necessary control teams through the intelligent transportation infrastructure management travel center the road.

In addition, the corresponding scanning results of the side scanners are automatically converted into control visual images of the road markings, in accordance with the dependence on the distance to the scanning point and on an appropriate scale, consistent with the requirements of a linear or other perspective, and a control comparison is made with the mathematical methods of transformation extracted from the general television image images with visual television images of the indicated road marking elements.

Double step-by-step control of scans and parts of the control television image with control scans in the route map allows you to accurately and unambiguously determine the spatial position and timely correct its deviations from the BATS AC according to the route map, as with the lateral marking of the lane selected in the BATS AC map, and determine the position of each AU BATS along this lane on the route.

Moreover, with respect to the BATS column, the BATS column leader traffic control system generates and transmits information and movement control commands to the movement control system of each BATS slave as part of the column through the BATS column leader, and the latter, based on information about the location of the column leader and each slave AU BATS, position of AU BATS relative to the road, lateral marking of the lane on both corresponding sides of the leader of the BATS column, the entire width of the lane in front and behind the leader of the BA column C, executes the processing of information and control commands, generates and transmits control actions with the necessary shift in time and space, at least on the braking system, a steering system and the traction system of each slave UE QRTV in a convoy.

The proposed sequence of actions and the means for its implementation allow to increase the efficiency of traffic control of each ACS BATS and BATS in the convoy in the transport stream and reduce both primary and current costs by optimally distributing information flows from control centers to AC BATS to their leaders columns from BATS and the necessary control answers back and simplify the process of traffic management in general.

The main criterion for optimizing the distribution of control information flows is to minimize the amount of information transfer for automatic execution of traffic control by the intellectual transport infrastructure of the road to the BATS AU due to the simplification of signals for executing control commands, feedback and control checks, by optimally distributing the functions for controlling execution and position, and also optimization of the distribution of material costs for its implementation.

This is possible, since the transmission of control and monitoring commands takes place in the form of a set of simple signals for scanning road markings, which can easily be converted into other scans, including visual images and identified with scans and real road markings and monitored as each AU BATS, and on the leader of the BATS convoy and slave AU BATS convoys. Traffic control teams can also be tied to road marking elements and their spatial position, from which the processes of their execution in time follow, respectively, which are associated with the speed of movement, which is a differential function of the time it takes for the scans to change and, accordingly, the AAT BATS movement relative to them.

In addition, this is possible, since during the operation of ITI fixed assets, that is, large primary costs for capital construction, that is, for the construction of roads and the intellectual transport infrastructure of each road, which will be long-term capital investments intended for long-term operation, taking into account continuous current changes and those that wear out quickly and often change are vehicles that will be equipped with simplified, easily reproducible, quickly modifiable and tnositelno cheap traffic control facilities with the necessary control actuators.

The position of AU BATS regarding the marking of the road lane on the roadway and its movement is easy to control, since the shapes of the objects of the road marking have simple configurations, for example, in the form of rectangles, trapezoids, parallelograms, rhombs, etc., which are easily hardware and / or mathematically are converted into pulsed signals of an easily determined sequence, the geometric transformations of which can be performed by changing their relative duration during the sweep period and the sweep period itself, and it is easy to compare interact with other types of signals received from scanning side gyrostabilized scanning devices, which are simple and due to their simple spatial geometry and configuration, they can be easily controlled by their position relative to, for example, the central axis of the BATS AC, the leader of the BATS column, or or points of overall dimensions, as it is easy to calculate and determine their position relative to the points of the change (change of direction of movement) of the beam of the scanning device, and it is also easy to determine the position of the AU BATS, leader columns from the AU BATS and on the lane of the roadway, since these will be signals similar to scan pulses of the type of a pulsed television signal, that is, the signal is a signal or not with the corresponding beginning and end of the reciprocating, scanning motion of the scanner beam. By the duration of these types of signals in each forward and reverse motion to the border of the change in the direction of movement of the scanning beam upon receipt of scans, it is easy to determine the position of the marking elements relative to the gyrostabilized scanner and, accordingly, the position of the AU BATS in the lane of the roadway. The gyrostabilization of scanners greatly simplifies the spatial reference of scans and the positioning of AU BATS, due to the unambiguous position of the scanning devices and the type of scanning results themselves.

If it is necessary to change the magnitude of the removal of the scanning plane, for example, when visibility deteriorates due to fog or rain by simple geometric transformations, it is possible to easily obtain the necessary signal from the array of reference scanning signals at the required distance, for example, by changing the comparison phase with the corresponding reference signal received from the track signal control center.

Two scanning devices, respectively, in front and behind the AU BATS, columns from the AU BATS, allow it to be positioned almost continuously relative to road marking elements, because if the road marking element is interrupted in front, the same element in the back usually has not had time to break, or vice versa, because these periodic or continuous elements have a length that does not coincide with the length of the AU BATS, columns from the AU BATS or this is easily achieved by setting them such a property in advance when applied to the roadway.

Performing all necessary and sufficient actions to obtain new technical results using known material means when implementing the proposed method for controlling the movement of individual unmanned autonomous vehicles and BATS columns by the intellectual transport infrastructure of the road,

in which before starting the movement on each automatically controlled (AC) BATS and the leader of the BATS column, an individual identification code is established and a description of the proposed user-defined route of each BATS AU and each BATS column is established, including the starting point of departure and the final destination, the set time of the start of movement, the control time spent on the road and the control time of arrival, the selected allowable interval of time spent on the road and in the selected m direction of movement; then the routes are transferred to the central server of the regional ITI control center, where they are pre-processed, the final optimal routes are calculated, route maps are compiled and transferred to the traffic control systems of each BATS column leader and the BATS column leader in full or in portions and they transmit commands allowing automatic movement each AU BATS and the leader of each BATS column along their route in accordance with their route maps, while the mutual position of the BATS AU and BATS columns in a trans ortnom stream, and the state of road conditions.

The identification code of each BATS AC and each leader of the BATS convoy and slave BATS ACs can be composed of the original WIN code with the addition of other related or coding information, for example, the code of the sector of movement on the road network or communication with the intellectual transport infrastructure of the road. For the simplest encryption of individual information about AU BATS in the identification signal, you can use spurious inserts that are not related to the specified types of information, but are entered in accordance with the type of the identification code signal according to the program set by the corresponding server.

During the passage of sections of the route of the BATS AU and the leader of each BATS column with the slave BATS AUs of the specified column, using the ITI control system, they control the location of each BATS AU and each BATS column and correct the deviation of the BATS AU and each BATS column from the route, violation of the route schedule, and according to the results of the execution of the program of movement specified by the route map, including the temporal and spatial schedule of movement, the route of movement is adjusted for the coordinated movement of all AU BAT C, participating in the road traffic, and transmit to the traffic control system of the BATS COURT and the leader of each BATS column the adjusted commands for controlling the movement of BATS and each BATS column in the subsequent sections of the traffic route in accordance with the proposed method.

In addition, on each section of the road by means of local and / or distributed sensors of the state of movement located along the route, the state of the traffic situation on the roadway and the traffic conditions are monitored, including at least data of fluctuations or changes in real time of daily, weather or other conditions in the areas of traffic flow, data on the terrain, traffic intensity, its composition, vehicle positioning in the lane, on the road the battens and the optimal distribution on it of the AU BATS and BATS columns according to dimensions, carrying capacity and / or other tactical and technical characteristics. This allows you to increase the reliability and efficiency of traffic control and a separate AU BATS on the roadway.

Then, taking into account the results of monitoring the state of the road situation and changes in traffic conditions, for example, taking into account emergencies, scheduled or urgent construction and road works, changes in daily, seasonal, weather or climatic conditions, the appearance of random wild or domestic animals on the roadway animals, inadequate subjects, objects in the form of falling aircraft or objects carried by the wind, such as foliage or fragments of buildings after a tornado, etc. A complete list of objects and phenomena dangerous to traffic cannot be complete and exhaustive, as they can be obvious, frequent and extremely rare unpredictable, such as a meteorite falling. If critical changes are detected through the central server of the regional control center, the ITI corrects the routes and schedules of the AU BATS and BATS columns in the transport stream of the region and makes changes to the route maps of each AU BATS and each BATS column involved in changing the order of traffic flow throughout the road network controlled by the central server of the regional ITI control center. This makes it possible to increase the safety and reliability of traffic flow control and dynamically change the optimal distribution of traffic of AC BATS and BATS columns in the transport flow of the region.

The spatial position and movement parameters of each ACS BATS and each BATS column with the leader of each column in their lanes can be monitored by the ITI system using commonly known means, such as global satellite navigation systems, for example, GPS, GLONASS and / or external sensors of intelligent transport infrastructure highway, register identification, passing measured, for example, miles or kilometer sections of the road, determining the position of the AU BATS and BATS columns in their lanes along orozhnoy layout and distance to other nearby AU QRTV QRTV and columns. This is necessary to increase the safety and reliability of management; in addition, this control allows you to increase traffic safety by quickly responding not only to an emergency, but also to a cause predisposing to it, for example, such as the appearance of a forest animal in the roadside or an inadequate subject, the occurrence of which can be prevented, for example, by applying an audible signal or warning lights with a laser.

To control the spatial position, motion parameters of each ACU BATS and each BATS column, as well as the distances between the individual BATS AUs and as part of the column, they are equipped with positioning sensors, for example, radars, lidars and visual image sensors - cameras that transmit a control image of a part roads, which are compared with the real type of road markings. It should be noted that conformity control of control and real visual images can take place in a limited amount both in the ITI control center and (to reduce the exchange of information flows) directly on board each ACU BATS and the leader of each BATS column or if necessary capabilities on board each or a separate AU BATS selected by the ITI motion control system for selective control, according to the results of which only encoded is sent to the control center th message of the corresponding image or not coincidence and the percentage differences.

Multiple cross-monitoring of the spatial position and movement parameters of each ACS BATS and each BATS column with the leader of each column in their lanes, as on board each BATS AU, as well as the BATS stream on the road in parts and as a whole allows to increase safety, reliability and responsiveness to dangerous situations on the road.

The transmission of the information contained in each updated route map and management commands is accompanied by an automatic confirmation of its receipt on board the BATS AC and the leader of the BATS convoy.

Using the ITI traffic control system of the AU BATS and each BATS column with the leader of each column, control television data or other images automatically additionally receive information about the traffic situation and process data from the results of scanning and analysis of the road situation, spatial position and movement parameters of each BATS AU and each column BATS with the leader of each column in their lanes - carried out by monitoring the dynamic changes in real time of the spatial position and location relative to the road marking elements of each lane on the roadway, the databases from external monitoring systems are updated in real time, and their movement dynamics is monitored by changing their position during the movement of at least four spatial positioning sensors in the form gyrostabilized scanners, two of which are located on both sides of each AU BATS and the leader of each BATS column with the ability to control their position relative to the side marking the lane on both respective sides of the corresponding BATS AC and the leader of each BATS column, the third - with the ability to control the entire lane width in front of them, and the fourth - with the ability to control the entire lane width behind each BATS AC and the leader of each BATS column, then there are means of individual positioning of each AU BATS and the leader of each BATS column on the roadway along the lateral marking of the lane AU BATS and the leader of the BATS column, for example, on the condition of the roadway, of marking, process the data according to a predefined program, determine the parameters of the listed data from the processing results, compare them with boundary values characterizing the critical values of the BATS movement parameters and each BATS column with the leader of each column, according to the results of processing and determining the parameters, if necessary, correct the route of movement of the AU BATS and each BATS column with the leader of each column, form and transmit the traffic control teams to the AU BATS and the COURT leader each BATS column, which transmit the corrected control commands with the necessary time and space shift to the movement control drives of each BATS AC and the leader of each BATS column, for example, to the control brakes, traction and steering systems.

The optimality of the distribution of the AU BATS and BATS columns over the road network through the central server of the regional ITI control center may depend on the throughput of the corresponding road, the condition and bearing capacity of its roadbed in real time, weather, etc. conditions.

Also, the ITI control system can additionally control traffic through the ITI path control center travel server of each BATS ACU and each BATS column by submitting control commands to the ACS to each BATS ACU and each BATS column with the leader of each column. At the same time, the ITI control system transmits the above information in the form of a set of simple impulse signals in form - scans of the marking of lanes of the roadway.

At the same time, the ITI control system can transmit not only the four necessary or mutually convertible scanning signals for gyro-stabilized scanners, but also the method of their mutual conversion, for comparing them with real scanning results, as well as control television images of road markings. Since the two side scanning preliminary signals can be converted by isolating a part of it from the solid signal of the front or rear transverse scanning signal for the entire lane by spatial synchronization and combining through the empty spatial scanning signal between the two left and right marking elements, respectively. Even if a part of the information is lost during transmission, due to the simplicity of the signals, it is easy to verify and recover.

In accordance with the requirements of the rules of the road (SDA), the vehicle must move in the middle of the lane, that is, at an equal distance from the side elements of its marking, which greatly simplifies the process of positioning each AC BATS and each BATS column with the leader of each column in the specified lane . Since the areas of absence and presence of the scan signal must be located symmetrically in the scan signal and in the control signal. An exception may be scanning signals when curving the road surface in a bend. It can also be obtained from straightforward markings by the widely known simple mathematical transformation of spatial-geometric compression-tension with rotation.

It should be noted that, as a rule, with the above requirement of traffic rules, the front and rear scanning devices have low positioning efficiency due to the limited scanning depth, i.e. only to the nearest AU BATS located in the indicated lane, the size of which a separate road marking element may not always fall into, and the side scanning devices have the ability to scan to a much greater depth, as separate AU BATS and BATS columns are especially suitable for road marking elements the leader of each column, according to the specified requirements, traffic rules should not move on them and, accordingly, close them by themselves. Therefore, it is desirable to carry out traffic planning according to side scans, which can be carried out not only in the transverse direction, but also longitudinally or with the necessary depth of the vertical scan, as well as in the television signal of the markup image frame, or even in the form of multiple television images. This, obviously, will be determined by the capabilities of the on-board computer network of the AU BATS of each AU BATS and the leader of each BATS column.

In addition, it should be noted that in this case, in addition to the original types of scans or their encoding by compression-coding, the intelligent road transport infrastructure management system can transmit codes or algorithms for the necessary geometric signal transformations to control the spatial position of each gyrostabilized scanner and, accordingly, remove the scanning plane horizontally on the roadway and corresponding distance to the scanning plane, limited For example, due to changes in the terrain over which the road passes.

If necessary, scanning can be performed in certain visible, ultraviolet, infrared or other ranges of electromagnetic radiation from a scanning laser, which will overcome difficulties with the visibility of road markings, due to the deterioration of real visibility in the usual visible range.

Transferring the entire necessary set of scans from each far lateral, both left and right, to the nearest transverse front and / or rear, allows you to build a reconstructed image of the road markings in the selected perspective option for comparison with the control television image. This form of communication simplifies the mathematical processing of individual comparison scans for their subsequent comparison with real “live” scans obtained from scanners of gyro-stabilized scanning devices, which are necessary for unambiguous spatial stabilization and orientation relative to the roadway.

Obviously, the speeds, accelerations, and other dynamic indicators of the change in the position of the BATS ACU and BATS columns with the leader of each column in time and space are derived from the time and spatial position of each BATS ACU and BATS columns and are easily calculated by changing their position relative to the coordinate change, spatially defined, according to the real current value of the action time, in this case, relative to road marking elements.

It is also obvious that determining the position of relatively marking elements of the road marking is difficult, and in order to distinguish the spatial position of the AU BATS and BATS columns, these elements can have RFID tags or other marks, for example, bar codes on the surface, by which they can be distinguished among themselves like milestones on kilometer-long tablets.

It was established that by changing the distance to the scanning plane of the gyrostabilized scanning device, you can determine the change in the terrain, for example, when approaching it will be an ascent, when removed it will be a descent, by a change in the position of the lateral extreme points - a turn and its direction, etc. (for details, see the previously mentioned RF Patent No. RU 2649962 C1 “Method for driving an automatic vehicle”, applicant Federal State Unitary Enterprise Central Order of the Red Banner of Labor Scientific Research Automotive and Automotive Institute NAMI (FSUE NAMI), publ. 04/10/2018).

Such changes can be reflected in control scans transmitted to each AU BATS and to the leader, i.e. the lead vehicle in the BATS convoy. And according to them, it is possible to determine or set in advance the control actions on the controls of the automatic control system of the BATS and / or the head one leading in the BATS column, for example, such as changing the position of the brake control or accelerator when moving uphill and from the mountain.

In accordance with the claimed method of controlling traffic of AC BATS and BATS columns by the intellectual transport infrastructure of the road, the operation of the traffic control system inside BATS columns in general is based on the following general requirement: ensuring sustainable traffic control of AC BATS and BATS columns by the intellectual transport infrastructure of the road through transmission control teams at the AU BATS and at the leaders of the BATS columns through the wireless communication channels of the central server GTI Control Center ITI.

In accordance with the claimed method of controlling traffic along the routes of the AU BATS and BATS columns by the intellectual transport infrastructure of the road, technical results can be achieved not only when performing all the steps of the method, but also when using part of it.

So, when controlling the movement of BATS inside each BATS column, the following positive requirements and results are achieved:

- ensuring sustainable traffic control inside the column through wireless communication channels between individual slave AC BATS and the leaders of the BATS columns;

- reliable operation of column control algorithms by the leader of the AU BATS;

- reliable operation of motion control algorithms in the slaves of the BATS.

At the same time, the court of each leader of each BATS column provides, for example, by equipping it with a more powerful, reliable and long-range communication system (for example, such as satellite communications) and a more efficient processor, the guaranteed achievement of the following functions:

- receiving information and control commands from the travel control center;

- obtaining control information about the location of each AU BATS as part of the column using alternative positioning systems, for example, such as satellite navigation system, wheel navigation system, strapdown inertial navigation system;

- obtaining information about an obstacle ahead of the BATS column leader, for example, using an ultrasound locator;

- recognition of road signs, traffic signals or other means of informing about restrictions on traffic parameters with the help of the SATC leader of the BATS column;

- recognition of road markings using the court of the leader of the BATS column;

- the formation and transmission of emergency control commands to the ACS conducted by AC BATS as part of the convoy;

- the formation and transfer of current management teams to the COURT of the AU BATS slaves as part of the column.

In turn, the COURT of each individual AU BATS in the convoy, at least, provides:

- obtaining information and management commands from the COURT of the intellectual transport infrastructure (ITI) of the road through the leader of the BATS columns;

- the reverse transfer of information through the court of the leader of the BATS column to the intelligent transport infrastructure (ITI) of the road;

- formation and transfer of control action to the brake system;

- formation and transfer of control action to the steering system;

- the formation and transfer of control action to the accelerator of the traction system.

- prompt receipt of control traffic and weather information by our own means by monitoring the environment with spatial positioning sensors in the form of gyrostabilized scanners;

- processing information to assess the position of the BATS AC relative to the road (lateral marking of the lane on both respective sides of the BATS AC and the leader of the BATS columns, along the entire width of the traffic lane in front and behind each BATS AC in the column and the leader of the BATS column);

Since the control teams for each ACU BATS and the leaders of the columns from AC BATS are formed only on the basis of the ideal desired position of each ACU BATS and the BATS column with the leader of each column in the lane along the marking of the roadway, and a random deviation from the required position is determined by a change in the spatial position of the element scan, that is, almost digitally by the duration of the individual parts for each forward and backward path of the scan beam with when it is shifted with the absence and presence of a signal obtained in the form a beam reflected respectively from the roadway and the corresponding element of the road marking of the lane. It is easy to determine the distance to the scanning plane using well-known means, for example, by methods similar to the operation of the laser range finder. Such signals can be processed by simple means, even on the simplest analog devices.

In general terms, in accordance with the proposed method with respect to column movement control, it is important to note that the leader control system of each BATS column generates and transmits information and movement control commands to the movement control system of each slave AC BATS as part of the column, and the latter, based on information about the location of the AU BATS, the position of the AU BATS relative to the road, the lateral marking of the lane on both respective sides of the leader of the BATS column, the entire width of the lane in front and behind the BATS column leader about obstacles in front and behind the BATS AC leader in the column, processes information and control commands, generates and transfers control actions, for example, to the brake system, steering system and the traction system of each slave BATS AU as part of the column and, if necessary, sends confirmation of the execution of commands and actions to manage each AU BATS and the BATS column as a whole.

In this technical solution, in comparison with the well-known ACS of BATS ACUs and leaders of BATS columns, simpler and significantly reduced volumes of computational operations are achieved to execute commands and actions to control the movement of AC BATSs, using simple control algorithms, mathematical transformations, software systems and subsystems control, consisting of standard sensors, controllers, actuators, interfaces for the exact positioning of the AU BATS as part of the BATS columns.

Among the advantages, that is, the new technical results achieved using the new sequence of actions of the proposed method for controlling the ITI of the AU BATS and BATS columns, the main functions of the motion control system of each unmanned autonomous vehicle, i.e. each separate AU BATS and AU BATS in each BATS column with the leader of each column are performed by simple technical means of monitoring movement along the entire route of movement, which are included in the systems and controls of intelligent transport infrastructure, including communication means, designed to transmit traffic control commands to the COURT AU BATS and leaders of BATS columns containing control command programs in the form of route maps, including setting modes and operating parameters of control mechanisms for I am driving along the route (including such as - the beginning of movement, acceleration (accelerator control mechanism), braking (brake control mechanism), maintaining the speed of movement (mechanism for maintaining cruise control mode), maneuvers using a complex of these mechanisms) from point A to destination B. At the same time, traffic control and position control of each ACS BATS and each BATS column with the leader of each column according to the route map, in which elementary position control relative to other BATS AUs and columns AU of QRTV, spatial positioning location determination for lane and other motion parameters is carried out by simple means of positioning each individual UE QRTV leader and each column QRTV on the roadway of a road lane marking with respect to which is controlled by their position. This is done using at least four gyrostabilized scanners, two of which are located on both sides of each BATS AC and the leader of each BATS column with the ability to control their position relative to the side markings of the lane on both sides of the corresponding BATS AC and the BATS column leader, third - with the ability to control the entire width of the lane in front of them, and the fourth - with the ability to control the entire width of the lane behind them and synchronized verification of the coincidence of the side scans of the road markings with articulated parts of the transverse scans of the strip in front and a check at the back, containing sections of the marking. This procedure is performed by mutual spatio-temporal synchronization and the corresponding automatic conversion of the sizes of scans obtained depending on the distance to the scanning point relative to the car in accordance with the required scale and with the requirements of a linear or other perspective, allowing to establish their unique mutual correspondence.

In this case, optimization of the distribution of control and management functions between the system of spatio-temporal synchronization of movement and position on the roadway of each specific AU BATS, BATS column and its leader for each column and the corresponding mutual automatic position determination in the transport stream relative to other BATS AU and BATS columns are achieved in which the ITI control system sets the general provisions of the driving routes, and random deviations are monitored and corrected by the previously indicated tary means arranged on each UE and QRTV leader QRTV column.

The implementation of this method allows you to achieve new technical results, which consist in a significant increase in the reliability and efficiency of the entire process of transportation, providing increased transport performance, quality of transport, improving road and environmental safety, as well as reducing the unit cost of the whole process of freight and passenger transportation , since the process of controlling the traffic of AU BATS and columns of BATS is simplified, the infrastructure of the means of controlling the flow of traffic of AU BATS and columns consisting of BATS, and information exchange flows between the ITI and AU BATS control centers and leaders of BATS columns are optimized. constituting a transport stream consisting of AU BATS and columns from BATS.

The advantages of the present invention in comparison with analogues, that is, the existing technical results, are the following new technical results:

1. Intelligent transport infrastructure of the road, in comparison with the known control methods, manages the flow of transport on the road as well as collecting, processing information and transmitting control commands to the ACS to each AU BATS and the leader of each BATS column, by more reliable, efficient, accurate methods and more simple means in which the collection, processing of information, the formation and transmission of control commands to the drive control systems AU BATS including BATS in columns, as in the proposed intellectual transport infrastructure (ITI) of the highway, the motion control and control system is controlled by the motion control system of each BATS control unit, consisting of at least four gyro-stabilized scanners, two of which are located on both sides of each BATS control unit and each leader of the BATS column. , with the ability to control its position relative to the lateral marking of the lane on both respective sides of the corresponding AU BATS and the leader of each BATS column, the third - with the possibility of the ability to control the entire width of the lane in front of them, and the fourth - with the ability to control the entire width of the lane behind each AU BATS and the leader of each BATS column, and synchronized verification of the coincidence of the side scans of the road markings with the articulated parts of the transverse scans of the lane in front and a control check by comparing the array scans containing markup sections with the necessary spatio-temporal synchronization and the corresponding automatic size conversion of sequentially obtained ska new depending on the distance to the scan point relative to the car in accordance with the required scale and with the requirements of a linear or other perspective, allowing to establish their unique mutual correspondence. At the same time, the corresponding scan results of the side scanners are automatically converted into control visual images of the road markings, in accordance with the dependence on the distance to the scan point at the appropriate scale and with the requirements of a linear or other perspective, and they carry out a control comparison with mathematical methods of image conversion calculated from a common television image visual television images of the indicated road marking elements.

Multiple mutual control of motion and control elements increases the reliability, accuracy and efficiency of management.

2. Intelligent transport infrastructure of the road provides more accurate formation of traffic routes, traffic control and position control of each AU BATS and each BATS column with the leader of each column in the lane due to the use of gyro-stabilized scanners of traffic control systems installed on each BATS AU and column leaders BTS to control their position relative to the lateral marking of the lane in front and behind on both corresponding sides of the corresponding AU BAT and the leader of each QRTV columns.

3. Intelligent transport infrastructure of the road provides more optimal formation of traffic routes, traffic control and control of the position of each AU BATS and each BTS column with the leader of each column by calculating the congestion of regional roads and / or coordinating inter-regional traffic routes in the central processor of the regional ITI control center.

4. The proposed technical solutions provide increased reliability of driving unmanned vehicles along the entire travel route, regardless of road traffic, climatic conditions, electromagnetic natural and man-made technical interference, time of day and seasons of the year when the AU BATS and BATS columns are moving on roads equipped with intelligent transport infrastructure.

5. With the help of new distinguishing features, the efficiency and reliability of accounting and control of changes in climatic conditions, parameters of the road situation, parameters of the road surface, emergency and other difficult to predict situations that are occurring during movement are automatically ensured significantly better than analogues.

5. In the proposed method of controlling the ACS AU BATS and the leaders of the BATS columns, simpler management, requiring less computational operations, the formation of simple drive control commands in each BATS, the implementation of simple control algorithms, the use of simpler mathematical apparatus, software systems and control subsystems, consisting of appropriate sensors, controllers, actuators, interfaces due to the need for more accurate positioning of the AU BATS as part of onn QRTV.

6. The reduction of false positives and failures in the operation of traffic control systems of AU BATS, which may be caused by low accuracy and insufficient quality of positioning AU BATS and BATS columns in traffic lanes, is ensured. At the same time, four gyrostabilized scanning devices also provide reliable control over the possibility of emergency rapprochement with the surrounding AU BATS and BATS columns.

7. Provides more reliable control of the movement of the AU BATS at all operating modes - high-speed driving modes, acceleration, braking and maneuvers.

8. The noise immunity is improved by using simple means of communication when transmitting simple commands and simple control actions to control bodies of relatively simple and reliable position and control systems for each AC BATS and each BTS column in the lane.

9. A significant increase in the reliability and efficiency of the entire process of transportation, ensuring increased productivity, quality, road and environmental safety, as well as reducing the unit cost of operating materials and other current costs for the entire process of cargo and passenger transportation by improving the quality of traffic management of the AU BATS and columns BATS.

In general, in the present invention, the main disadvantages of the known technical solutions for controlling the movement of unmanned autonomous vehicles and BATS columns by the intellectual transport infrastructure of the road by improving the quality of traffic control due to more accurate positioning and an advanced way to control the movement of the BATS AU and BTS columns along specified routes are eliminated.

Claims (11)

A method for controlling the movement of unmanned autonomous vehicles (BATS) and BATS columns by the intelligent transport infrastructure (ITI) of a road, in which before starting movement on each automatically controlled (AU) BATS and the leader of the BATS column, set its individual identification code and make a description of the intended the user of the route of movement of each AU BATS and each column of BATS, including the starting point of departure and the final point of arrival, assumed e the time of the start of the movement, the control time of the journey and the control time of arrival, the selected acceptable interval of the time of the journey and in the selected, specified direction of travel, then the routes are transferred to the central server of the regional control center ITI, where they are pre-processed, the final optimal routes are calculated , compose route maps and transfer them in full or in batches to the motion control systems of each AU BATS and the leader of the BATS convoy, transmit commands allowing traffic in in automatic mode, each BATS AU and the leader of each BATS column along their route in accordance with their route maps, while monitoring the mutual position of the BATS AU and BATS columns in the traffic flow and the state of the road situation; on each section of the road, by means of local and / or distributed sensors of the state of movement located along the route, the state of the traffic situation on the road surface and the traffic conditions are monitored, including at least data of fluctuations or changes in real time of daily, weather or other conditions in the areas of traffic flow, data on the terrain, traffic intensity, its composition, vehicle positioning in the lane, on the roadway and wholesale the formal distribution on it of the AU BATS and BATS columns according to the dimensions, and / or carrying capacity, and / or other tactical and technical characteristics of the vehicle; then, taking into account the results of monitoring the state of the road situation and changes in traffic conditions, at least, such as emergencies, scheduled or urgent road construction works, changes in weather or climatic conditions, commands are sent through the central server of the regional ITI control center traffic control along the route of each BATS AC and each BATS convoy, while critical changes are detected through the central server of the regional center The ITI corrects the routes and schedules of the BATS ACU and BATS columns in the traffic stream and makes changes to the route maps of each BATS ACU and each BATS column involved in changing the order of traffic flow throughout the road network controlled by the central server of the ITI regional control center; the spatial position and movement parameters of each ACU BATS and each BATS column with the leader of each column in their lanes are monitored by the ITI system, at least using the global satellite navigation system, GPS, GLONASS and / or external sensors of the intellectual transport infrastructure of the road, identification, passing measured, for example miles, sections of the road and determine the position of the AU BATS and BATS columns in their lanes according to the road marking and the distance to the other nearest AU QRTV QRTV and columns; To control the spatial position, movement parameters of each ACS BATS and each BATS column, as well as the distances between the BATS ACs, both separate and as part of the BATS column, positioning sensors are installed on them, which transmit control data about the adjacent part of the road, which are compared with the real view roads; the transmission of information contained in each updated route map and management commands is accompanied by automatic confirmation of receipt on board the BATS AC and the leader of the BATS convoy, characterized in that control of movement along routes and control of the position of each ACS BATS and each BATS column with the leader of each column according to each route map is carried out by comparing, monitoring and determining the position relative to other BATS ACUs and BATS columns with the leader of each column and spatial positioning relative to road marking elements on the lane, and the determination of the movement parameters of each AU BATS and each BATS column with its leader - by controlling the dynamic changes in real time changes in the spatial position and location relative to the road marking elements of each lane on the roadway, and their driving dynamics is controlled by changing their position during movement using the means of individual positioning of each AU BATS and the leader of each BATS column on the road along the side lane marking the movement of AC BATS and the leader of the BATS convoy, on the road marking located on both sides relative to the position of each AC BATS and the leader of each BATS convoy, its control by means of at least four spatial positioning sensors in the form of gyrostabilized scanners, two of which are located on both sides of each ACS BAT and the leader of each BATS column with the ability to control their position relative to the side marking of the lane on both respective sides of the corresponding BATS AC and the leader of each column BATS, the third - with the ability to control the entire width of the lane in front of them, and the fourth - with the ability to control the entire width of the lane behind each AU BATS and the leader of each BATS column, and synchronized verification of the coincidence of the side scans of the road markings with the articulated parts of the transverse scans of the front and rear lanes, as well as their verification by comparing with the corresponding scans from the array of distant scans containing marking areas with the necessary spatial temporary synchronization and corresponding automatic conversion of the sizes of sequentially obtained scans depending on the distance to the relative scan point but each controlled position AU QRTV in accordance with the necessary scale transformation, produced in accordance with a linear or a different perspective, allowing them to establish an unambiguous mutual correspondence; the position of each BATS ACU, the leader and the BATS ACU column leaders making up the column is controlled by comparing the real scans coming from gyrostabilized scanners with their control types in routing maps transmitted together with the necessary control teams through the intelligent transportation infrastructure management travel center automobile road; in addition, the corresponding scanning results of the side scanners are automatically converted into control visual images of the road markings in accordance with the dependence on the distance to the scanning point and on an appropriate scale, consistent with the requirements of a linear or other perspective, and a control comparison is made with the mathematical methods of conversion from the common television image images with visual television images of the indicated road marking elements; at the same time, with respect to the BATS column, the BATS column leader traffic control system generates and transmits information and movement control commands to the movement control system of each BATS slave as part of the column through the BATS column leader, and the latter, based on the location of the column leader and each slave AU BATS, position of AU BATS relative to the road, lateral marking of the lane on both respective sides of the BATS column leader, the entire width of the lane in front and behind the leader of the BA column C performs information processing and control commands, generates and transmits control actions with the necessary shift in time and space, at least on the braking system, a steering system and the traction system of each slave UE QRTV in a convoy.