WO2022105797A1

WO2022105797A1 - Intersection traffic coordination method and apparatus

Info

Publication number: WO2022105797A1
Application number: PCT/CN2021/131208
Authority: WO
Inventors: 张长隆; 付沛沛; 戴金钢
Original assignee: 长沙智能驾驶研究院有限公司
Priority date: 2020-11-17
Filing date: 2021-11-17
Publication date: 2022-05-27
Also published as: CN114512007B; CN114512007A

Abstract

An intersection traffic coordination method and apparatus, an edge computing device (11), and a storage medium. The method comprises: acquiring vehicle information of respective vehicles (20) (S401); determining, on the basis of the vehicle information, a lane in which each vehicle (20) is located (S402); calculating, on the basis of the vehicle information, a stop-line relative distance between each vehicle (20) and a stop line of the lane thereof (S403); determining, on the basis of the stop-line relative distance, an arrival time length for each vehicle (20) to arrive at the stop line corresponding thereto (S404); determining, on the basis of the arrival time length of each vehicle (20), a priority level of each vehicle (20) (S405); determining, on the basis of the priority levels of the respective vehicles (20) and the stop-line relative distances corresponding to the respective vehicles (20), a vehicle having the right of way (S406); and sending, to the vehicle having the right of way, right-of-way information used to indicate allowance of intersection passage (S407). The invention achieves accurate determination of right-of-way information, and improves the passing efficiency of vehicles at an intersection.

Description

Intersection traffic coordination method and device

technical field

The present application relates to the technical field of intelligent networking, and in particular, to a method, device, edge computing device and storage medium for traffic coordination at an intersection.

Background technique

The ability of the intersection to divert traffic flow directly affects the overall traffic efficiency of the road. The operation of the traffic flow at the intersection without traffic lights generally does not take other management measures except the basic road traffic safety law. Therefore, the orderly passage of vehicles is at the intersection. often become disordered. Through the use of vehicle-road coordination technology, it can effectively help the intersection to reduce the accident rate and improve the traffic efficiency. However, the traditional traffic coordination scheme at intersections still has the problem of low traffic efficiency.

SUMMARY OF THE INVENTION

Based on this, it is necessary to provide an intersection traffic coordination method, device, edge computing device and storage medium that can improve the vehicle traffic efficiency at the intersection in response to the above technical problems.

A method for coordinating traffic at an intersection, the method includes:

Obtain vehicle information of each vehicle;

determining the lane where each of the vehicles is located based on the vehicle information;

Based on the vehicle information, calculate the relative distance of the stop line between each of the vehicles and the stop line of the lane where they are located;

Based on the relative distance of the stop line, determining the arrival time length of each of the vehicles to the corresponding stop line;

determining a priority of each of the vehicles based on the arrival time of each of the vehicles;

determining a right-of-way vehicle based on the priority of each of the vehicles and the relative distance to the stop line corresponding to each of the vehicles;

Sending right-of-way information to the right-of-way vehicle to allow passage of the intersection.

In one embodiment, the vehicle information includes vehicle position information and vehicle heading angle; calculating the relative distance between the vehicle and the exit of the intersection in the lane where the vehicle is located includes:

Based on the pre-stored intersection map information, obtain the intersection exit position information of the intersection exit corresponding to the lane;

converting the vehicle heading angle to an angle;

The exit relative distance is calculated based on the vehicle position information, the angle, and the intersection exit position information.

In one embodiment, the vehicle position information includes vehicle coordinates of a first coordinate axis of the vehicle on a first coordinate axis of a predetermined coordinate system, and vehicle coordinates of a second coordinate axis of a second coordinate axis of the predetermined coordinate system, and the The location information of the intersection exit includes: the exit coordinates of the intersection exit on the first coordinate axis on the first coordinate axis, and the exit coordinates on the second coordinate axis on the second coordinate axis;

The relative distance of the exit is the product of the difference between the exit coordinates of the first coordinate axis and the vehicle coordinates of the first coordinate axis and the cosine value of the angle, and the exit coordinates of the second coordinate axis and the first coordinate axis. The sum of the product of the difference between the vehicle coordinates of the two coordinate axes and the sine of the angle.

A traffic coordination device at an intersection, the device includes:

Vehicle information acquisition module to acquire vehicle information of each vehicle;

a lane determination module, which determines the lane where each vehicle is located based on the vehicle information;

A stop line relative distance determination module, based on the vehicle information, calculates the stop line relative distance between each of the vehicles and the stop line of the lane in which they are located;

an arrival time determination module, based on the relative distance of the stop line, to determine the arrival time of each of the vehicles to the corresponding stop line;

a priority determination module, which determines the priority of each of the vehicles based on the arrival time of each of the vehicles;

a right-of-way determination module, which determines a vehicle with the right-of-way based on the priority of each of the vehicles and the relative distance of the stop line corresponding to each of the vehicles;

The right-of-way issuing module sends the right-of-way information that is allowed to pass through the intersection to the vehicle with the right-of-way.

An edge computing device includes a memory and a processor, the memory stores a computer program, and the processor implements the steps of the above method when executing the computer program.

A computer-readable storage medium having stored thereon a computer program that, when executed by a processor, implements the steps of the method as described above.

A traffic coordination system at an intersection, comprising: a roadside unit, a detection device, and an edge computing device to be arranged on the roadside of the intersection;

The roadside unit receives the vehicle information transmitted by the vehicle mounted with the vehicle-mounted unit through the vehicle-mounted unit, and transmits the received vehicle information to the edge computing device;

The detection device is used to sense vehicle position information of a vehicle, where the vehicle includes a vehicle without an on-board unit;

The edge computing device is used for receiving the vehicle information transmitted by the vehicle without the vehicle-mounted unit through the mobile communication network, and is also used for executing the steps of the above-mentioned method.

The above-mentioned intersection traffic coordination method, device, edge computing device and storage medium determine the lane where the vehicle is located based on the vehicle information of each vehicle, and determine the relative distance between the vehicle and the stop line of the stop line in the lane where the vehicle is located. According to the arrival time of the line, the priority of each vehicle is determined, and the priority of each vehicle and the relative distance of the stop line are combined to determine the vehicle with the right of way and issue the right of way information, so that the priority determined based on the arrival time is combined with The relative distance at the stop of the stop line is used to determine whether the vehicle is a vehicle with the right of way, and whether it is passable or not, so that the determination of the right-of-way information is more accurate and helps to improve the passing efficiency of the intersection.

Description of drawings

FIG. 1 is an application environment diagram of the solution of the embodiment of the present application in one embodiment;

FIG. 2 is a schematic diagram of an interaction principle with a vehicle with an on-board unit in one embodiment;

FIG. 3 is a schematic diagram of an interaction principle with a vehicle without an on-board unit in one embodiment;

4 is a schematic flowchart of a method for coordinating traffic at an intersection in one embodiment;

FIG. 5 is a schematic diagram of the principle of determining the position of leaving the intersection in one embodiment;

6 is a schematic diagram of determining a left-turn distance of a vehicle in one embodiment;

FIG. 7 is a schematic diagram of determination of intersection phase in one embodiment;

8 is a schematic flowchart of a traffic coordination method in a specific example;

9 is a structural block diagram of an intersection traffic coordination device in one embodiment;

FIG. 10 is an internal structural diagram of an edge computing device in one embodiment.

Detailed ways

In order to make the purpose, technical solutions and advantages of the present application more clearly understood, the present application will be described in further detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application, but not to limit the present application.

A typical application scenario of the solution of the embodiment of the present application is shown in FIG. 1 . At the intersection, there may be no traffic signal lights, or the traffic signal lights set at the intersection are unavailable, and the solution provided by the embodiments of the present application can be used. Among them, each vehicle 20 runs within the range of the intersection, and within the range of the intersection, an edge computing device MEC (Multiple Edge Compute Unit) 11 is provided, and a roadside unit RSU (Roadside Unit) 12 is also provided. device 13. Wherein, the roadside unit 12 and the edge computing device 11 may be connected by optical fibers, and the roadside unit 12 and the edge computing device 11 may be set up separately, or may be integrated into one device. The detection device 13 and the edge computing device 11 can be connected by optical fibers, and the detection device 13 can be a device that is separate from the roadside unit 12 and the edge computing device 11, or can be integrated with either or both of them. .

Wherein, when the vehicle 20 is a vehicle carrying an on-board unit OBU (Onboard Unit), that is, when the vehicle 20 is a vehicle that has joined the vehicle network, the roadside unit 12 communicates with the on-board unit OBU in the vehicle, and will obtain the information from the on-board unit. The connected vehicle information of the vehicle 20 is transmitted to the edge computing device 11 . Specifically, the connected vehicle information of the vehicle 20 may be forwarded by the on-board unit to the edge computing device 11 via the roadside unit RSU through the LTE-V (LTE-Vehicle) technology. Specifically, referring to FIG. 2 , the on-board unit OBU of the vehicle 20 collects data related to vehicle information, such as vehicle ID, vehicle heading_v (unit: deg), vehicle speed spd (m/s), vehicle position information (eg Vehicle's latitude coordinates (unit: deg) and longitude coordinates (unit: deg)), driving intention (go straight/left/right turn), body length (unit: m), etc., and after encapsulating the collected vehicle information, It is transmitted to the roadside unit 13 via the LTE-V technology, and the roadside unit 13 forwards the vehicle information to the edge computing device 11. The edge computing device 11 combines the vehicle information uploaded by each vehicle to determine that the vehicle has the right of way or is to be issued for it. When driving advice, after sending the road right or driving advice related information to the roadside unit RSU, the roadside unit RSU forwards it to the on-board unit OBU of the vehicle 20 via the LTE-V technology, and the on-board unit analyzes it and displays it. Or give other related tips.

When the vehicle 20 is a vehicle without an on-board unit, the vehicle 20 can communicate with the edge computing device 11 through a mobile communication network, so as to transmit the relevant vehicle information of the vehicle to the edge computing device 11. It can be understood that the relevant vehicle information of the vehicle 20 may be directly transmitted to the edge computing device 11 through a mobile communication network, or may be transmitted to the edge computing device through a server through a mobile communication network, which is not limited in this embodiment of the present application. The relevant vehicle information of the vehicle 20 can be transmitted to the edge computing device 11 through the mobile terminal device used by the user on the vehicle 20 through the mobile communication network, for example, through the vehicle itself or the mobile terminal device used by the user on the vehicle 20 . A vehicle-road collaboration application that transmits relevant vehicle information to edge computing devices through a mobile communication network. Since the positioning accuracy of the mobile terminal device is not very accurate, the detection device 13 may also detect the relevant information of the vehicle 20 , such as vehicle location information, and transmit it to the edge computing device 11 . The detection equipment may be related equipment including a camera, a lidar detection system, and the like. Specifically, as shown in FIG. 3 , the mobile communication terminal on the vehicle 20 collects data related to vehicle information, encapsulates the collected vehicle information, and transmits it to the edge computing device 11 via the mobile communication network. The detection device 13 for roadside perception, such as cameras and lidars at the intersection, will sense the position information of the vehicle, and transmit the position information of the vehicle to the edge computing device 11 . The edge computing device 11 combines the vehicle information uploaded by each vehicle to determine that the vehicle has the right of way or is to issue driving advice, and transmits the relevant information of the right of way or driving advice to the mobile communication terminal on the vehicle 20 through the mobile communication network. , and the mobile communication terminal displays it or performs other related prompts after analyzing it. It can be understood that, in actual technical use, the detection device can detect the information of all vehicles within the range of the intersection. Taking location information as an example, since vehicles with on-board units upload their own location information, when the edge computing device is processing, for vehicles with on-board units, they can use their on-board units to upload location information, while for vehicles without on-board units. The vehicle can obtain the location information of the vehicle after fusion processing the location information uploaded via the detection device and the terminal on the vehicle through the mobile communication network, so as to obtain more accurate location information.

In one embodiment, as shown in FIG. 4 , a method for coordinating traffic at an intersection is provided, which is illustrated by taking the method applied to the edge computing device 11 in FIG. 1 as an example, including the following steps S401 to S407 .

Step S401: Obtain vehicle information of each vehicle.

It can be understood that the acquired vehicle information of each vehicle is the information of the vehicles within the range of the intersection. Among them, as mentioned above, it may specifically include: vehicle information transmitted by the vehicle equipped with the vehicle-mounted unit via the vehicle-mounted unit and the roadside unit installed on the roadside, and vehicle information transmitted by the vehicle without the vehicle-mounted unit via the mobile communication network, and Information of the vehicle uploaded via the detection device on the roadside may be included.

In one embodiment, after obtaining the vehicle location information uploaded by the detection device, the vehicle location information is also associated with the corresponding vehicle, so as to update and obtain the vehicle location information of the vehicle.

Step S402: Determine the lane where each vehicle is located based on the vehicle information.

In one embodiment, the vehicle information includes vehicle location information. At this time, determining the lane where each vehicle is located based on the vehicle information may include using the following methods:

First, the vehicle position information and the vehicle heading angle are compared with the lane information in the pre-stored intersection map information, where the lane information includes the lane range of each lane.

In the edge computing device, the intersection map information may be pre-stored, and the intersection map information includes the position coordinate range of the intersection and the lane range of each lane, and the lane range may specifically be the range of the position information of each lane, The location information may specifically be latitude and longitude information, or may be location information in a geodetic coordinate system.

Next, match the lane range with the vehicle position information to determine the lane where the vehicle is located.

Wherein, the lane range matches the vehicle position information, which may mean that the vehicle position information is within the lane range in one embodiment.

In one embodiment, the above-mentioned vehicle information may further include a lane heading angle of the vehicle. At this time, the lane where the lane range matches the vehicle position information and the difference between the lane heading angle and the vehicle heading angle is less than a predetermined angle threshold may be determined as the lane where the vehicle is located.

Wherein, when the vehicle is a vehicle with an on-board unit, the vehicle heading angle can be obtained directly from the data provided by the on-board unit; when the vehicle is a traditional vehicle without an on-board unit, the vehicle heading angle can be obtained through the movement of the vehicle The driving direction of the vehicle uploaded by the terminal is obtained by calculation, and the embodiment of the present application does not limit the specific calculation method. The above-mentioned predetermined angle threshold may be set according to actual technical requirements, and in one embodiment, the predetermined angle threshold may be 25 degrees.

Note that the vehicle heading angle of the vehicle is heading_v (unit: deg), the lane heading angle of the lane where the vehicle is located is heading_r (unit: deg), and the predetermined angle threshold is 25 degrees, then the difference between the lane heading angle and the vehicle heading angle The value less than the predetermined angle threshold can be expressed as:

abs(heading_v-heading_r)<=25

where abs() is a function that finds the absolute value.

Step S403: Based on the vehicle information, calculate the relative distance of the stop line between each of the vehicles and the stop line of the lane where they are located.

In one embodiment, the vehicle information includes vehicle position information and vehicle heading angle; based on the vehicle information, calculating the relative distance of the stop line between each of the vehicles and the stop line of the lane in which they are located may be performed in the following manner.

First, based on the pre-stored intersection map information, the stop line position information of the stop line corresponding to the current lane is acquired. In the edge computing device, the intersection map information may be pre-stored, and the intersection map information includes the position information of the stop lines of each lane line of the intersection.

Next, convert the vehicle heading angle to an angle. The specific manner of converting the heading angle of the vehicle into an angle can be performed in any possible manner. In one embodiment, denoting the vehicle heading angle as heading_v, the vehicle heading angle can be converted into radians by the formula theta=pi*heading_v/180. where theta represents the angle obtained after conversion.

Then, based on the vehicle position information, the angle, and the stop line position information, the stop line relative distance is calculated.

In one embodiment, the vehicle position information includes vehicle coordinates of a first coordinate axis of the vehicle on a first coordinate axis of a predetermined coordinate system, and vehicle coordinates of a second coordinate axis of a second coordinate axis of the predetermined coordinate system, The stop line position information includes: stop line coordinates of the stop line on a first coordinate axis of the first coordinate axis, and stop line coordinates on a second coordinate axis of the second coordinate axis. The predetermined coordinate system here may refer to the geodetic coordinate system. If any previously obtained position (such as vehicle position information, stop line position information) is not in the geodetic coordinate system, it can be converted to the geodetic coordinate system. Then perform the relevant calculation process.

At this time, the above-mentioned relative distance of the stop line may be the product of the difference between the coordinates of the first coordinate axis stop line and the vehicle coordinates of the first coordinate axis and the cosine value of the angle, and the second coordinate axis stops The sum of the product of the difference between the line coordinate and the vehicle coordinate of the second coordinate axis and the sine of the angle. In one embodiment, denoting the vehicle position information as (x_v, y_v) and the stop line position information as (x_s, y_s), the relative distance dist_s of the stop line can be expressed as:

dist_s=(x_s-x_v)*cos(theta)+(y_s−y_v)*sin(theta).

Step S404: Based on the relative distance of the stop line, determine the arrival time for each of the vehicles to reach the corresponding stop line.

In one embodiment, the vehicle information may include the speed of the vehicle, and the arrival time may be the ratio of the relative distance of the stop line of the vehicle to the speed of the vehicle. That is, the vehicle speed is spd, then the arrival time TTAI can be expressed as:

In a specific example, before the above-mentioned determination of the arrival time length of each of the vehicles reaching the corresponding stop line, the vehicle that needs to be coordinated and controlled may also be determined based on the relative distance of the stop line. Therefore, when determining the arrival duration of the vehicles reaching the corresponding stop line, the arrival duration of the vehicles to the corresponding stop line may be determined only for the vehicles that need to perform coordinated control. Therefore, by screening vehicles, the arrival time is determined only for vehicles that need to be coordinated and controlled for subsequent processing, so as to reduce the amount of data processed and improve efficiency.

Wherein, when determining the vehicle requiring coordinated control based on the relative distance of the stop line, the vehicle for which the relative distance to the stop line is greater than zero and less than a predetermined stop line distance threshold may be determined as the vehicle requiring coordinated control. The predetermined stop line distance threshold may be set in combination with actual technical needs, and may be set to 200 meters in one embodiment.

In one embodiment, based on the relative distance of the stop line and the relative distance of the exit, determining the vehicle that needs to be coordinated and controlled may include the following steps 1 and 2.

Step 1: Calculate the relative exit distance between the vehicle and the intersection exit of the lane where the vehicle is located.

Among them, the intersection exit of the lane where the vehicle is located refers to the position where the vehicle leaves the intersection exit, for example, the position where coordination control is no longer required, for example, the vehicle leaves the lane where it is located, and leaves the confluence area for the intersection position after. Referring to FIG. 5 , taking the vehicle all driving to the left as an example, when the vehicle enters the intersection from the west of the intersection, the corresponding intersection exit position may be the most adjacent southern road in the north road of the intersection. and points on the Eastern Road, and so on for others.

In one embodiment, calculating an exit relative distance between the vehicle and an intersection exit of the lane where the vehicle is located includes:

Based on the pre-stored intersection map information, obtain the intersection exit position information of the intersection exit corresponding to the lane. In the edge computing device, the intersection map information may be pre-stored, and the intersection map information includes the position information of each intersection exit of the intersection.

Convert the vehicle heading angle to an angle. The specific way of converting the vehicle heading angle into an angle can be done in the same way as mentioned above.

In one embodiment, the vehicle position information includes vehicle coordinates of a first coordinate axis of the vehicle on a first coordinate axis of a predetermined coordinate system, and vehicle coordinates of a second coordinate axis of a second coordinate axis of the predetermined coordinate system, and the The location information of the intersection exit includes: the exit coordinates of the intersection exit on the first coordinate axis on the first coordinate axis, and the exit coordinates on the second coordinate axis on the second coordinate axis.

At this time, the above-mentioned relative distance to the exit may be the product of the difference between the exit coordinates of the first coordinate axis and the vehicle coordinates of the first coordinate axis and the cosine value of the angle, and the exit coordinates of the second coordinate axis and the cosine of the angle. The sum of the product of the difference between the vehicle coordinates of the second coordinate axis and the sine of the angle. In one embodiment, the vehicle position information is (x_v, y_v), and the intersection exit position information is (x_e, y_e), then the relative distance dist_e of the exit can be expressed as:

dist_e=(x_e-x_v)*cos(theta)+(y_e−y_v)*sin(theta).

As mentioned above, it can be determined that when the relative position of the stop line dist_s>0, it can be determined that the vehicle has not passed the stop line, and when the relative position of the stop line dist_s<0, it can be determined that the vehicle has crossed the stop line. >=0, the vehicle has not left the intersection, and when the relative distance from the exit dist_e<0, the vehicle has left the intersection.

In one embodiment, when the calculated relative distance to the exit dist_e<0, since the vehicle has left the intersection, the relevant information of the vehicle may be deleted, so as to prevent the information of the vehicle from entering the subsequent processing process, so as to reduce the processing time. data volume and improve processing efficiency.

Step 2: Determine a vehicle whose relative distance to the stop line is greater than zero and less than a predetermined stop line distance threshold, and whose relative distance to the exit is not less than zero, as a vehicle requiring coordinated control.

Step S405: Determine the priority of each of the vehicles based on the arrival time of each of the vehicles.

In one embodiment, when determining the priority of each vehicle, the vehicle with the shorter arrival time may be set with a higher priority. That is, the shorter the arrival time, the higher the priority, and the longer the arrival time, the lower the priority.

In one embodiment, when determining the priority of each vehicle, the same-lane community may also be determined, and the priority of the same-lane community is set. Among them, the priority of each vehicle in the same lane community is the same.

In some specific examples, when the two vehicles are in the same lane, have the same driving intention, and the head-to-head time distance is less than a predetermined time distance, the two vehicles may be determined as a community in the same lane, and the priority of the community in the same lane is set. class. That is, the same-lane community can be determined only for two vehicles at a time, that is, two vehicles driving adjacent to the front and rear are determined to be in the same-lane community when they are in the same lane, have the same driving intention, and the headway is less than the predetermined time gap. . For example, it is assumed that the front and rear adjacent vehicles with the same driving intention in the same lane are C1, C2, C3... The headway between C2 and C3 is less than the predetermined time distance TL, then C2 and C3 can also be determined to be a community of the same lane, and so on. In actual technical implementation, after it is determined that C1 and C2 are the same-lane community, when it is found that C2 and C3 can also be determined to be the same-lane community, C3 can be directly added to the same-lane community formed by C1 and C2, or After the community of C2 and C3 is also formed, the adjacent community of C1 and C2 is combined with the community of C2 and C3 to obtain a final community comprising C1, C2 and C3. Among them, in some embodiments, the data of the vehicles in the same lane community can also be limited, for example, no more than 7 vehicles, which can be set based on actual technical needs, for example, based on the current traffic flow in each direction of traffic at the intersection Determine, or determine the traffic flow in each communication direction based on historical statistics, so as to avoid affecting the traffic efficiency of vehicles in other driving directions when there are too many vehicles in the same lane community.

In some specific examples, when two or more vehicles are in the same lane, have the same driving intention, and the maximum headway is less than a predetermined time distance, the two or more vehicles may be determined as a community in the same lane. Among them, the maximum headway refers to the headway of the vehicle in front and the last vehicle behind among multiple vehicles driving adjacently in the front and rear. For example, assuming that the front and rear adjacent vehicles with the same driving intention in the same lane are C1, C2, C3... If the headway is TL, the maximum headway refers to the headway between C1 and C4. Since the headway between C1 and C4 is already smaller than the required predetermined time headway TL, and C2 and C3 are driving between C1 and C4, the headway between C1 and C2, C2 and C3, and C3 and C4 is It must be smaller than the required headway TL. Therefore, C1, C2, C3 and C4 can be directly divided into the same lane community, so that within the specified headway, as many vehicles as possible can pass through and improve the traffic. efficiency.

In one embodiment, the method for determining that the lanes where two or more vehicles are located is the same includes: based on pre-stored intersection map information, determining whether the lanes where the two or more vehicles are located are the same. As described above, the intersection map information pre-stored by the edge computing device may include the lane range of each lane of the intersection. Therefore, the vehicle position information of each vehicle can be matched with the lane range of each lane, and the vehicles matched to the same lane range can be determined to be in the same lane.

The driving intention in one embodiment may specifically be driving straight, driving with a left turn, or driving with a right turn. The driving intent may be determined in conjunction with the vehicle heading angle as described above. In some embodiments, the driving intention may also be determined in combination with the information of the turn signals of the vehicle. The specific information of the turn signals of the vehicle may be obtained from the information provided by the on-board unit, so as to be obtained from the information provided by the detection device, For example, it is determined by analyzing the photos taken by the camera whether the information of the turn signal is a left turn signal, a right turn signal, or a turn signal not turned on.

Wherein, the above-mentioned headway may be the ratio of the distance between the two vehicles to the vehicle speed of the following vehicle in the two vehicles, and the vehicle information includes the vehicle speed. Note that vehicles V-1 and V-2 are in the same lane, vehicle V-1 is in front, and the vehicle position information of the two are (x ₁ , y ₁ ) (x ₂ , y ₂ ), and the vehicle V-2 behind The speed of the vehicle is spd2, then the headway THW of the two can be expressed as:

The predetermined time interval may be set in combination with actual technical requirements, and may be set to 1.5 seconds in one embodiment.

By setting up the same-lane community, vehicles in the same lane and close to each other can have the same priority, so that as many vehicles as possible can pass through the intersection in the shortest time and improve the traffic efficiency.

In one embodiment, when setting the priority of the same-lane community, specifically, the higher priority of the vehicles in the same-lane community may be set as the priority of the same-lane community. For example, it is noted that vehicles V-1 and V-2 are in the same lane, and the two vehicles can form a same-lane community. If vehicle V-1 is in front, the priority of vehicle V-1 is higher than that of vehicle V-2, then The priority of vehicle V-1 is given to vehicle V-2.

In one embodiment, when the priority of each vehicle is determined, the in-phase community may also be determined, and the priority of the in-phase community is set. Among them, the priority of each vehicle in the same lane community is the same.

In the embodiment of the present application, the intersection is divided into a plurality of intersection phases, wherein, in any intersection phase, the driving paths of the vehicles do not conflict. Taking the scenario shown in FIG. 1 as an example, FIG. 7 is a schematic diagram of divided intersection phases in one embodiment. In this example, the intersection is divided into four intersection phases, where each intersection phase may contain a right-turn driving path since right-turning vehicles generally do not collide with the travel of other vehicles. In some embodiments, when the driving intention of the vehicle is to turn right, it may also be considered that the vehicle can pass directly without performing coordinated control. At this time, the right-of-way information for allowing the vehicle to pass through the intersection may be sent to the vehicle whose driving intention is to turn right, or it may be unnecessary to perform processing for the vehicle. In some embodiments, information related to vehicles whose driving intention is to turn right may also be deleted, so as to reduce the amount of data and improve processing efficiency.

Referring to FIG. 7 , in this example, in the right turn lane and the driving intention is to turn right, the driving intention is to turn left and the left turn direction is east to south, and the driving intention is to turn left and the left turn direction is west to north. , forming the first intersection phase. In the right-turn lane and the driving intention is to turn right, the driving intention is to turn left and the left turn direction is west to north, and the driving intention is to turn left and the left turn direction is east to south, forming the second intersection phase. The third intersection phase is formed when it is in the right-turn lane and the driving intention is to turn right, the driving intention is to go straight and the direction is north to south, and the driving intention is to go straight and the direction is south to north. The fourth intersection phase is formed when it is in the right-turn lane and the driving intention is to turn right, the driving intention is to go straight and the direction is east to west, and the driving intention is to go straight and the direction is west to east. It can be understood that, in other embodiments, the intersection phase can also be divided into other divisions.

In one embodiment, when two or more vehicles are located at the intersection at the same phase, and the departure duration of the vehicles leaving the intersection is less than or equal to a predetermined duration, the two or more vehicles are determined as the same-phase community, and Sets the priority of in-phase communities. Wherein, in the priority of the same-phase community, the highest priority among the vehicles of the same-phase community may be set as the priority of the same-phase community.

By setting the same-phase community, the vehicles in the same phase and can leave the intersection within a predetermined period of time can have the same priority, so that as many vehicles as possible can pass through the intersection in the shortest time. Improve traffic efficiency.

In one embodiment, the departure time for the vehicle to leave the intersection may be determined in the following manner.

When the driving intention of the vehicle is to drive straight, the departure duration is the ratio of the relative distance between the vehicle and the exit of the intersection of the lane where the vehicle is located to the speed of the vehicle.

When the driving intention of the vehicle is left-turn driving, the exit distance of the vehicle to the exit is determined, and the exit time is the ratio of the exit distance to the speed of the vehicle. Wherein, the exit distance is the sum of the relative distance of the stop line and the left turn distance of the vehicle.

In a specific example, the left turn distance of the vehicle is a quarter of the perimeter of the ellipse determined based on the intersection, the first radius of the ellipse is the road width of the road where the vehicle is located, and the second radius is the vehicle The width of the road where the intersection exits. With reference to Fig. 6, among the road width of the road where the vehicle is located and the road width of the road where the vehicle exits from the intersection, the larger road width is a and the smaller road width is b, then the left-turn distance L of the vehicle is expressed by the formula It can be expressed as

At this time, the departure distance of the exit is dist_e=L+dist_s, and the corresponding departure time is

In some embodiments, the above-mentioned predetermined time period may be set as a fixed value. In some embodiments, when the same-phase community includes a same-lane community, the departure duration of the tail vehicle in the same-phase community may be determined as the predetermined duration.

Step S406: Determine a right-of-way vehicle based on the priority of each of the vehicles and the relative distance to the stop line corresponding to each of the vehicles.

In one embodiment, when the priority of the vehicle is the highest and the relative distance between the vehicle and the corresponding stop line is greater than zero and less than or equal to a predetermined distance, the vehicle may be determined to be a vehicle with the right of way. The predetermined distance may be set according to actual technical requirements, and may be set to 60 meters in one embodiment.

Step S407: Send the right-of-way information allowing the vehicle to pass through the intersection to the vehicle with the right-of-way.

It can be understood that, when the vehicle is a vehicle equipped with an on-board unit, it may be an on-board unit that transmits the right-of-way information to the vehicle via the roadside unit. When the vehicle is a vehicle without an in-vehicle unit, it may be a mobile terminal held by a user who transmits the right-of-way information to the vehicle via a mobile communication network.

In a specific example, the right-of-way information that is allowed to pass through the intersection may be sent to each of the right-of-way vehicles at the current intersection phase.

In one embodiment, after the right-of-way vehicle is determined, after the right-of-way information is issued, the departure time of each vehicle with the right-of-way leaving the intersection is calculated and updated; when the departure time is less than or equal to the predetermined time, The priority of each vehicle is updated, and based on the updated priority of each vehicle, a right-of-way vehicle is determined. Thus, the right-of-way of each vehicle at the intersection is updated. In a specific example, the priority of each vehicle may be updated when the maximum departure duration of the vehicles with the right-of-way is less than or equal to a predetermined duration, and based on the updated priority of each vehicle, it is determined that there is a road right vehicle. Wherein, when there is a same-lane community, it may be that when the departure duration of the tail cars in the same-lane community is less than or equal to a predetermined duration, the priority of each vehicle is updated, and based on the updated priority of each vehicle, Identify vehicles with the right of way.

In one embodiment, the method as described above may further comprise the step of: a trailing vehicle in the right-of-way vehicle and a next-priority right-of-way vehicle are located in different intersection phases, and the trailing vehicle passes through the intersection. When the departure time of the intersection is less than the arrival time of the vehicle without the right-of-way, the warning prompt information is issued to the tail car and the vehicle without the right-of-way, wherein the driving paths of the vehicles in the same intersection phase are different. conflict. The early warning prompt information here may specifically be information about whether there is a right of way. After the vehicle side receives the warning prompt information, it can be displayed, for example, displayed in different colors.

In one embodiment, the method as described above may further comprise the step of: a trailing vehicle in the right-of-way vehicle and a next-priority right-of-way vehicle are located in different intersection phases, and the trailing vehicle passes through the intersection. When the departure time of the intersection is greater than or equal to the arrival time of the vehicle without the right-of-way, a warning prompt message is issued to the vehicle without the right-of-way, and driving suggestion information is issued. The warning prompt information here may specifically be information about whether there is a right of way.

In one embodiment, when the difference between the departure time of the trailing vehicle passing through the intersection and the arrival time of the vehicle without the right of way is less than a predetermined time length threshold, the driving advice information is to decelerate and give way, and when the difference is When the value is greater than or equal to the predetermined duration threshold, the driving advice information is to stop and yield at the intersection. The predetermined duration threshold may be set in combination with actual technical requirements, and may be set to 3 seconds in one embodiment.

Based on the above-mentioned embodiments, referring to FIG. 8 , in a specific example, when the edge computing device has a vehicle within the range of the intersection where it is located, after calculating the priority of each vehicle based on the above-mentioned method, Determine the same-lane community and the same-phase community, and then calculate the right-of-way vehicle and driving advice based on each vehicle, the same-lane community, and the same-phase community, and send the determined right-of-way information and driving advice to the corresponding vehicle. After the vehicle with the right-of-way leaves, the right-of-way transfer is performed, and the right-of-way information is issued to the vehicle with the right of way at the next intersection phase. The specific implementation details may be as described in the above embodiments.

It should be understood that although the steps in the flowcharts involved in the above-mentioned embodiments are displayed in sequence according to the arrows, these steps are not necessarily executed in the sequence indicated by the arrows. Unless explicitly stated herein, the execution of these steps is not strictly limited to the order, and these steps may be performed in other orders. Moreover, at least a part of the steps in these flowcharts may include multiple steps or multiple stages. These steps or stages are not necessarily executed at the same time, but may be executed at different times. The execution sequence of these steps or stages It is also not necessarily performed sequentially, but may be performed alternately or alternately with other steps or at least a portion of a step or phase within the other steps.

In one embodiment, as shown in FIG. 9, a traffic coordination device at an intersection is provided, including:

a vehicle information acquisition module 901, which acquires vehicle information of each vehicle;

a lane determination module 902, for determining the lane where each vehicle is located based on the vehicle information;

A stop line relative distance determination module 903, based on the vehicle information, calculates a stop line relative distance between each of the vehicles and the stop line of the lane in which they are located;

Arrival duration determination module 904, based on the relative distance of the stop line, to determine the arrival duration of each of the vehicles to the corresponding stop line;

a priority determination module 905, which determines the priority of each of the vehicles based on the arrival time of each of the vehicles;

The right-of-way determination module 906 determines a vehicle with the right-of-way based on the priority of each of the vehicles and the relative distance of the stop line corresponding to each of the vehicles;

The right-of-way issuing module 907 sends the right-of-way information that is allowed to pass through the intersection to the vehicle with the right-of-way.

In one embodiment, the vehicle information includes vehicle position information and vehicle heading angle; the stop line relative distance determination module 903 obtains the stop line position information of the stop line corresponding to the lane where it is located based on the pre-stored intersection map information; Converting the vehicle heading angle into an angle; and calculating the stop line relative distance based on the vehicle position information, the angle and the stop line position information.

In one embodiment, the vehicle position information includes vehicle coordinates of a first coordinate axis of the vehicle on a first coordinate axis of a predetermined coordinate system, and vehicle coordinates of a second coordinate axis of a second coordinate axis of the predetermined coordinate system, The stop line position information includes: the stop line coordinates of the stop line on the first coordinate axis of the first coordinate axis, and the stop line coordinates on the second coordinate axis of the second coordinate axis; the stop line is relatively The distance is the product of the difference between the first coordinate axis stop line coordinate and the first coordinate axis vehicle coordinate and the cosine value of the angle, and the second coordinate axis stop line coordinate and the second coordinate The sum of the product of the difference of the axis vehicle coordinates and the sine of the angle.

In one embodiment, the arrival duration determination module 904 determines, based on the relative distance of the stop line, the vehicle that needs to be coordinated and controlled, and determines the arrival duration of the vehicle that needs to be coordinated to reach the corresponding stop line.

In one embodiment, the method further includes: a relative exit distance determination module, configured to calculate the relative exit distance between the vehicle and the intersection exit of the lane where the vehicle is located.

The arrival duration determination module 904 determines the vehicle whose relative distance to the stop line is greater than zero and less than a predetermined stop line distance threshold, and the relative distance to the exit is not less than zero, as a vehicle requiring coordinated control.

In one embodiment, the vehicle information includes vehicle position information and vehicle heading angle, and the exit relative distance determination module obtains the intersection exit position of the intersection exit corresponding to the lane based on the pre-stored intersection map information. information; converting the vehicle heading angle into an angle; calculating the exit relative distance based on the vehicle position information, the angle and the intersection exit position information.

In one embodiment, the vehicle position information includes vehicle coordinates of a first coordinate axis of the vehicle on a first coordinate axis of a predetermined coordinate system, and vehicle coordinates of a second coordinate axis of a second coordinate axis of the predetermined coordinate system, the The location information of the intersection exit includes: the exit coordinates of the intersection exit on the first coordinate axis on the first coordinate axis, and the exit coordinates on the second coordinate axis on the second coordinate axis; the relative distance of the exit is The product of the difference between the exit coordinates of the first coordinate axis and the vehicle coordinates of the first coordinate axis and the cosine value of the angle, and the difference between the exit coordinates of the second coordinate axis and the vehicle coordinates of the second coordinate axis The sum of the products of the value and the sine of the angle.

In one embodiment, it further includes: a same-lane community determination module, configured to determine the two or more vehicles as the same lane, the same driving intention, and the maximum headway distance is less than a predetermined time distance. same-lane community.

The priority determination module 905 also sets the priority of the community in the same lane. Vehicles in the same lane community have the same priority.

In one embodiment, the same-lane community determination module determines the two or more vehicles as the same-phase community when the intersections where the two or more vehicles are located are in the same phase and the departure time is less than or equal to a predetermined time.

In one embodiment, the right-of-way determination module 906 determines that the vehicle has the right of way when the vehicle has the highest priority and the distance between the vehicle and the corresponding stop line is less than or equal to a predetermined distance.

In one embodiment, the method further includes: a departure time calculation module, configured to calculate the departure time of the vehicle with the right of way leaving the intersection.

The priority determination module 905 also updates the priority of each vehicle when the departure duration is less than or equal to a predetermined duration.

The right-of-way determination module 906 also determines the vehicle with the right-of-way based on the updated priority of each vehicle.

In one embodiment, when the driving intention of the vehicle with the right-of-way is to drive straight, the departure time is the relative distance between the vehicle and the exit of the intersection of the lane where the vehicle is located, which is the same as the distance between the vehicle and the exit of the intersection where the vehicle is located. The ratio of the vehicle's speed.

In one embodiment, when the driving intention of the vehicle with the right-of-way is left-turn driving, determine the exit distance of the vehicle with the right-of-way to the exit, and the exit distance is the relative distance from the stop line The sum value of the left turn distance of the vehicle; the departure time is the ratio of the distance left by the exit to the vehicle speed of the vehicle with the right-of-way.

In one embodiment, the right-of-way issuing module 907 sends the right-of-way information that is allowed to pass through the intersection to each of the right-of-way vehicles in the current intersection phase.

In one embodiment, the right-of-way issuing module 907 also further includes that the trailing vehicle in the right-of-way vehicle and the next-priority vehicle without the right-of-way are located in different intersection phases, and the trailing vehicle passes through the intersection. When the departure time is less than the arrival time of the vehicle without the right of way, early warning information is issued to the tail car and the vehicle without the right of way, and the driving paths of the vehicles in the same intersection phase do not conflict.

In one embodiment, the right-of-way issuing module 907, the trailing vehicle in the right-of-way vehicle and the next-priority vehicle without the right-of-way are located in different intersection phases, and the trailing vehicle passes through the intersection. When the departure time is greater than or equal to the arrival time of the vehicle without the right-of-way, an early warning message is issued to the vehicle without the right-of-way, and driving advice information is issued.

Wherein, in one embodiment, when the difference between the departure time of the tail vehicle passing through the intersection and the arrival time of the vehicle without the right of way is less than a predetermined time length threshold, the driving suggestion information is to decelerate and give way, when When the difference is greater than or equal to the predetermined duration threshold, the driving suggestion information is to stop and give way at the intersection.

For the specific limitation of the traffic coordination device at the intersection, reference may be made to the limitation on the traffic coordination method at the intersection above, which will not be repeated here. Each module in the above-mentioned intersection traffic coordination device can be implemented in whole or in part by software, hardware and combinations thereof. The above modules can be embedded in or independent of the processor in the computer device in the form of hardware, or stored in the memory in the computer device in the form of software, so that the processor can call and execute the operations corresponding to the above modules.

In one embodiment, an edge computing device is provided. The edge computing device may be a device with a program storage function and a data processing function, such as a computer device. Taking the edge computing device as a computer device as an example, the internal The structure diagram can be as shown in Figure 10. The computer device includes a processor, memory, and a network interface connected by a system bus. Among them, the processor of the computer device is used to provide computing and control capabilities. The memory of the computer device includes a non-volatile storage medium, an internal memory. The nonvolatile storage medium stores an operating system, a computer program, and a database. The internal memory provides an environment for the execution of the operating system and computer programs in the non-volatile storage medium. The database of the computer equipment is used to store various information such as pre-stored intersection map information and obtained vehicle information. The network interface of the computer device is used to communicate with external terminals (eg, mobile communication terminals of vehicles, roadside units, detection equipment, etc.) through a network connection. The computer program, when executed by a processor, implements a method of traffic coordination at an intersection.

Those skilled in the art can understand that the structure shown in FIG. 10 is only a block diagram of a partial structure related to the solution of the present application, and does not constitute a limitation on the computer equipment to which the solution of the present application is applied. Include more or fewer components than shown in the figures, or combine certain components, or have a different arrangement of components.

Therefore, in one embodiment, an edge computing device is provided, including a memory and a processor, where a computer program is stored in the memory, and when the processor executes the computer program, the method for coordinating traffic at an intersection as in any one of the foregoing embodiments is implemented. .

In one embodiment, an intersection traffic coordination system is also provided, including: a roadside unit 12, a detection device 13, and an edge computing device 12, which are arranged on the roadside of the intersection;

The roadside detection device is used to sense the vehicle position information of the vehicle without the vehicle-mounted unit;

The edge computing device is used to receive vehicle information transmitted by a vehicle without an on-board unit via a mobile communication network, and is also used to execute the steps of the method for traffic coordination at an intersection in any one of the above embodiments.

Those of ordinary skill in the art can understand that all or part of the processes in the methods of the above embodiments can be implemented by instructing relevant hardware through a computer program, and the computer program can be stored in a non-volatile computer-readable storage In the medium, when the computer program is executed, it may include the processes of the above-mentioned method embodiments. Wherein, any reference to memory, storage, database or other media used in the various embodiments provided in this application may include at least one of non-volatile and volatile memory. Non-volatile memory may include read-only memory (Read-Only Memory, ROM), magnetic tape, floppy disk, flash memory, or optical memory, and the like. Volatile memory may include random access memory (RAM) or external cache memory. By way of illustration and not limitation, the RAM may be in various forms, such as Static Random Access Memory (SRAM) or Dynamic Random Access Memory (DRAM).

Therefore, in one embodiment, there is provided a computer-readable storage medium on which a computer program is stored, and when the computer program is executed by a processor, implements the method for coordinating traffic at an intersection as in any one of the foregoing embodiments.

The technical features of the above embodiments can be combined arbitrarily. In order to make the description simple, all possible combinations of the technical features in the above embodiments are not described. However, as long as there is no contradiction in the combination of these technical features It is considered to be the range described in this specification.

The above-mentioned embodiments only represent several embodiments of the present application, and the descriptions thereof are specific and detailed, but should not be construed as a limitation on the scope of the invention patent. It should be pointed out that for those skilled in the art, without departing from the concept of the present application, several modifications and improvements can be made, which all belong to the protection scope of the present application. Therefore, the scope of protection of the patent of the present application shall be subject to the appended claims.

Claims

A method for coordinating traffic at an intersection, the method includes:

Obtain vehicle information of each vehicle;

determining the lane where each of the vehicles is located based on the vehicle information;

Based on the vehicle information, calculate the relative distance of the stop line between each of the vehicles and the stop line of the lane in which they are located;

Based on the relative distance of the stop line, determining the arrival time length of each of the vehicles to the corresponding stop line;

determining a priority of each of the vehicles based on the arrival time of each of the vehicles;

determining a right-of-way vehicle based on the priority of each of the vehicles and the relative distance to the stop line corresponding to each of the vehicles;

Sending right-of-way information to the right-of-way vehicle to allow passage of the intersection.
The method according to claim 1, wherein the vehicle information includes vehicle position information and a vehicle heading angle; and based on the vehicle information, the relative distance of the stop line between each of the vehicles and the stop line of the lane in which they are located is calculated. ,include:

Based on the pre-stored intersection map information, obtain stop line position information of the stop line corresponding to the lane in which it is located;

converting the vehicle heading angle to an angle;

The stop line relative distance is calculated based on the vehicle position information, the angle and the stop line position information.
The method according to claim 2, wherein the vehicle position information includes a vehicle coordinate of a first coordinate axis of the vehicle on a first coordinate axis of a predetermined coordinate system, and a second coordinate axis of the predetermined coordinate system. The vehicle coordinates of the second coordinate axis of line coordinates;

The relative distance of the stop line is the product of the difference between the first coordinate axis stop line coordinate and the first coordinate axis vehicle coordinate and the cosine value of the angle, and the second coordinate axis stop line coordinate and The sum of the product of the difference between the vehicle coordinates of the second coordinate axis and the sine of the angle.
The method of claim 1, wherein:

Before determining the arrival time length of each of the vehicles to the corresponding stop line, the method further includes: determining vehicles that need to be coordinated and controlled based on the relative distance of the stop lines;

Determining the arrival time length of each of the vehicles to the corresponding stop line includes: determining the arrival time length of the vehicle that needs to be coordinated and controlled to reach the corresponding stop line.
The method according to claim 4, wherein: based on the relative distance of the stop line and the relative distance of the exit, determining the vehicle that needs to be coordinated and controlled, comprising:

calculating an exit relative distance between the vehicle and the intersection exit of the lane in which the vehicle is located;

A vehicle whose relative distance to the stop line is greater than zero and less than a predetermined stop line distance threshold and whose relative distance to the exit is not less than zero is determined as a vehicle requiring coordinated control.
The method according to claim 1, wherein determining the priority of each of the vehicles based on the arrival time of each of the vehicles comprises:

When the two vehicles are in the same lane, have the same driving intention, and the head-to-head time distance is less than the predetermined time distance, determine the two vehicles as the same-lane community, and set the priority of the same-lane community;

or

When two or more vehicles are in the same lane, have the same driving intention, and the maximum headway is less than the predetermined time distance, the two or more vehicles are determined as a same-lane community, and the priority of the same-lane community is set.
The method according to claim 1, wherein determining the priority of each of the vehicles based on the arrival time of each of the vehicles comprises:

When two or more vehicles are located at the intersection with the same phase, and the departure time is less than or equal to the predetermined time, the two or more vehicles are determined as the same-phase community, and the priority of the same-phase community is set, where any In an intersection phase, the driving paths of the vehicles do not conflict.
The method according to claim 1, wherein determining the vehicle with the right of way based on the priority of each of the vehicles and the distance between each of the vehicles and the corresponding stop line, comprising:

When the priority of the vehicle is the highest, and the distance between the vehicle and the corresponding stop line is less than or equal to the predetermined distance, it is determined that the vehicle is a right-of-way vehicle.
The method according to claim 1, wherein after determining the vehicle with the right of way, it further comprises the steps of:

calculating the departure time of the vehicle with the right-of-way leaving the intersection;

When the departure duration is less than or equal to the predetermined duration, the priority of each vehicle is updated, and based on the updated priority of each vehicle, a vehicle with the right of way is determined.
The method according to claim 9, wherein calculating the departure time of the vehicle with the right-of-way leaving the intersection includes at least one of the following:

the first item:

When the driving intention of the vehicle with the right-of-way is to drive straight, the departure time is the ratio of the relative distance between the vehicle and the exit of the intersection of the lane where the vehicle is located to the speed of the vehicle with the right-of-way ;

second section:

When the driving intention of the vehicle with the right-of-way is left-turn driving, determine the exit distance of the vehicle with the right-of-way to the exit, and the exit distance is the relative distance between the stop line and the left-turn distance of the vehicle the sum value;

The departure time is the ratio of the distance away from the exit to the speed of the vehicle with the right of way.
The method according to claim 1, wherein sending the right-of-way information allowing the vehicle to pass the intersection to the vehicle with the right-of-way comprises:

Sending right-of-way information allowing passage of the intersection to each of the right-of-way vehicles in the current intersection phase.
The method of claim 1, further comprising at least one of the following:

The trailing vehicle in the right-of-way vehicle and the next-priority vehicle without the right-of-way are located in different intersection phases, and the departure time of the trailing vehicle through the intersection is less than the arrival time of the vehicle without the right-of-way When the vehicle is in the same intersection phase, the warning prompt information is issued to the tail vehicle and the vehicle without the right-of-way, and the driving paths of the vehicles in the same intersection phase do not conflict;

The trailing vehicle in the right-of-way vehicle and the next-priority vehicle without the right-of-way are located in different intersection phases, and the departure time of the trailing vehicle through the intersection is greater than or equal to that of the vehicle without the right-of-way. When the arrival time is long, the vehicle without the right-of-way is issued with warning prompt information and driving suggestion information.
The method according to claim 12, wherein when the difference between the departure time of the tail vehicle passing through the intersection and the arrival time of the vehicle without the right of way is less than a predetermined time length threshold, the driving suggestion information is: Decelerate and give way, when the difference is greater than or equal to the predetermined duration threshold, the driving suggestion information is to stop and give way at the intersection.
A traffic coordination device at an intersection, the device includes:

Vehicle information acquisition module to acquire vehicle information of each vehicle;

a lane determination module, which determines the lane where each vehicle is located based on the vehicle information;

A stop line relative distance determination module, based on the vehicle information, calculates the stop line relative distance between each of the vehicles and the stop line of the lane in which they are located;

an arrival time determination module, based on the relative distance of the stop line, to determine the arrival time of each of the vehicles to the corresponding stop line;

a priority determination module, which determines the priority of each of the vehicles based on the arrival time of each of the vehicles;

a right-of-way determination module, which determines a vehicle with the right-of-way based on the priority of each of the vehicles and the relative distance of the stop line corresponding to each of the vehicles;

The right-of-way issuing module sends the right-of-way information that is allowed to pass through the intersection to the vehicle with the right-of-way.
An edge computing device, the edge computing device comprising a memory and a processor, wherein the memory stores a computer program, characterized in that when the processor executes the computer program, the processor implements any one of claims 1 to 13. steps of the method described.
A traffic coordination system at an intersection, comprising: a roadside unit, a detection device, and an edge computing device to be arranged on the roadside of the intersection;

The roadside unit receives the vehicle information transmitted by the vehicle mounted with the vehicle-mounted unit through the vehicle-mounted unit, and transmits the received vehicle information to the edge computing device;

The detection device is used to sense vehicle position information of a vehicle, where the vehicle includes a vehicle without an on-board unit;

The edge computing device is used for receiving vehicle information transmitted by a vehicle without an on-board unit through a mobile communication network, and is also used for executing the steps of the method according to any one of claims 1 to 13.
A computer-readable storage medium on which a computer program is stored, characterized in that, when the computer program is executed by a processor, the steps of the method according to any one of claims 1 to 13 are implemented.