WO2022042355A1

WO2022042355A1 - Right-of-way allocation and supervision method and apparatus

Info

Publication number: WO2022042355A1
Application number: PCT/CN2021/112792
Authority: WO
Inventors: 马潍; 魏吉敏
Original assignee: 长沙智能驾驶研究院有限公司
Priority date: 2020-08-28
Filing date: 2021-08-16
Publication date: 2022-03-03
Also published as: CN114120623A

Abstract

Embodiments of the present application provide a method and apparatus for allocating and supervising the right of way; the right-of-way allocation method comprises: obtaining vehicle data sent by a vehicle, said vehicle data comprising priority information and vehicle travel information; according to the priority information and the vehicle travel information, determining a right-of-way allocation strategy and a target control terminal; sending the right-of-way allocation strategy to the target control terminal. The embodiments of the present application facilitate the allocation of the right of way on the basis of dynamic data such as vehicle travel information comprised by vehicle data, effectively avoiding waste of right-of-way allocation as a result of empirical fixed-time allocation of right of way, while also combining with priority information to determine an appropriate right-of-way allocation strategy, thus further improving the effectiveness of the allocation of right of way.

Description

Right-of-way allocation and supervision method and device

CROSS-REFERENCE TO RELATED APPLICATIONS

This application claims the priority of Chinese patent application No. 202010883884.5 filed on August 28, 2020, entitled "Right of Way Allocation and Supervision Method and Device", the entire content of which is incorporated herein by reference.

technical field

The present application relates to the technical field of road management and control, and in particular to a method and device for allocating and supervising the right of way.

Background technique

With the development of the transportation industry, the number of vehicles is increasing, resulting in frequent traffic congestion in many cities, which in turn causes inconvenience to the passage of special vehicles such as fire engines and ambulances. In order to solve the above-mentioned problems, a solution is currently proposed to assign a higher right-of-way priority to these special vehicles, for example, to enable these special vehicles to pass smoothly at traffic intersections by controlling traffic lights.

In the prior art, at the same time, static data such as the identity information of passing vehicles are acquired based on the RFID base station equipment set above the lane, and the right of way is allocated to the vehicle in combination with the specific location of the RFID base station equipment. Allocate the right of way for a fixed period of time. In the case of road congestion, for example, vehicles may not be able to pass through the intersection within the fixed period of time, resulting in a waste of allocating the right of way. It can be seen that the prior art has the problem of poor allocation effect when allocating the right of way.

SUMMARY OF THE INVENTION

The purpose of the present application is to provide a method and device for allocating and supervising the right of way, so as to solve the problem of poor allocation effect in the prior art in allocating the right of way.

On the one hand, an embodiment of the present application proposes a method for allocating a right of way, including:

Obtain vehicle data sent by the vehicle, where the vehicle data includes priority information and vehicle driving information;

Determine the right-of-way allocation strategy and target control terminal according to the priority information and the vehicle driving information;

Sending the right-of-way allocation strategy to the target control terminal.

On the other hand, the embodiment of the present application also provides a right-of-way supervision method, including:

determining a driving standard corresponding to the vehicle according to the priority information;

In the case that the vehicle driving information does not meet the driving standard, the vehicle driving information is sent to a preset supervision platform.

On the other hand, an embodiment of the present application also provides a right-of-way allocating device, including:

a first acquisition module, configured to acquire vehicle data sent by the vehicle, where the vehicle data includes priority information and vehicle driving information;

a first determining module, configured to determine a right-of-way allocation strategy and a target control terminal according to the priority information and the vehicle driving information;

A first sending module, configured to send the way-right allocation strategy to the target control terminal.

In another aspect, an embodiment of the present application also provides a right-of-way supervision device, including:

a second acquiring module, configured to acquire vehicle data sent by the vehicle, where the vehicle data includes priority information and vehicle driving information;

a second determining module, configured to determine the driving standard corresponding to the vehicle according to the priority information;

The second sending module is configured to send the vehicle driving information to a preset supervision platform when the vehicle driving information does not meet the driving standard.

In another aspect, an embodiment of the present application further provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, where the processor executes the computer program implement the above method.

In another aspect, an embodiment of the present application further provides a computer-readable storage medium, where the computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the foregoing method is implemented.

The method for assigning the right of way provided by the embodiment of the present application acquires the vehicle data including the priority information and the vehicle driving information sent by the vehicle, determines the right of way allocation strategy and the target control terminal according to the priority information and the vehicle driving information, and assigns the The right-of-way allocation strategy is sent to the target control terminal. In the embodiment of the present application, the vehicle data sent from the vehicle is used to determine the right-of-way allocation strategy. On the one hand, it helps to allocate the right-of-way based on dynamic data such as vehicle driving information included in the vehicle data, and effectively avoids the need for fixed allocation based on experience. On the other hand, an appropriate right-of-way allocation strategy can be determined in combination with the priority information to further improve the distribution effect of the right-of-way allocation.

Description of drawings

1 is a flowchart of a method for assigning a right of way according to an embodiment of the present application;

2 is a flowchart of determining a right-of-way allocation strategy in the embodiment of the present application;

3 is a flowchart of a right-of-way supervision method provided in an embodiment of the present application;

4 is a topology diagram of a system composed of a vehicle and roadside equipment in an embodiment of the application;

5 is a schematic structural diagram of a right-of-way allocating apparatus provided by an embodiment of the present application;

FIG. 6 is a schematic structural diagram of a right-of-way monitoring apparatus provided by an embodiment of the present application.

detailed description

In order to make the technical problems, technical solutions and advantages to be solved by the present application more clear, the following will be described in detail with reference to the accompanying drawings and specific embodiments. In the following description, specific details such as specific configurations and components are provided merely to assist in a comprehensive understanding of embodiments of the present application. Accordingly, it should be apparent to those skilled in the art that various changes and modifications of the embodiments described herein can be made without departing from the scope and spirit of the present application. Also, descriptions of well-known functions and constructions are omitted for clarity and conciseness.

Unless otherwise defined, technical or scientific terms used in this application shall have the ordinary meaning as understood by those of ordinary skill in the art to which this application belongs. As used in this application, "first", "second" and similar words do not denote any order, quantity, or importance, but are merely used to distinguish the various components. Likewise, "a" or "an" and the like do not denote a quantitative limitation, but rather denote the presence of at least one.

As shown in FIG. 1 , the method for assigning the right of way provided by the embodiment of the present application includes:

Step 101, acquiring vehicle data sent by the vehicle, where the vehicle data includes priority information and vehicle driving information;

Step 102: Determine a right-of-way allocation strategy and a target control terminal according to the priority information and the vehicle driving information;

Step 103: Send the right-of-way allocation policy to the target control terminal.

The method for assigning the right of way provided by this implementation can be applied in a road test unit (Road Side Unit, RSU). Correspondingly, for a vehicle, it can communicate with the above-mentioned RSU through an on-board unit (OBU), etc. .

For vehicle data, it can be dynamic data obtained through vehicle sensors or on-board terminals, such as vehicle position, speed, route, number of passengers, driver fatigue status, etc.; of course, vehicle data can also be stored static data, such as Vehicle type, vehicle identity information of license plate number, etc., are not specifically limited here.

The received vehicle data can be divided into priority level information and vehicle driving information according to the purpose. The priority level information can be used to determine the priority level of the vehicle, and the vehicle driving information can be used to determine the driving state of the vehicle. Of course, the vehicle data can also include more types of information according to the purpose, and the same vehicle data can also be used for different purposes.

Combined with an application scenario, the vehicle identity information in the vehicle data can be used as priority information. When the vehicle identity information indicates that the vehicle is a special vehicle such as an ambulance, a fire truck or a police car, a vehicle can be determined based on the priority information. A higher priority level; or, on the vehicle side, a priority level can be directly assigned based on the vehicle identity information of the vehicle in advance, and the priority level information received by the RSU side is directly represented as the priority level. For another example, the vehicle position, speed, route, etc. in the vehicle data can be used as vehicle driving information.

Regarding the information based on the priority level, in addition to the vehicle identity information, in practical applications, the vehicle delay information and the like may also be used as the priority level information, which is not specifically limited here. As for the expression form of the priority level, it can be expressed in the form of high, middle and low levels, or it can be expressed in the form of scores, which is not specifically limited here.

When the priority level of the vehicle is determined, the right-of-way allocation strategy and the target control terminal can be determined in combination with the vehicle driving information.

For example, for a fire truck, the priority is determined to be high, and the right of way needs to be allocated to reach the destination quickly. The vehicle driving information of the fire truck includes its real-time position, planned route and real-time motion status (such as speed and Acceleration), combined with these information, it may be judged that the fire truck is about to pass a certain traffic light intersection. In this way, the traffic light control terminal at the traffic light intersection can be determined as the target control terminal, and the corresponding road rights allocation strategy is determined. For example, a traffic light in advance Periodically, the signal light in the direction the fire truck is about to travel in is set to a green light to ensure that there is no vehicle in front of the fire truck when it passes through the intersection.

For another example, for a bus, the determined priority level is medium, and in the same driving environment as the above-mentioned fire truck, the green light duration of the signal lights in the direction of the bus can be appropriately extended, or the red light duration can be appropriately reduced, etc. Alleviate traffic congestion in other directions caused by one stop light cycle ahead. That is to say, in practical applications, the right-of-way allocation strategy can also be green light extension, red light cut-off, phase insertion, etc.; and an appropriate right-of-way allocation strategy can be allocated according to different priority levels.

Of course, the above-mentioned target control terminal may not only be a traffic light control terminal, but also a control terminal of traffic facilities such as lifting and lowering road poles.

It can be seen from the above road rights allocation process that in this embodiment, the vehicle data such as priority information and vehicle driving information are directly sent by the vehicle to the RSU. On the one hand, there is no need to set up RFID base stations at each entrance direction of the intersection, which is convenient for deployment On the other hand, the types of vehicle data that RSU can obtain are no longer limited to static data such as vehicle identity information, but also vehicle driving information, etc. Dynamic data and determine the right-of-way allocation strategy accordingly.

It is easy to understand that, in order to enable the target control terminal to execute the right-of-way allocation strategy, the determined right-of-way allocation strategy needs to be further sent to the target control terminal.

The method for assigning the right of way provided by the embodiment of the present application acquires the vehicle data including the priority information and the vehicle driving information sent by the vehicle, determines the right of way allocation strategy and the target control terminal according to the priority information and the vehicle driving information, and assigns the The right-of-way allocation strategy is sent to the target control terminal. In the embodiment of the present application, the vehicle data sent from the vehicle is used to determine the right-of-way allocation strategy. On the one hand, it helps to allocate the right-of-way based on dynamic data such as vehicle driving information included in the vehicle data, and effectively avoids the need for fixed allocation based on experience. On the other hand, an appropriate right-of-way allocation strategy can be determined in combination with the priority information to further improve the distribution effect of the right-of-way allocation; While the data integrity of the allocation strategy can be reduced, the number of sources of these data can be reduced, and the convenience of data acquisition can be improved.

Optionally, in step 101, acquiring vehicle data sent by the vehicle includes:

The vehicle data sent by the vehicle is obtained through at least one of the following communication methods: Dedicated Short Range Communication (DSRC), Long Term Evolution-Vehicle (LTE-V), New Radio Vehicle Networking ( New Radio Access technology Vehicle-to-Everything, NR-V2X), Cellular Vehicle-to-Everything (C-V2X).

Specifically, the vehicle may communicate with the RSU for running the right-of-way allocating method provided in this embodiment through the above-mentioned OBU, and both of them may support any one or any of the above several communication protocols. Among them, for the above-mentioned NR-V2X, it can be considered as the application of the fifth generation mobile communication technology (5th generation mobile networks, 5G) in the Internet of Vehicles.

It is easy to understand that, based on the above communication protocol, OBU and RSU can communicate within a long distance, such as within a distance of 1km; ) for comparison, on the one hand, due to the short RFID communication distance, when the vehicle's right of way is allocated in this way, it may be necessary to set up an RFID base station equipment above each lane, resulting in a large number of equipment installations and a higher cost; On the other hand, RFID is based on near field communication technology, which has a short recognition distance and can only identify the vehicle type at the fixed point of the intersection, but cannot obtain information such as the dynamic position of the vehicle, which leads to the waste of the right of way allocation mentioned in the background art. The problem.

In this embodiment, the above-mentioned communication protocol is used to ensure that highly reliable and low-latency vehicle data is sent between the OBU and the RSU, and the specific content of the vehicle data can be more diverse. In addition, the vehicle information can be obtained outside the line of sight , so as to provide sufficient time for the right-of-way allocation at the intersection and improve the efficiency of traffic at the intersection; at the same time, the RSU can obtain vehicle data without relying on sensors such as visual sensors. The above-mentioned right-of-way allocation method can be independent of the weather. Realize all-weather right-of-way allocation.

Optionally, the vehicle driving information is obtained by the vehicle through a high-precision positioning module.

In order to facilitate the understanding of the specific acquisition process of the vehicle's driving information by the vehicle, it can be considered that the vehicle includes an OBU and various functional modules communicatively connected to the OBU, wherein the high-precision positioning module is a type of functional module.

The high-precision positioning module can be used to collect vehicle location, vehicle speed, acceleration, heading angle information, and vehicle driving information such as the lane information used to calculate the vehicle. It is easy to understand that for the high-precision positioning module, these vehicle driving information are relatively conventional data that can be obtained, and the difficulty of data acquisition is relatively low and the accuracy is relatively high. In the technology, the way of acquiring vehicle driving information based on RFID base station equipment can effectively ensure the efficiency and accuracy of vehicle driving information acquisition.

In an example, the vehicle driving information can also be acquired through a mobile terminal that is communicatively connected to the OBU. For example, the vehicle driving information may include driving path information, and the OBU reserves a software interface to obtain the driving path information of the vehicle through external input. Of course, in practical applications, when the vehicle-mounted terminal of the vehicle itself has a navigation application, the vehicle driving information can also be obtained from the vehicle-mounted terminal. Of course, in some feasible implementations, vehicle driving information such as vehicle speed, acceleration, etc., may also be acquired based on sensors on the vehicle.

Optionally, the priority information includes at least one of the following: vehicle identity information, vehicle occupancy information, and vehicle delay information.

The vehicle identity information may be at least one item of information such as vehicle type, license plate number, electronic identity information, and ETC information. Taking the vehicle type as an example, the vehicle type can refer to which type of vehicle is the fire truck, ambulance, bus, muck truck, etc. In combination with some application scenarios, fire trucks and ambulances may require absolute priority of way; Buses can alleviate the problem of traffic congestion and can provide buses with a higher right of way; muck trucks may need to restrict their right of way in certain areas because they are likely to cause serious traffic accidents. It can be seen that the priority level of the vehicle is determined based on the vehicle identity information, which can better meet the needs of the right-of-way allocation in conventional situations.

As some preferred implementations, the information on the number of passengers on the vehicle or the information on the delay time of the vehicle can be used as the priority information. For example, during non-rush hours, the number of passengers on buses, trams and other passenger vehicles is small, which can be relatively reduced. The priority level of the vehicle; for another example, when the vehicle is late, the priority level of the vehicle can be relatively increased.

In one example, the above OBU can obtain the real-time number of passengers of the current vehicle, that is, the information on the number of passengers in the vehicle, by communicating with the occupancy detection device; the OBU can also reserve a software interface to obtain information on the delay of the vehicle.

The vehicle driving information includes vehicle location information, vehicle motion information, and vehicle path information;

As shown in FIG. 2, the step 102, according to the priority information and the vehicle driving information, determines the right-of-way allocation strategy and the target control terminal, including:

Step 201, in the case that the priority level information satisfies a preset condition, determine a target control terminal and terminal location information associated with the target control terminal according to the vehicle path information;

Step 202: Determine vehicle terminal distance information according to the terminal location information and the vehicle location information;

Step 203: Determine vehicle arrival time information according to the vehicle terminal distance information and the vehicle motion information;

Step 204: Determine a right-of-way allocation strategy according to the vehicle arrival time information.

For the above-mentioned target control terminal, it may refer to the control terminal of traffic facilities such as traffic lights, upgraded road poles, etc., and the terminal position information associated with the target control terminal may refer to the position information of traffic facilities or the position information of intersection stop lines, etc. .

Whether the priority level information satisfies the preset conditions can be determined based on the vehicle identity information to determine whether the vehicle type belongs to the preset vehicle type, or based on the vehicle occupancy information to determine whether the vehicle occupancy exceeds a preset value, etc., which can be determined according to actual needs. Make settings.

Take a fire truck going straight through a traffic light intersection as an example, the traffic light intersection can be determined based on the vehicle path information sent by the fire truck; both terminal location information and vehicle location information can be represented by location coordinates. The position coordinates are (x ₁ , y ₁ ), and the coordinates of the intersection stop line are (x ₂ , y ₂ ), then the above-mentioned vehicle terminal distance information corresponds to the distance L between the fire truck and the intersection stop line:

The vehicle motion information can include the current vehicle speed v and the current vehicle acceleration a, and the vehicle arrival time information can be determined according to the following formula, that is, the arrival time t of the above-mentioned fire truck:

(v+v+at)t/2=L

When the arrival time of the fire truck is calculated, the right-of-way allocation strategy can be determined. For example, a traffic light cycle in advance is to set the signal light in the direction the fire truck is about to travel to as a green light to ensure that no vehicle ahead affects the fire truck when the fire truck passes through the intersection. through the intersection.

Of course, the above-mentioned right-of-way allocation strategy may also be green light extension, red light cutoff, phase insertion, etc., which may be determined according to actual needs.

Based on the above-mentioned right-of-way allocation strategy, this embodiment can dynamically obtain the time from the vehicle to a terminal such as a traffic light based on vehicle driving information, and determine a corresponding right-of-way allocation strategy, thereby effectively avoiding the waste of right-of-way allocation.

Optionally, in step 204, determining a right-of-way allocation strategy according to the vehicle arrival time information, including:

obtaining the running status information of the target control terminal;

A right-of-way allocation strategy is determined according to the operating state information and the vehicle arrival time information.

Also in combination with the application scenario of a vehicle passing through a traffic light intersection, in this embodiment, the running status information of the traffic light, such as the current signal light status of the traffic light, countdown time, etc., is further considered to determine the right-of-way allocation strategy.

For example, when a bus may pass through a traffic light intersection in about 10s, and the signal light at this intersection in the direction of the bus travels from green to yellow or red after 5s, at this time, you can combine 10s and The two time values of 5s are used to determine a right-of-way allocation strategy that extends the green time of the traffic light by 6s; for another example, a traffic light intersection is a simple two-phase control, when a bus may turn left at the intersection after 10s , and the signal light in the direction of the bus at this intersection jumps from the green light to the yellow light or the red light after 5s, according to the two time values of 10s and 5s, determine a right-of-way allocation strategy that inserts the left-turn phase .

It can be seen from the above examples that this embodiment determines the right-of-way allocation strategy according to the operating state information of the target control terminal and the vehicle arrival time information, and can perform a more reasonable right-of-way allocation according to the actual scene to improve the right-of-way allocation effect.

Optionally, after the right-of-way allocation strategy is determined, the right-of-way allocation strategy may be further sent to the vehicle.

Combined with an application scenario, by sending the right-of-way allocation strategy to the vehicle, the driver can be reminded that the vehicle has the right of way, and can pass the traffic light intersection before the signal light in the driving direction turns red, without slowing down to wait for the next one. The green light cycle ensures that the right-of-way allocation can be effectively used.

Further optionally, since the vehicle can send the vehicle location information to the RSU, after it is determined that a vehicle with priority right of way passes through a certain intersection according to the vehicle location information, the traffic lights at the intersection can be restored to normal operation.

Optionally, after the priority level of the vehicle is determined according to the priority level information, the method further includes:

determining a driving standard corresponding to the vehicle according to the priority level;

Taking the muck truck as an example, the priority level of the muck truck is low. According to its priority level, the driving standard of the muck truck is determined as only entering the urban road from 22:00 at night to 7:00 the next day. When a muck truck enters the urban road at 12:00 during the day, the vehicle driving message sent to the RSU is characterized as being located on the urban road at 12:00 during the day. At this time, the vehicle driving message does not meet the corresponding requirements of the muck truck. Driving standards, and then the driving information of the vehicle can be sent to the supervision platform for violation monitoring as the basis for punishment.

Of course, the RSU obtains the vehicle identity information of the vehicle and sends it to the supervision platform at the same time.

Combining the above examples, it can be seen that by determining the driving standard corresponding to the vehicle according to the priority level, and comparing the driving information of the vehicle with the driving standard, it is helpful to realize the supervision of vehicle violation incidents and reduce the work intensity of the supervisors. Reduce the number of on-site inspections.

Optionally, in step 101, after acquiring vehicle data sent by the vehicle, the method further includes:

Determine whether the vehicle data has abnormal data;

In the case of abnormal data in the vehicle data, determining a target supervision terminal according to the abnormal data;

Send the abnormal data to the target supervision terminal.

As mentioned above, the vehicle can include the OBU, and the OBU can communicate with various functional modules; for example, the OBU obtains the driver's fatigue level by communicating with the driver status monitoring system; the OBU can reserve a software interface to receive other external devices Obtain the driving intention information of the vehicle or obtain the driving intention information of the vehicle with the in-vehicle intelligent driving assistance device; OBU can also reserve a software interface to obtain the abnormal state of the vehicle detected by other devices.

In other words, the vehicle data may include state data such as vehicle abnormal operation state data, driver abnormal state data, etc.; taking a bus as an example, if the above state data includes abnormal data, for example, the bus is in an abnormal state or driving. The abnormal data is sent to the bus monitoring terminal, which is convenient for the regulatory agency to supervise the operation of the bus and improve the safety of the bus operation.

Of course, in some applications, the vehicle may not be limited to the bus, and the target monitoring terminal can also be determined according to the actual situation. Supervision terminal, etc.

In practical applications, the abnormal data can also carry the vehicle identity information of the vehicle and be sent to the target supervision terminal at the same time.

As shown in FIG. 3 , an embodiment of the present application also provides a right-of-way supervision method, including:

Step 301, acquiring vehicle data sent by the vehicle, where the vehicle data includes priority information and vehicle driving information;

Step 302, according to the priority information, determine the driving standard corresponding to the vehicle;

Step 303, in the case that the vehicle driving information does not meet the driving standard, send the vehicle driving information to a preset supervision platform.

The right-of-way supervision method provided by this implementation may be applied in the RSU, and correspondingly, for the vehicle, it may communicate with the above-mentioned RSU through the OBU or the like.

The received vehicle data can be divided into priority level information and vehicle driving information according to the purpose. The priority level information can be used to determine the priority level of the vehicle, and the vehicle driving information can be used to determine the driving state of the vehicle. Of course, vehicle data can also include more types of information according to usage, and the same vehicle data can also be used for different purposes.

Combined with an application scenario, the vehicle identity information in the vehicle data can be used as priority information. When the vehicle identity information indicates that the vehicle is a special vehicle such as an ambulance, a fire truck or a police car, a vehicle can be determined based on the priority information. A higher priority level; for another example, the vehicle position, speed, route, etc. in the vehicle data can be used as vehicle driving information.

In contrast, the existing right-of-way supervision methods usually include: setting up cameras at intersections to photograph vehicles to obtain information such as license plate numbers or vehicle types to further determine whether vehicles are illegally driving on roads without right-of-way; According to the image data, it can be judged whether the private car is entering the bus lane and so on. On the one hand, the above supervision methods have a limited monitoring scope and need to configure a large number of sensing devices. On the other hand, they are greatly affected by climatic conditions.

However, in this embodiment, the vehicle data used for right-of-way supervision is obtained from the vehicle, and based on the priority information of the vehicle, the driving standard of the vehicle can be directly determined, for example, whether it can enter a specific road or lane; combined with the vehicle driving information , such as vehicle location information, etc., it can be judged whether the vehicle driving information meets the driving standard, and when the driving standard is not met, the vehicle driving information can be sent to a preset supervision platform, so as to complete the supervision of the right of way. On the one hand, the embodiment of the present application can realize the supervision of the right of way in a large range based on dynamic information such as vehicle position information in the vehicle data, and only one RSU needs to be deployed at the intersection, reducing the number of roadside monitoring devices, on the other hand , can not be affected by the weather, and can monitor the right of way around the clock.

In an example, in step 301, acquiring vehicle data sent by the vehicle includes:

Obtain vehicle data sent by the vehicle through at least one of the following communication methods: DSRC, LTE-V, NR-V2X, and C-V2X.

The above-mentioned right-of-way allocation method and right-of-way supervision method are described below with reference to some specific application examples.

Referring to Figure 4, Figure 4 shows the overall topology diagram of the vehicle and the RSU and other road test equipment, wherein the vehicle includes an OBU, and the OBU is communicatively connected to a high-precision positioning device, a passenger number detection device, an intelligent driving assistance device, and an in-vehicle display terminal. , The drive test equipment includes RSU, signal controller and traffic lights. In addition, RSU is also connected to the cloud platform.

Specifically, the OBU has the characteristics of high reliability and low latency communication, and supports one of DSRC, LTE-V, 5G (NR-V2X), and C-V2X, or supports multiple communication methods at the same time. OBU has built-in priority protocol software, which can exchange information with RSU. The RSU has CAN interface, RS422/RS485 interface, and Ethernet interface to obtain high-precision positioning information from the high-precision positioning module. OBU has built-in software encryption or hardware encryption. On the one hand, it supports encrypting the sent information to prevent the information from being cracked; on the other hand, it can decrypt the received information, so as to avoid being misled by false information.

High-precision positioning equipment can obtain positioning accuracy up to centimeter level, and supports sending high-precision positioning information to RSU through CAN interface, RS422/RS485 interface, and Ethernet interface.

The number of passengers detection equipment can detect the passengers in the vehicle, and has one or more of CAN interface, RS422/RS485 interface, and Ethernet interface. The occupancy detection device is equipped with software to detect the on-board personnel and can send the result of the detected number of people to other on-board devices through a communication protocol.

The vehicle-mounted display terminal can display the light status and countdown information of the traffic lights at the intersection, the navigation path of the vehicle on the map, and the result information of the right-of-way allocation. If the vehicle has station information, such as bus, BRT, trolleybus, etc., it can display basic station information, information of the next station expected to arrive, and arrival time. The in-vehicle display terminal supports the CAN interface, RS422/RS485 interface, and Ethernet interface to receive the information that other in-vehicle devices need to display.

The intelligent driving assistance device can realize the vehicle's surround view function, blind spot detection function, high-level assisted driving, and driver status monitoring functions.

RSU also has the characteristics of high reliability and low latency communication, and supports one of DSRC, LTE-V, 5G (NR-V2X), and C-V2X or supports multiple communication methods at the same time. RSU has built-in priority protocol software, as well as communication protocol software with the signal controller. The roadside unit RSU has built-in software encryption or hardware encryption. On the one hand, it supports the encryption of the sent information to prevent the information from being cracked; on the other hand, it can decrypt the received information, so as to avoid being misled by false information. The RSU has protocol software for communicating with the cloud, and can send the acquired RSU communication content and the communication content with the signal controller to the cloud platform.

The signal controller has an interface capable of communicating with the RSU, including one or more of RS422/R485 and Ethernet interfaces. On the one hand, the signal controller supports the communication protocol and can parse the signal light adjustment strategy of the RSU. On the other hand, it can send the current traffic light color and countdown information to the RSU through the communication protocol.

The content of the communication protocol between OBU and RSU contains the following types of information:

(1) The basic information of the vehicle includes the position of the vehicle, the distance to the intersection, the lane where the vehicle is currently located, and the driving path of the vehicle;

(2) The motion state information of the vehicle includes the speed, acceleration, and heading angle of the vehicle;

(3) Priority information of vehicles. The grades of fire trucks, ambulances, police cars, buses, hazardous chemicals transport vehicles, trucks, taxis, muck trucks, school buses, and sanitation vehicles are set according to the actual situation;

(4) The internal state information of the vehicle includes the number of passengers in the vehicle, the type of cargo carried by the vehicle, and the fatigue level of the vehicle driver;

(5) Vehicle driving intention information includes vehicle driving intention (go straight, left turn, right turn, U-turn, lane change), vehicle delay information (early arrival, punctual arrival, late arrival), vehicle abnormal information (lane departure from normal driving) driveway, vehicle in the wrong direction, running into the sidewalk, falling into a lake);

(6) Vehicle identity information includes vehicle license plate, electronic identity information, and ETC information;

(7) Traffic light and signal priority information includes traffic light status and countdown information, signal priority result and priority duration information.

The OBU communicates with the high-precision positioning module to obtain the position of the vehicle and the information of the lane where the vehicle is located. The OBU reserves a software interface that can obtain the driving path information of the vehicle through external input, such as Baidu Navigation and AutoNavi Navigation software on the mobile phone, and then send it to the OBU.

The OBU communicates with the high-precision positioning module to obtain the speed, acceleration, and heading angle information of the vehicle.

The OBU reserves a software interface to receive the vehicle priority level customized by the external vehicle priority level software module.

The OBU obtains the real-time number of passengers in the current vehicle by communicating with the passenger number detection device. The OBU obtains the driver's fatigue level by communicating with the driver status monitoring system. The OBU can reserve a software interface to receive the driving intention information of the vehicle obtained by other external devices or obtain the driving intention information of the vehicle with the in-vehicle intelligent driving assistance device.

The OBU reserves the software interface to obtain the abnormal state of the vehicle detected by other devices. The OBU reserves the software interface to obtain the morning and evening information of the vehicle.

The RSU can obtain the current traffic light status and countdown information by communicating with the signal controller, and at the same time, the RSU obtains the vehicle information (information (1) to (6) in the aforementioned information) and finally generates a priority strategy, and the final priority strategy and the priority duration are sent to the RSU.

RSU has built-in absolute priority right of way assignment software, relative priority right of way assignment software, abnormal vehicle behavior monitoring and reporting software, and vehicle illegal driving monitoring and reporting software.

The following describes the right-of-way allocation and supervision method with three specific application examples:

Specific application example 1 Assignment of absolute priority right of way for fire trucks

Fire trucks are equipped with vehicle-road coordination vehicle-mounted units, vehicle-mounted display terminals, and high-precision positioning equipment. Vehicle-road coordination roadside units, signal controllers, and traffic lights are installed on the roadside. The on-board unit of the fire truck can obtain the map from the starting point to the fire destination through the software interface. According to the navigation, the driving path of the fire truck can be set. The vehicle-mounted unit sets its priority to the highest priority according to the type of fire truck. When the fire truck drives to the intersection (up to 1km), the on-board unit of the fire truck obtains the current location, speed, acceleration information, priority information, driving path, and the vehicle's driving intention (straight, Turn left, turn right), and communicate with the roadside unit through one or more of the following communication methods: DSRC, LTE-V, 5G (NR-V2X), and C-V2X.

The roadside unit calculates the distance of the current fire truck from the intersection stop line by the following formula:

(x ₁ , y ₁ ) in the formula represents the position coordinates of the current fire truck, and (x ₂ , y ₂ ) represents the position coordinates of the current intersection stop line.

By solving the following equations, the estimated time for the fire truck to arrive at the intersection is continuously solved,

(v+v+at)t/2=L(1-2)

In the formula, v is the speed of the current vehicle, a is the acceleration of the current vehicle, and t is the estimated time to reach the intersection.

According to the calculated arrival time of the fire truck and the path of the fire truck, the roadside unit sets the signal light in the direction of the fire truck to green for a traffic light cycle to ensure that there is no vehicle ahead when the fire truck passes through the intersection. . When the roadside unit judges that it has passed the intersection of the signal light according to the position of the fire truck received, it will resume the normal operation of the traffic light.

Through the implementation of this specific application example, it can be ensured that the fire truck passes through the signal light intersection at the fastest speed, and the absolute priority right of way of the fire truck is ensured. This implementation method is also applicable to ambulances, police cars performing special duty missions, etc.

Specific application example 2 The relative priority allocation of the right of way of the bus

The buses are equipped with vehicle-road coordination on-board units, on-board display terminals, high-precision positioning equipment, passenger count detection equipment, and intelligent driving assistance equipment. Vehicle-road coordination roadside units, signal controllers, and traffic lights are installed on the roadside. The on-board unit of the bus can obtain the driving route of the bus through the software interface. The on-board unit is set to a higher priority level according to the priority level of the bus. The on-board unit can obtain the actual number of passengers carried by the current bus according to the number of passengers detection equipment. When the bus travels to the intersection (up to 1km), the on-board unit of the bus obtains the current bus position, speed, acceleration information, priority information, travel path, and the number of passengers carried by the bus through the high-precision positioning device. Fatigue level of bus driver, bus morning and evening information, bus license plate, bus electronic identity, and through one of the following communication methods (DSRC, LTE-V, 5G (NR-V2X), C-V2X) or A variety of communications with roadside units.

The roadside unit can also calculate the estimated time for the bus to reach the intersection through formulas (1-1) and (1-2). The roadside unit determines which method to use according to the number of passengers on board, the information of the morning and evening of the bus, and the current status of traffic lights. The priority strategy (green light extension, red light truncation, phase insertion) and the priority duration of the corresponding strategy, the roadside unit transmits this information through one of the communication methods (DSRC, LTE-V, 5G (NR-V2X), C-V2X) One or more types are sent to the on-board unit of the bus, and the priority policy and priority duration are displayed on the on-board unit of the bus.

In addition, the roadside unit can obtain the abnormal information of the vehicle and the fatigue level of the driver. When the RSU receives the information and determines that the bus is in an abnormal state or the driver is driving fatigued, the position, speed, license plate, electronic identity of the bus Upload it to the supervision platform, which is convenient for the supervision agency to supervise the operation of the bus and improve the safety of the bus operation.

Specific application example 3 Monitoring of illegal behavior of muck trucks

The muck truck is equipped with vehicle-road coordination vehicle-mounted unit, vehicle-mounted display terminal, high-precision positioning equipment, and intelligent driving assistance equipment. The on-board unit is set to a low priority level according to the priority level of the bus. Vehicles with this priority can only enter the urban area from 22:00 at night to 7:00 the next day.

The on-board unit continuously transmits the vehicle's license plate information, electronic identity information, location, speed, and vehicle type through one or more of the following communication methods (DSRC, LTE-V, 5G (NR-V2X), C-V2X). The roadside unit receives and judges whether the car enters the urban area at the specified time according to the received information. If the car enters the urban area at the time of violation, the roadside unit records the information of the car (license plate information, electronic identity information, location, The vehicle type) is uploaded to the cloud platform as the basis for punishment. At the same time, the roadside unit sends the violation information to the on-board unit of the muck truck, and the on-board unit reminds the driver of the violation through the on-board display terminal.

The implementation of this specific application example can ensure the realization of all-weather supervision of the muck truck, avoid the defect of being affected by weather and light when using a camera for supervision, and do not need the traffic police to go to the road to investigate whether the muck truck is illegally operating in the urban area. The implementation method is also applicable to scenarios where ordinary cars are restricted from driving with odd and even numbers, and dangerous chemicals transport vehicles are restricted from entering urban areas during special urban periods.

Combining the above specific application examples, it can be seen that in the method for assigning and supervising the right of way provided by the embodiment of the present application, highly reliable and low-latency vehicle basic information, vehicle interior information, vehicle type information, and vehicle intent are sent between the vehicle and the roadside. Information, vehicle identity information, traffic light information and priority information, to achieve road rights allocation and vehicle supervision for various types of vehicles; All-weather supervision of vehicles and roads can be achieved, and event information of abnormal vehicles and vehicle violations can be sent to the supervision cloud platform, reducing the work intensity of supervisors and the number of on-site inspections; the information of vehicles can be obtained outside the line of sight, so as to provide road traffic for intersections. Right allocation provides sufficient time to improve the efficiency of traffic at intersections; at the same time, this method is not affected by weather, and can realize all-weather allocation of road rights.

As shown in FIG. 5 , an embodiment of the present application also provides a right-of-way assigning device, including:

The first acquisition module 501 is configured to acquire vehicle data sent by the vehicle, where the vehicle data includes priority information and vehicle driving information;

a first determining module 502, configured to determine a right-of-way allocation strategy and a target control terminal according to the priority level information and the vehicle driving information;

The first sending module 503 is configured to send the way-right allocation strategy to the target control terminal.

Optionally, the first obtaining module 501 is specifically configured to obtain vehicle data DSRC, LTE-V, NR-V2X, and C-V2X sent by the vehicle through at least one of the following communication methods.

Optionally, the vehicle driving information includes vehicle location information, vehicle motion information, and vehicle path information;

The first determining module 502 includes:

a first determining unit, configured to determine a target control terminal and terminal location information associated with the target control terminal according to the vehicle path information when the priority level information satisfies a preset condition;

a second determining unit, configured to determine vehicle terminal distance information according to the terminal location information and the vehicle location information;

a third determining unit, configured to determine vehicle arrival time information according to the vehicle terminal distance information and the vehicle motion information;

The fourth determining unit is configured to determine a right-of-way allocation strategy according to the vehicle arrival time information.

Optionally, the fourth determining unit includes:

an acquisition subunit for acquiring the running status information of the target control terminal;

A determination subunit, configured to determine a right-of-way allocation strategy according to the operating state information and the vehicle arrival time information.

Optionally, the right-of-way allocating device further includes:

a third determining module, configured to determine the driving standard corresponding to the vehicle according to the priority level;

The third sending module is configured to send the vehicle driving information to a preset supervision platform when the vehicle driving information does not meet the driving standard.

Optionally, the right-of-way allocating device further includes:

a judgment module for judging whether the vehicle data has abnormal data;

a fourth determining module, configured to determine a target supervision terminal according to the abnormal data when the vehicle data has abnormal data;

The fourth sending module is configured to send the abnormal data to the target supervision terminal.

Optionally, the right-of-way allocating device further includes:

A fifth sending module, configured to send the right-of-way allocation strategy to the vehicle.

It should be noted that the device for allocating the right of way is an electronic device corresponding to the above-mentioned method for allocating the right of way. All the implementations in the above method embodiments are applicable to the embodiments of the device, and the same technical effect can also be achieved.

As shown in FIG. 6 , an embodiment of the present application also provides a right-of-way supervision device, including:

The second acquiring module 601 is configured to acquire vehicle data sent by the vehicle, where the vehicle data includes priority information and vehicle driving information;

A second determining module 602, configured to determine the driving standard corresponding to the vehicle according to the priority information;

The second sending module 603 is configured to send the vehicle driving information to a preset supervision platform when the vehicle driving information does not meet the driving standard.

Optionally, the second obtaining module 601 is specifically configured to obtain vehicle data sent by the vehicle through at least one of the following communication methods: DSRC, LTE-V, NR-V2X, and C-V2X.

It should be noted that the right-of-way monitoring device is an electronic device corresponding to the above-mentioned right-of-way monitoring method, and all implementations in the above method embodiments are applicable to the embodiments of the device, and the same technical effect can also be achieved.

Optionally, an embodiment of the present application further provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, where the processor executes the computer program At the same time, the above-mentioned right-of-way allocation method or the above-mentioned right-of-way supervision method is realized.

Optionally, an embodiment of the present application further provides a computer-readable storage medium, where the computer-readable storage medium stores a computer program, and when the computer program is executed by the processor, the above-mentioned method for allocating the right of way or the above-mentioned method is implemented. method of right-of-way regulation.

The above-mentioned embodiments are only used to illustrate the technical solutions of the present application, but not to limit them; although the present application has been described in detail with reference to the above-mentioned embodiments, those of ordinary skill in the art should understand that: it can still be used for the above-mentioned implementations. The technical solutions described in the examples are modified, or some technical features thereof are equivalently replaced; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions in the embodiments of the application, and should be included in the within the scope of protection of this application.

Claims

A method of allocating right of way, comprising:

Obtain vehicle data sent by the vehicle, where the vehicle data includes priority information and vehicle driving information;

Determine the right-of-way allocation strategy and target control terminal according to the priority information and the vehicle driving information;

Sending the right-of-way allocation strategy to the target control terminal.
The method according to claim 1, wherein the vehicle driving information is obtained by the vehicle through a high-precision positioning module.
The method according to claim 1, wherein the priority information includes at least one of the following: vehicle identity information, vehicle occupancy information, and vehicle delay information.
The method of claim 1, wherein the vehicle driving information includes vehicle location information, vehicle motion information, and vehicle path information;

The determining of the right-of-way allocation strategy and the target control terminal according to the priority information and the vehicle driving information includes:

In the case that the priority level information satisfies a preset condition, determining a target control terminal and terminal location information associated with the target control terminal according to the vehicle path information;

Determine vehicle terminal distance information according to the terminal location information and the vehicle location information;

Determine vehicle arrival time information according to the vehicle terminal distance information and the vehicle motion information;

A right-of-way allocation strategy is determined according to the vehicle arrival time information.
The method according to claim 4, wherein the determining a right-of-way allocation strategy according to the vehicle arrival time information comprises:

obtaining the running status information of the target control terminal;

A right-of-way allocation strategy is determined according to the operating state information and the vehicle arrival time information.
The method according to claim 1, wherein after determining the priority level of the vehicle according to the priority level information, the method further comprises:

determining a driving standard corresponding to the vehicle according to the priority level;

In the case that the vehicle driving information does not meet the driving standard, the vehicle driving information is sent to a preset supervision platform.
The method according to claim 1, wherein after acquiring the vehicle data sent by the vehicle, the method further comprises:

Determine whether the vehicle data has abnormal data;

In the case of abnormal data in the vehicle data, determining a target supervision terminal according to the abnormal data;

Send the abnormal data to the target supervision terminal.
The method according to claim 1, wherein after determining the right-of-way allocation strategy and the target control terminal according to the priority information and the vehicle driving information, the method further comprises:

The right-of-way allocation strategy is sent to the vehicle.
A method of right-of-way supervision comprising:

Obtain vehicle data sent by the vehicle, where the vehicle data includes priority information and vehicle driving information;

determining a driving standard corresponding to the vehicle according to the priority information;

In the case that the vehicle driving information does not meet the driving standard, the vehicle driving information is sent to a preset supervision platform.
A right-of-way allocating device, comprising:

a first acquisition module, configured to acquire vehicle data sent by the vehicle, where the vehicle data includes priority information and vehicle driving information;

a first determining module, configured to determine a right-of-way allocation strategy and a target control terminal according to the priority information and the vehicle driving information;

A first sending module, configured to send the way-right allocation strategy to the target control terminal.
A right-of-way monitoring device, comprising:

a second acquiring module, configured to acquire vehicle data sent by the vehicle, where the vehicle data includes priority information and vehicle driving information;

a second determining module, configured to determine the driving standard corresponding to the vehicle according to the priority information;

The second sending module is configured to send the vehicle driving information to a preset supervision platform when the vehicle driving information does not meet the driving standard.
An electronic device, comprising a memory, a processor and a computer program stored in the memory and executable on the processor, when the processor executes the computer program, any one of claims 1 to 8 is implemented The method or the method as claimed in claim 9 is implemented.
A computer-readable storage medium, which stores a computer program, and when the computer program is executed by a processor, implements the method as claimed in any one of claims 1 to 8 or implements the method as claimed in claim 9 method described.