WO2022135147A1

WO2022135147A1 - Vehicle management method, apparatus, device, and computer storage medium

Info

Publication number: WO2022135147A1
Application number: PCT/CN2021/136312
Authority: WO
Inventors: 张长隆; 付沛沛; 杨晓东
Original assignee: 长沙智能驾驶研究院有限公司
Priority date: 2020-12-24
Filing date: 2021-12-08
Publication date: 2022-06-30
Also published as: CN114677858B; CN114677858A

Abstract

Provided are a vehicle management method, apparatus, device, and computer storage medium, comprising: obtaining first driving information and second driving information (201), the first driving information being used for indicating the driving state of a first vehicle traveling on a first road, and the second driving information being used for indicating the driving state of a second vehicle traveling on a second road, the second vehicle driving toward the first road; according to the first driving information, upon determining the existence of a first vehicle convergence gap, determining a driving strategy of the second vehicle according to the first driving information and the second driving information (202); the first vehicle convergence gap being a vehicle convergence gap which satisfies a pre-determined vehicle convergence gap condition; sending the driving strategy to the second vehicle (203). Thus the second vehicle is able to merge onto the first road without interfering, or interfering less, with the travel of the first vehicle, reducing the need for collaborative driving between vehicles on different roads when converging, thereby effectively improving performance and effectiveness of vehicle convergence.

Description

Vehicle management method, device, device and computer storage medium

CROSS-REFERENCE TO RELATED APPLICATIONS

This application claims the priority of Chinese Patent Application No. 202011549322.3 filed on December 24, 2020, entitled "Vehicle Management Method, Apparatus, Equipment and Computer Storage Medium", the entire contents of which are incorporated herein by reference.

technical field

The present application belongs to the technical field of intelligent transportation, and in particular, relates to a vehicle management method, device, device and computer storage medium.

Background technique

As we all know, in road traffic, there are usually scenes of car merging, for example, a car merging between a ramp and the main road, or a car merging between a side road and the main road; To grasp the timing of car collection is very likely to bring security risks or traffic jams.

Taking the car merging scene of the main road and the ramp as an example, in the existing technology, in order to achieve safe and efficient car merging, the motion planning of the vehicles on the main road and the ramp may be performed simultaneously based on the Internet of Vehicles technology; however, in the actual road driving environment There may be some traditional vehicles that do not use the Internet of Vehicles technology and cannot receive the above-mentioned motion planning related information, and thus such vehicles may not be able to participate in the cooperation of the trucks, resulting in poor trucks.

SUMMARY OF THE INVENTION

Embodiments of the present application provide a vehicle management method, device, device, and computer storage medium to solve the problem in the prior art that vehicles that do not use the Internet of Vehicles technology need to be included in the collaboration of the car, resulting in a poor car transfer effect.

In a first aspect, an embodiment of the present application provides a vehicle management method, including:

Obtain first driving information and second driving information, the first driving information is used to indicate the driving state of the first vehicle driving on the first road, and the second driving information is used to indicate the driving state of the second vehicle driving on the second road , wherein the second vehicle is driving toward the first road;

In the case where it is determined that there is a first bus gap according to the first driving information, the driving strategy of the second vehicle is determined according to the first driving information and the second driving information; wherein, the first bus gap is to satisfy the preset bus gap Conditional pickup clearance;

The driving strategy is sent to the second vehicle.

In a second aspect, an embodiment of the present application provides a vehicle management device, including:

The acquisition module is used to acquire first driving information and second driving information, the first driving information is used to indicate the driving state of the first vehicle driving on the first road, and the second driving information is used to indicate the driving state of the first vehicle driving on the second road. 2. The driving state of the vehicle, wherein the second vehicle is driving toward the first road;

a first determining module, configured to determine the driving strategy of the second vehicle according to the first driving information and the second driving information when it is determined according to the first driving information that there is a first bus gap; wherein, the first bus gap is In order to meet the pre-set gap conditions of the transfer car clearance;

The first sending module is used for sending the driving strategy to the second vehicle.

In a third aspect, an embodiment of the present application provides an electronic device, where the device includes: a processor and a memory storing computer program instructions;

The vehicle management method shown in the first aspect is implemented when the processor executes the computer program instructions.

In a fourth aspect, embodiments of the present application provide a computer storage medium, where computer program instructions are stored thereon, and when the computer program instructions are executed by a processor, the vehicle management method shown in the first aspect is implemented.

The vehicle management method, device, device, and computer storage medium of the embodiments of the present application are directed to the first driving information of the first vehicle driving on the first road and the second driving information of the second vehicle driving on the second road , in the case where it is determined according to the first travel information that there is a transfer car gap that meets the preset transfer car gap, the driving strategy of the second vehicle is determined according to the first driving information and the second driving information, and the driving strategy is sent to the second vehicle . In the embodiment of the present application, when there is a merging car gap that satisfies the preset merging car gap conditions, it can be considered that there may be better car merging conditions to a certain extent, so that the second vehicle can not affect or less affect the first car. The vehicle is merged into the first road under the premise of driving; in addition, the driving strategy is sent to the second vehicle to guide the second vehicle, which can reduce the intervention of the first vehicle and reduce the number of vehicles on different roads when the vehicle is merged. The demand for cooperative driving between them can effectively improve the effect of car collection.

Description of drawings

In order to illustrate the technical solutions of the embodiments of the present application more clearly, the following briefly introduces the accompanying drawings that need to be used in the embodiments of the present application. For those of ordinary skill in the art, without creative work, the Additional drawings can be obtained from these drawings.

FIG. 1 is an exemplary diagram of an architecture that can be used to implement the vehicle management method provided by the embodiment of the present application;

2 is a schematic flowchart of a vehicle management method provided by an embodiment of the present application;

FIG. 3 is a schematic diagram of a ramp entry scene in an embodiment of the present application;

4 is a schematic flowchart of determining a target time point in an embodiment of the present application;

FIG. 5 is a schematic flowchart of a vehicle management method provided by an embodiment of the present application in a specific application scenario;

6 is a schematic structural diagram of a vehicle management device provided by an embodiment of the present application;

FIG. 7 is a schematic structural diagram of an electronic device provided by an embodiment of the present application.

Detailed ways

The features and exemplary embodiments of various aspects of the present application will be described in detail below. In order to make the purpose, technical solutions and advantages of the present application more clear, the present application will be further described in detail below with reference to the accompanying drawings and specific embodiments. It should be understood that the specific embodiments described herein are only intended to explain the present application, but not to limit the present application. It will be apparent to those skilled in the art that the present application may be practiced without some of these specific details. The following description of the embodiments is merely to provide a better understanding of the present application by illustrating examples of the present application.

It should be noted that, in this document, relational terms such as first and second are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any relationship between these entities or operations. any such actual relationship or sequence exists. Moreover, the terms "comprising", "comprising" or any other variation thereof are intended to encompass a non-exclusive inclusion such that a process, method, article or device that includes a list of elements includes not only those elements, but also includes not explicitly listed or other elements inherent to such a process, method, article or apparatus. Without further limitation, an element qualified by the phrase "comprises" does not preclude the presence of additional identical elements in the process, method, article or device that includes the element.

In order to solve the problems in the prior art, the embodiments of the present application provide a vehicle management method, apparatus, device, and computer storage medium. The following describes an architecture that can be used to implement the vehicle management method described above.

Referring to FIG. 1, FIG. 1 shows an example diagram of an architecture that can be used to implement a vehicle management method. The architecture can be applied in the scenario where the main road of the expressway meets the ramp, or the main road in the urban highway. In the scene of merging with the auxiliary road, no specific limitation is made here; and in order to simplify the description, the following description mainly takes the scene where the main road of the expressway merges with the ramp as an example.

In this architecture, it mainly includes main line vehicles, ramp vehicles and roadside units (Road Side Unit, RSU); wherein, the above-mentioned vehicle management method can be executed in RSU, and RSU can be obtained by executing the vehicle management method. Information is sent to specific on-ramp vehicles to implement motion planning or prompting for these on-ramp vehicles.

The above-mentioned specific ramp vehicle may be defined as a host vehicle (Host Vehicle, HV) to represent the vehicle that is mainly managed in this embodiment of the present application; in general, the purpose of managing the host vehicle may be to safely Lead from the ramp to the main road.

Mainline vehicles can be considered as vehicles driving on the main road, and are mainly used to provide data related to the road environment for the management of the main vehicle, so as to avoid accidents such as collisions when the main vehicle travels on the main road. Correspondingly, the main line vehicle can be defined as the slave vehicle (Remote Vehicle, RV).

For the above-mentioned host vehicle, information can be exchanged with the RSU through the onboard unit. For example, the host vehicle can send vehicle status information, such as vehicle position, speed or acceleration, to the RSU through the OBU; OBU sends assisted driving information, etc.

For the slave vehicle, the data interaction with the RSU can also be performed through the OBU. For example, the slave vehicle can send its own driving status information to the RSU through the OBU.

Of course, in practical applications, some traditional vehicles may not be able to directly interact with the RSU data. For such slave vehicles, intelligent sensors can be set up on the road to obtain the relevant detection information of the slave vehicles. For example, it can be measured by speed measuring radar. The speed of the slave car, or the image data of the slave car is collected by the camera, or the identity information of the slave car is obtained through the RFID identification device. The intelligent sensor can send the detection information to the Mobile Edge Computing (MEC) unit, and the MEC unit can obtain the driving status information of the slave vehicle according to the detection information, and further send it to the RSU. In one example, the connection between the smart sensor, the MEC, and the RSU may be specifically through optical fibers.

Referring to FIG. 1 again, a specific working process of the architecture shown in FIG. 1 will be illustrated as follows:

Vehicle information can be sensed by arranging intelligent sensing devices such as cameras and lidars and roadside units RSU near ramps and main lines to sense vehicle information. HVs driving on ramps can be equipped with OBU, and HVs can use OBU to collect their own vehicle motion status information based on LTE-V Communication technology is sent to RSU. When the RV is the above-mentioned traditional vehicle, its motion state information is acquired by the intelligent sensor on the roadside, and then uploaded to the RSU after being fused by the MEC (or, in some scenarios, also called the TPCU). When the RV is equipped with an OBU, its vehicle information can be Sent to RSU based on LTE-V; vehicle information may include: vehicle ID, lane where the vehicle is located, vehicle speed spd (unit: m/s), vehicle position including latitude coordinates (unit: deg), including longitude coordinates (unit: deg) , body length (m); RSU can calculate at a frequency of every 0.2s/time according to the above mixed traffic information to determine whether the HV can be merged into the main road under the current working conditions, and if so, send the corresponding command to guide the HV to Merge into the main road at an appropriate time at an appropriate speed, and if it is not possible, guide the HV to slow down and stop to wait for the passage.

The vehicle management method provided by the embodiments of the present application will be introduced below.

FIG. 2 shows a schematic flowchart of a vehicle management method provided by an embodiment of the present application. As shown in Figure 2, the method includes:

Step 201: Obtain first driving information and second driving information, where the first driving information is used to indicate the driving state of the first vehicle driving on the first road, and the second driving information is used to indicate the second vehicle driving on the second road the driving state, wherein the second vehicle is driving towards the first road;

Step 202, in the case where it is determined that there is a first bus gap according to the first driving information, a driving strategy of the second vehicle is determined according to the first driving information and the second driving information; wherein, the first bus gap meets the preset requirements. The pickup clearance for the pickup clearance condition;

Step 203, sending the driving strategy to the second vehicle.

In this embodiment of the present application, the execution body of the vehicle management method may be an RSU. Of course, in some application scenarios, the execution body may also be a cloud server, or even the above-mentioned second vehicle. For example, in the controller of the second vehicle Execute the steps of the vehicle management method in , and send the obtained driving strategy execution to the executing agency or the prompting device. In order to simplify the description, the following description mainly takes the RSU as the execution body.

The first road may correspond to the above-mentioned main road, and the second road may correspond to the above-mentioned ramp. Referring to FIG. 3, in combination with the actual road environment of the merging vehicle, the first road may specifically refer to a certain road section in the outermost lane of the main road, or an area that affects the merging of the second vehicle; for example, the affected area may There is a starting point and an end point in the driving direction corresponding to the main road. The end point of the influence area may correspond to the end point of the ramp, and the start point of the influence area may be a position point with a preset length from the end point of the influence area; of course, the specific position and length of the influence area are both Can be set according to actual needs. Unless otherwise emphasized below, the first road can be considered to be the above-mentioned area of influence.

Similar to the first road, the second road may also specifically refer to a preset road segment in the ramp. For example, the end point of the second road may be the end point of the ramp, and the start point of the second road may be a preset distance from the end point of the ramp. location point.

The first vehicle can be considered as a vehicle driving on the first road, corresponding to the above-mentioned RV; it is easy to understand that, at a certain moment, the first vehicle on the first road may be one or more vehicles, and may also be combined. There is no first vehicle; correspondingly, the first driving information may include the number of the first vehicles currently driving on the first road. Of course, in the case where the number of the first vehicles is not 0, the first driving information may also include information such as the speed and position of each first vehicle. The specific source of the first driving information may be obtained through data interaction with the OBU of the first vehicle as shown above, or obtained through MEC processing data from smart sensors.

The second vehicle may be regarded as a vehicle driving on the second road, corresponding to the above-mentioned HV; the driving purpose of the second vehicle may be to drive from the second road to the first road, or from the ramp to the main road. In this embodiment, the second vehicle can perform data interaction with the RSU. For example, the second vehicle is configured with an OBU and performs data interaction with the RSU based on the LTE-V communication technology; The vehicle can also interact with the RSU based on communication technologies such as 5G, Bluetooth or WiFi.

By interacting with the data of the second vehicle, the RSU may acquire the second driving information; similar to the first driving information, the second driving information may also include information such as the speed and the position of the second vehicle.

According to the first driving information, it can be determined whether there is a first vehicle gap; it is easy to understand that there may be a driving queue of the first vehicle on the first road. When the distance between two adjacent first vehicles is too close, It can be considered that the gap between the merging cars is small. If the second vehicle is forcibly inserted into the gap between the merging cars, traffic accidents are likely to occur; only when the gap between the first vehicles is large enough, it can be considered that there is a safe merging car. The merging-car clearance, that is, the above-mentioned first merging-car clearance exists. Of course, referring to FIG. 3 , the merging gap may not only refer to the gap between two first vehicles (for example, gap 2 and gap 3 ), but also the gap between the frontmost first vehicle and the first road end point (eg gap 1), or the gap between the rearmost first vehicle and the start of the first road (eg gap 4).

The determination of whether the pickup gap is the first pickup gap can be based on a preset pickup gap condition; for example, the preset pickup gap condition can be a length threshold or a time threshold, and only when the pickup gap is greater than the length Only when the threshold or the time threshold is reached, the transfer gap is considered to be the first transfer gap. It is easy to understand that, in the case where the first vehicle does not exist on the first road, it can be considered that the convergence vehicle clearance satisfies the preset convergence vehicle clearance condition.

In this embodiment, when it is determined according to the first driving information that there is a first bus gap, the driving strategy of the second vehicle may be determined according to the first driving information and the second driving information, and the driving strategy may be sent to the second vehicle . Based on the above methods, on the one hand, the traffic status of vehicles on the first road can be acquired, and when there is a first gap between vehicles, it can be considered that the second vehicle may not affect or less affect the first vehicle to a certain extent. In the case of driving, it is merged into the first road; on the other hand, the driving strategy is determined for the second vehicle to guide the driving process of the second vehicle, and the intervention of the first vehicle is also reduced.

Combined with the actual application scenario, the driving priority of vehicles in the main road is generally higher than that of vehicles in the ramp, and the entry of the second vehicle should generally not affect the normal driving of the first vehicle, but this embodiment can guide the second vehicle on the ramp. The motion state of the vehicle helps to realize that the second vehicle merges into the main road without affecting or less affecting the first vehicle on the main road. In addition, by reducing the intervention on the first vehicle, the present embodiment can also effectively avoid accidents caused by the difficulty of the conventional vehicle to cooperate with the second vehicle in the merging vehicle.

As indicated above, the driving strategy may be determined based on the first driving information and the second driving information. For example, at a certain moment, the second vehicle may just enter the ramp, and there is still a certain distance from the position where it merges into the main road (hereinafter referred to as the merge position); during the process of the second vehicle driving to the merge position , since each first vehicle is also in motion, the position of the first bus gap will also change constantly. Therefore, the driving strategy can be determined by combining the driving information such as the position and motion state of the first vehicle and the second vehicle, for example, The second vehicle is instructed to drive at an accelerating, constant speed or deceleration manner so as to be able to safely insert into a certain first merging gap, or the second vehicle is instructed to drive to a certain position to wait for a merging opportunity, and so on.

The above driving strategy can be sent to the second vehicle in the form of a prompt message, for example, the driving strategy can be used to prompt "accelerate to enter the main road", "decelerate to enter the main road", or "drive to the end of the ramp and wait", etc.; of course, The driving strategy can also include specific motion planning parameters, for example, planning parameters such as speed and acceleration. When the second vehicle is an autonomous vehicle, these motion planning parameters can finally be used to guide the actuator of the second vehicle to perform actions to This enables the second vehicle to enter the main road in a desired motion state.

In the vehicle management method provided by the embodiment of the present application, for the first driving information of the first vehicle driving on the first road and the second driving information of the second vehicle driving on the second road, according to the first driving information When it is determined that there is a bus gap that satisfies the preset bus gap, the driving strategy of the second vehicle is determined according to the first driving information and the second driving information, and the driving strategy is sent to the second vehicle. In the embodiment of the present application, when there is a merging car gap that satisfies the preset merging car gap conditions, it can be considered that there may be better car merging conditions to a certain extent, so that the second vehicle can not affect or less affect the first car. The vehicle is merged into the first road under the premise of driving; in addition, the driving strategy is sent to the second vehicle to guide the second vehicle, which can reduce the intervention of the first vehicle and reduce the number of vehicles on different roads when the vehicle is merged. The demand for cooperative driving between them can effectively improve the effect of car collection.

Optionally, in the above step 202, when it is determined according to the first driving information that there is a first merging gap, before determining the driving strategy of the second vehicle according to the first driving information and the second driving information, the vehicle management method further includes: :

determining at least one initial length gap according to the first position information of the first vehicle and the start and end positions of the first road;

according to the first speed information of the first vehicle matching each initial length gap, respectively determining the initial time gap corresponding to each initial length gap;

In the presence of an initial time slot greater than or equal to the time slot threshold, determining that there is a first convergence gap;

The first travel information includes first position information and first speed information.

As shown above, the first road may be an area that affects the entry of the second vehicle, which has a starting point and an ending point. The starting point and ending position of the first road are usually preset and known. With reference to Figure 3, the first road can be a section of the main road of the expressway, and its end position can be the final intersection with the ramp; and the starting position can be predefined, for example, 500m away from the end position. ; Usually, the starting point of the first road can be located within the effective communication range of the RSU, or within the effective detection range of the intelligent sensor, so as to ensure that the first vehicle can be obtained when the first vehicle enters the first road. information. The starting point position of the first road may be used as a reference position to characterize the position information of the first vehicle in the following. Of course, this is just an example of the starting point position. In practical applications, the starting point position may be determined in combination with factors such as road conditions of the first road.

The number of the first vehicles on the first road can be 0, or one or more vehicles; when the number of the first vehicles is 0, the initial length gap can be regarded as the length gap between the start point and the end point of the first road . Generally speaking, when the first vehicle does not exist on the first road, it often means that there is a relatively good vehicle merging condition, and at this time, the second vehicle can directly drive into the first road. Therefore, in the following embodiments, the case where the number of the first vehicles is not zero will be mainly discussed.

When the number of first vehicles is not 0, you can refer to Figure 3. The initial length gap may correspond to three types: one is as shown in gap 1, the front of the gap is the end position of the first road, and the rear of the gap is the first vehicle ; Second, as shown in gap 2 and gap 3, the front and rear of the gap are the first vehicle; third, as shown in gap 4, the front of the gap is the first vehicle, and the rear is the starting point of the first road. As can be seen from the above description, each initial length gap can be matched with a first vehicle.

In order to obtain the specific value of the above-mentioned initial length gap, the length dist_rv2main_road_monitor_start of the distance between each first vehicle and the starting point of the first road can be calculated according to the first position information of the distance of each first vehicle. The ordering on the first road determines the respective initial length gaps.

The purpose of determining the initial length of the gap can be considered to a certain extent to determine whether there is a suitable gap for the second vehicle to enter. Generally, when the value of the initial length gap is larger, it means that the gap is more suitable for the second vehicle to merge in. However, in practical applications, there may be the following situations: the initial length interval between the two first vehicles is 50m, when the speed of the first vehicle behind is 10m/s, even if the first vehicle in front stops, The first vehicle behind may also need 5s to reach the previous first vehicle; and when the speed of the first vehicle behind is 20m/s, it may only take 2.5s to reach the previous first vehicle. .

It can be seen that although the size of the initial length interval is the same, when the second vehicle is inserted into the initial length interval, the latter case is obviously dangerous to the former case; The first speed information of the first vehicle whose gap is matched, respectively, determines the initial time gap corresponding to each initial length gap.

For example, for the above gap 1, the corresponding initial time gap interval_t can be calculated by the following formula:

Among them, main_road_monitor_length represents the total length of the first road, and since the first vehicle can be considered to be located behind the initial length gap, its length from the starting point of the first road can be recorded as dist_behind_rv2main_road_monitor_start. Correspondingly, the length of the first vehicle The travel speed can be recorded as behind_rv_spd.

For another example, for the above gap 2 and gap 3, the corresponding initial time gap interval_t can be calculated by the following formula:

Among them, dist_behind_rv2main_road_monitor_start can also be regarded as the length of the first vehicle behind the initial length gap from the starting point of the first road, and dist_front_rv2main_road_monitor_start can be regarded as the length of the first vehicle in front of the initial length gap from the starting point of the first road .

For the above gap 4, the corresponding initial time gap interval_t can be calculated by the following formula:

Among them, for the initial length gap, the front can be the first vehicle, and the rear can be the starting point of the first road. Therefore, dist_front_rv2main_road_monitor_start can be considered as the length of the first vehicle from the starting point of the first road, and front_rv_spd can be is the travel speed of the first vehicle. It can be seen that gap 4, which is used to calculate the speed of the first vehicle in the initial time gap, is different from the rest of the initial length gaps. Specifically, gap 4 uses the speed of the first vehicle in front of the initial length gap to perform the initial time gap In this way, the continuity of the calculation of the initial time gap can be guaranteed.

When the above-mentioned initial time gaps are determined, these initial time gaps can be compared with the time gap threshold respectively, and when the initial time gap is greater than the time gap threshold, the initial time gap can be determined as the first bus gap.

The time gap corresponding to the first transfer gap is greater than or equal to the time gap threshold. For example, the time gap threshold is 5s. In this case, even if the second vehicle merges into the first transfer gap at a lower speed , the rear vehicle also has a high probability to have enough time to react, thereby ensuring the safety of the second vehicle's merging.

Of course, in the above embodiment, although there is a first merging gap, the second vehicle may not necessarily be able to merge into the first merging gap due to the influence of the driving states of the first vehicle and the second vehicle. For example, When a first car gap is relatively close to the end of the first road, it may take a long time for the second vehicle to reach the first gap, so that the second vehicle cannot actually merge into the first car gap. Car clearance. In order to solve the above problem, optionally, in the above step 202, the driving strategy of the second vehicle is determined according to the first driving information and the second driving information, including:

determining the entry time period corresponding to the second vehicle according to the second driving information and the road information of the second road, where the entry time period is used to indicate the time period during which the second vehicle can travel to the first road in a preset driving manner;

According to the first driving information and the second driving information, it is determined whether there is a target time point in the merging time period; wherein, when the second vehicle travels to the target time point according to the preset driving mode, it reaches any one of the first merging vehicles corresponding to the gap. s position;

In the case that the target time point exists in the merged time period, the driving strategy of the second vehicle is determined according to the target time point.

It is assumed that at a certain moment, the length from the position of the second vehicle on the second road to the end of the ramp is dist_hv2ramp_end, and the speed is hv_spd. Wherein, dist_hv2ramp_end can be determined according to the position of the second vehicle and the position of the end of the ramp. Let the coordinates of the position of the second vehicle be (hv_x, hv_y) in the geodetic coordinate system, and the position of the end of the ramp in the geodetic coordinate system is (ramp_end_x , ramp_end_y), then dist_hv2ramp_end can be simplified to be calculated by the following formula:

dist_hv2ramp_end=sqrt((hv_x-ramp_end_x)^2+(hv_y-ramp_end_y)^2)

Among them, sqrt represents the arithmetic square root; in addition, in practical applications, both hv_spd and (hv_x, hv_y) can belong to the above-mentioned second driving information, and can be sent to the RSU through the OBU of the second vehicle, while (ramp_end_x, ramp_end_y ) may also belong to the above-mentioned road information of the second road, which is generally known; in an example, the coordinates of the end position of the second road may be equal to the coordinates of the end position of the first road.

In order to avoid calculating whether the second vehicle can be merged into the first road based on the entire driving process of the second vehicle, in this embodiment, the second driving information and the road information of the second road can be used to determine the second vehicle. Specifically, within which time period the vehicle can travel to the first road.

It is easy to understand that the calculation of whether the second vehicle can merge into the first road mentioned here can be mainly regarded as predicting whether the second vehicle has the opportunity to merge into the first road.

Generally speaking, the driving mode of the vehicle can be defined from the perspective of speed, for example, acceleration, deceleration, uniform speed, uniform speed after acceleration or uniform speed after deceleration, etc. These driving modes correspond to the above-mentioned preset driving modes. In general, it can be divided into acceleration, deceleration and uniform speed.

Taking acceleration as an example, generally speaking, when the second vehicle travels to a certain road section on the ramp (such as the acceleration section), it can merge into the main highway of the expressway, and the time for the second vehicle to arrive at the acceleration section can be considered as the above. The lower limit of the entry time period; of course, in the actual scenario, it may be necessary to further enable the speed of the second vehicle to reach the minimum speed limit of the expressway before it can merge into the expressway; in addition, the second vehicle It may have entered the acceleration section, and at this time, to a certain extent, it can be considered that the lower limit of the entry time period is 0. It can be seen that, here are only some examples for the manner of obtaining the lower limit value of the import time period, and the lower limit value can be selected according to the actual application.

When the second vehicle travels to the end of the ramp, or when there is a certain safety distance from the end of the ramp, it can be considered as the longest time the second vehicle travels on the ramp, corresponding to the upper limit of the entry time period. Similarly, this is just an example of how to obtain the upper limit value.

In the case where the above-mentioned import time period is determined, each time point in the import time period can be further screened. For example, if the above-mentioned import time period is 20-30s, the second vehicle can be calculated separately under the preset driving mode. , the position that can be reached after 20s, 21s, 22s...30s; at the same time, according to the first driving information of the first vehicle, the position that each first vehicle can reach after corresponding The position of the merging car gap is also determined, and then it can be determined whether the second vehicle has a chance to merge into a certain first merging car gap.

From the perspective of vehicle position, the above-mentioned determination of whether there is a chance may correspond to whether the second vehicle can travel to the position corresponding to any of the first bus gaps after a certain period of time; The position corresponding to the first merging gap is not necessarily limited to the first road, but can be considered as the length position relative to the starting point of the first road in the driving direction of the first vehicle. In addition, the total length of the positions corresponding to the first pickup gap is not necessarily equal to the gap width of the first pickup gap; for example, considering the safety of the pickup, the total length of the positions corresponding to the first pickup gap may be smaller than the first pickup gap. The width of the gap for a car gap. When the second vehicle confirms that there is an opportunity to merge into a certain first vehicle gap at a certain time point, the time point can be used as the target time point, and the driving strategy of the second vehicle can be determined according to the target time point; for example , the driving strategy can also be corresponding to the above-mentioned preset driving mode. For example, the driving strategy can be simply indicated as: acceleration driving, constant speed driving, or decelerating driving, etc.; of course, the driving strategy can also include more content, for example, the driving strategy It can be instructed to: join after accelerating for 10s, join after accelerating to 60km/h, or join after driving at a constant speed to the end of the ramp, etc. These time, speed and driving distance, etc., can be determined based on the above target time points .

It can be seen that, in this embodiment, by determining the merging time period used to indicate that the second vehicle has the opportunity to drive to the first road in the preset driving mode, the range of time points that need to be paid attention to considering the working conditions of the merging vehicle can be narrowed, thereby Helps reduce the consumption of computing resources.

In an example, the above-mentioned determination of the entry time period corresponding to the second vehicle according to the second driving information and the road information of the second road includes:

When the second vehicle is located on the first section of the second road, the first entry time and the second entry time are determined, and the first entry time and the second entry time are respectively the lower limit values of the entry time period with the upper limit value;

The first entry time is the time corresponding to when the second vehicle travels to the second section of the second road in the preset driving mode, and the speed meets the reference speed of the second section, and the road information of the second road includes the second The reference speed of the road segment; the second road segment is a road segment connected to the first road, and the reference speed is used to indicate the minimum speed limit of the first road;

The second merging time is the time corresponding to when the second vehicle travels to the first position of the second road section according to the preset driving mode, and the first position is the position in the first road section that is a predetermined length away from the end position of the second road section ;

The preset travel mode includes at least one travel mode among acceleration travel, constant speed travel, and deceleration travel.

In combination with the scenario where the second road is a ramp, a ramp can usually include a ramp guidance section and an acceleration section. In an example, the first section above can be considered a ramp guidance section, and the second section can be considered an acceleration section. The above-mentioned vehicle management method may be repeatedly executed according to a preset cycle after the second vehicle enters the ramp, and the specific location of the second vehicle may be determined according to the acquired second driving information.

In this embodiment, when the second vehicle is located on the ramp guidance section, the fastest entry time and the latest entry time for the second vehicle to enter the first road can be obtained in a preset manner, that is, the above entry time The first import time and the second import time of the segment.

Combined with some practical application scenarios, the above-mentioned preset methods can be: first, determine the preset driving mode, for example, the preset driving mode may be driving according to acceleration, deceleration or uniform speed, and the acceleration or deceleration here can be a Generally speaking, for example, acceleration can correspond to prompting the driver of the second vehicle to step on the accelerator, and deceleration can correspond to prompting the driver of the second vehicle to step on the brake, etc. Of course, in order to facilitate the calculation of the first entry time and the second entry time, acceleration Or the deceleration may also correspond to a specific empirical value; then, the above-mentioned first entry time and second entry time may be calculated according to the preset driving mode.

In addition, it is worth noting that, as mentioned above, there are multiple possibilities for the preset driving modes, such as acceleration, deceleration, and constant speed, and the corresponding first entry can be performed sequentially for these possible preset driving modes in a preset order. Calculation of time and second import time.

Taking the preset driving mode as acceleration as an example, if the speed of the second vehicle is not greater than the maximum speed limit ramp_spd_max of the ramp, set the speed of the second vehicle when it reaches the end of the ramp as hv_spd_ramp_end, and the running time in the ramp as ramp_run_t, It is worth emphasizing that the time ramp_run_t here is a general reference, which can represent any time in the import time period to be calculated.

There may be two situations in the second vehicle acceleration process:

Situation a: The main vehicle accelerates to the maximum speed limit of the ramp and then drives to the end of the ramp at a constant speed;

Situation b: The main vehicle has been accelerating and has not reached the maximum speed limit when it reaches the end of the ramp;

hv_spd_ramp_end is calculated as follows:

hv_spd_ramp_end=sqrt(2*hv_acc*(dist_hv2ramp_end-react_t*hv_spd/3.6)

+(hv_spd/3.6)^2)*3.6

Wherein, hv_acc refers to the acceleration of the second vehicle, as shown above, the acceleration can be an empirical value; react_t refers to the driver's reaction time, which can be a preset value, such as 1.5s, and at the same time, as shown above, the first The length from the position of the second vehicle on the second road to the end of the ramp is dist_hv2ramp_end, and the speed of the second vehicle is hv_spd. Since the unit of hv_spd is km/h in general, there is a value of 3.6 in the above formula to convert between km/h and m/s.

If hv_spd_ramp_end is greater than the maximum ramp speed limit value ramp_spd_max, assign the value of ramp_spd_max to hv_spd_ramp_end;

Ramp running time ramp_run_t, when it is case a, ramp_run_t is the sum of acceleration time and constant speed time, and case b only has acceleration time.

The fastest merge time is recorded as merge_start_time, which can refer to the moment when it is assumed that the second vehicle leaves the ramp and enters the acceleration section and then accelerates to the mergeable speed. The minimum speed limit of the main road of the highway; the latest merge time is recorded as merge_end_time, which can refer to the time when the second vehicle has a chance to merge into the end point; the opportunity to merge into the end point can be the above-mentioned first position, its distance from the acceleration section The end point of is the second vehicle safe stopping distance safe_dist_threshold, the safe stopping distance may be a preset value, for example, safe_dist_threshold=80m.

To sum up, the fastest import time merge_start_time and the latest import time merge_end_time can be calculated, and then it can be determined whether the above target time points exist within this period of time [merge_start_time, merge_end_time].

4, in one example, the process of determining whether there is a target time point may include:

Step S41, obtaining the second vehicle importable time period [merge_start_time, merge_end_time] under the acceleration condition;

Step S42, determine a time point k from the importable time period, for example, the initial time point k can be determined as merge_start_time;

Step S43, determining the type of the corresponding inflow gap at the position reached by the second vehicle after the travel time k under the acceleration condition;

Specifically in FIG. 4 , the process of judging whether the entry gap has a vehicle behind but no vehicle in front, whether there is a vehicle in front but no vehicle behind, etc. can be regarded as a process of determining the type of entry gap;

Step S44, according to the type of the import gap and the corresponding calculation method, determine whether the second vehicle can be imported into the corresponding import gap at time k (that is, whether the calculation time k in the corresponding figure satisfies the import conditions); , go to step S45, if not, go to step S46;

Step S45, update merge_time=merge_time+1, and go to step S46;

Among them, merge_time can be used for counting function, and the initial value can be 0;

Step S46, update time point k=k+1, go to step S47;

Step S47, determine whether the value of the updated time point is greater than merge_end_time; if so, end, and the value of merge_time can be counted subsequently, and if merge_time is greater than 0, it indicates that the above-mentioned target time point exists; if not, return to step S42.

Of course, in an example, if the above target time point cannot be obtained in an accelerated driving mode, a constant speed or deceleration driving mode can also be used to recalculate the import time period and determine whether there is a target time point. The specific calculation method The calculation method is similar to the above-mentioned calculation method under accelerated driving, and will not be repeated here.

Optionally, after determining whether there is a target time point in the import time period according to the first driving information and the second driving information, the vehicle management method further includes:

In the case where the target time point does not exist in the merging time period, the driving strategy of the second vehicle is determined to be driving to the second position in the second road.

Generally speaking, when there is no target time point, it means that it is difficult for the second vehicle to merge into the first road within a certain period of time. Therefore, the second vehicle can be guided to drive to the second position on the second road first. In order to further wait for the opportunity to collect cars.

For example, if it is determined that the second vehicle cannot be merged after it has traveled to the end point (corresponding to the first position) that has a chance to merge, the second vehicle may be instructed to stop to the end point of the acceleration section (corresponding to the second position) and wait.

It can be seen that in this embodiment, when it is determined that the second vehicle is difficult to successfully merge into the first road, the second vehicle can be instructed to drive to the second position to stop and wait in time to avoid dangerous conditions.

As shown in the above embodiment, the vehicle management method may be repeatedly executed according to a preset cycle after the second vehicle enters the ramp; when the second vehicle enters the second road section, such as the acceleration section of the ramp, the From a certain point of view, the second vehicle can be considered to be able to merge into the first road at any time, and the above merge_start_time can be equal to 0; of course, in practical applications, it may also be necessary to combine the speed limit information of the first road section and the second road section Sure. In general, the step of determining whether there is a target time point can theoretically run through the entire process of the second vehicle traveling on the ramp.

Of course, the target time point is usually just a representation of the import opportunity. In practical applications, there may be the following situations: the RSU sends the second vehicle a driving strategy based on the target time point, but the second vehicle does not drive according to the driving strategy , resulting in the fact that it cannot be imported into the first road.

In view of the above situation, in this embodiment, in the case that the target time point exists in the import time period, after the driving strategy of the second vehicle is determined according to the target time point, the vehicle management method further includes:

when the second vehicle is located on the second road section in the second road, determining a second pickup gap, where the second pickup gap is a pickup gap matching the position of the second vehicle;

generating an import instruction when it is determined that the second vehicle can be merged into the second vehicle gap according to the first driving information and the second driving information;

Send the import instruction to the second vehicle.

In this embodiment, the second merging gap can be considered as a corresponding merging gap at the real-time position of the second vehicle. The first vehicle A, the second vehicle, and the first vehicle B travel in sequence, wherein the first vehicle A and the first vehicle B are located on the first road, and the second vehicle is located on the second road; the second vehicle gap may be The gap between the first vehicle A and the first vehicle B.

Of course, in practical applications, the second car gap may also correspond to a situation where there is a vehicle in front but no vehicle in front, or there is a vehicle in front but no vehicle behind.

For the second bus gap, there may be two first vehicles. According to the first driving information, the current position information and current speed information of each first vehicle can be obtained. Combined with the second driving information, it can actually be determined that the second vehicle Whether the vehicle can be merged into the second merging gap.

For example, the first vehicle A is the leading vehicle with a driving speed of 20m/s, and the distance between the second vehicle and the first vehicle A is 10m; the first vehicle B is the rear vehicle with a driving speed of 15m/s, and the second vehicle The length distance from the first vehicle B is 80m, and the driving speed of the second vehicle is 18m/s, which means that there is a relatively good condition for merging cars, and the second vehicle can directly merge into the second merging car gap.

At present, the above is just an example of the practical application of judging whether the second vehicle can be merged into the second merging gap. In practical application, the distance threshold between the second vehicle and each first vehicle can be further combined to determine whether it can be Import.

When it is determined that the second vehicle can be merged into the second merging car gap, a merging instruction can be generated and sent to the second vehicle to instruct the second vehicle to merge into the above-mentioned second merging car gap. The importing instruction may be applied to a message prompting the driver to import the car, or may be applied to an instruction to control the steering of an actuator such as a steering wheel, etc., which is not specifically limited here.

It can be seen that in this embodiment, when the second vehicle is located on the second road section, it is further combined with the first driving information and the second driving information to determine whether the second vehicle can be merged into the vehicle gap matching its position, which can effectively Adapt to the actual driving situation to ensure the safety of the second vehicle.

In an example, in the case where it is determined according to the first driving information and the second driving information that the second vehicle can be imported into the second vehicle gap, before generating the import instruction, the vehicle management method further includes:

determining a third vehicle corresponding to the second pickup gap from the first vehicle;

In the case that the preset distance condition is satisfied between the second vehicle and each third vehicle, determining that the second vehicle can merge into the second merging vehicle gap;

The preset distance conditions include: the length distance between the second vehicle and each third vehicle is greater than or equal to the length threshold, and/or the duration distance between the second vehicle and each third vehicle is greater than or equal to the duration threshold .

In this example, the above-mentioned distance threshold is specifically defined, and the distance threshold can be at least one of length distance (unit m) and duration distance (unit s). Meanwhile, only when the distance between the second vehicle and the third vehicle is If the distance between the two vehicles satisfies the preset distance condition, it is determined that the second vehicle can merge into the second vehicle gap.

As for the third vehicle, it can be the first vehicle corresponding to the second truck gap, and the specific number can be one or two. Of course, when the number of the third vehicle is 0, the second vehicle can be directly determined. The vehicle can drive into the second merging gap; the following description is mainly based on the case where the number of the third vehicle is not zero.

With reference to FIG. 3 , there may also be three situations in the second vehicle gap; wherein, for the situation shown in gap 1, the above-mentioned preset distance conditions can be expressed as:

current_dist_behind_rv2hv≥50||current_dist_behind_rv2hv/(current_behind_rv_spd)≥2

Among them, current_dist_behind_rv2hv refers to the length between the second vehicle and the rear vehicle, and current_behind_rv_spd refers to the speed of the rear vehicle; a value of 50 can be considered as the length threshold, in m; 2 can be considered as the duration threshold, and || represents an OR operation.

For the situation shown by gap 2 and gap 3, the above preset distance conditions can be expressed as:

(current_dist_behind_rv2hv≥50||current_dist_behind_rv2hv/(current_behind_rv_spd)≥2)&&(current_dist_front_rv2hv≥50||current_dist_front_rv2hv/(current_hv_spd)≥2)

Wherein, current_dist_front_rv2hv refers to the length from the second vehicle to the preceding vehicle, current_hv_spd refers to the speed of the second vehicle, and && represents the sum operation.

For the situation shown in gap 4, the above preset distance condition can be expressed as:

current_dist_front_rv2hv≥50||current_dist_front_rv2hv/(current_hv_spd)≥2

Of course, the above is only an example for the use of various thresholds. In practical applications, multiple length thresholds or duration thresholds may be set. For example, for current_dist_behind_rv2hv, the corresponding length thresholds can be set to 50 and 150, in m; on the basis of the above formula, when current_dist_behind_rv2hv ≥ 50, it can be considered to be able to import, but it needs to be prompted to import with caution; and when current_dist_behind_rv2hv When it is ≥150, it can be considered to be able to be imported, and it is enough to directly prompt that it can be imported. It can be seen that by setting multiple length thresholds, it can help to further improve the safety of the truck.

The vehicle management method provided by the embodiment of the present application will be described below with reference to a specific application scenario. Wherein, in this application scenario, the first vehicle may be called the slave vehicle RV, and the second vehicle may be called the master vehicle HV. With reference to FIG. 5 , the vehicle management method may specifically include:

step0: First set the ramp guidance area (corresponding to the first road section), the acceleration road section (corresponding to the second road section) and the main line entry influence area (corresponding to the first road to a certain extent) as shown in Figure 3, where the main line converges The coordinates of the end point entering the affected area are the coordinates of the end point of the acceleration section, and the coordinates of the starting point can be determined according to the length of the main line entering the affected area;

step1: RSU continuously obtains the main vehicle information to determine whether the HV is located in the ramp guidance area, if so, go to step2, otherwise go to step8;

step2: When there is HV in the ramp guidance area, first determine whether there is an RV in the outermost lane in the main line monitoring area at this time, if not, guide the HV to accelerate, otherwise go to step3;

Step3: When the HV is in the ramp guidance area and there is an RV in the outermost lane of the main line (corresponding to the first road), it is necessary to judge whether the HV can be merged in by acceleration, uniform speed or deceleration in the current state. If so, go to step4, Otherwise, go to step5;

The specific steps for judging whether HV can be imported through acceleration, constant speed or deceleration in the current state are as follows:

Step3.1: Determine whether it can be merged by accelerating on the ramp section. This step can specifically include:

step3.1.1: When the RSU determines that the HV is located in the ramp guidance area, it calculates the distance between the HV and the end of the ramp dist_hv2ramp_end (unit m), and converts the coordinates of the HV, the end of the ramp, and the starting point and end point of the HV, the end of the ramp, and the main line into the affected area into geodetic coordinates, and the vehicle position is (hv_x, hv_y), and the ramp end position is (ramp_end_x, ramp_end_y):

dist_hv2ramp_end=sqrt((hv_x-ramp_end_x)^2+(hv_y-ramp_end_y)^2)

If dist_hv2ramp_end is greater than the preset length (for example, the length of the acceleration section), the HV is in the guidance area, and the next step is calculated;

step3.1.2: RV sorting of the outermost lane of the main line;

After RSU obtains the vehicle information of the outermost lane of the main line, it calculates the distance dist_rv2main_road_monitor_start (unit m) of each RV from the starting point of the main line monitoring area, and sorts it in descending order. The starting point position is (main_road_monitor_start_x, main_road_monitor_start_y) The distance calculation formula is as follows:

dist_rv2main_road_monitor_stat=sqrt((rv_x-main_road_monitor_start_x)^2+(rv_y-main_road_monitor_start_y)^2)

step3.1.3: Calculate the main line vehicle clearance and determine the type of clearance

When the main line vehicles are sorted and the gap between the front and rear vehicles is calculated, it is assumed that the distance between the front vehicle and the starting point of the main line monitoring area is expressed as dist_front_rv2main_road_monitor_start (unit m), the distance between the rear vehicle and the starting point of the main line monitoring area is expressed as dist_behind_rv2main_road_monitor_start (unit m), The vehicle speed is represented by behind_rv_spd (unit m/s);

According to the different positions of the front and rear cars, there will be different types of gaps. As shown in Figure 3, there are a total of 3 slave cars, and there will be four gaps, of which gap 2 and gap 3 are the gaps between the two cars, which can be used as follows Formula to calculate:

However, gap 1 is the gap between the leading car and the end of the main line monitoring area, and gap 4 is the gap between the tail car and the starting point of the main line monitoring area. The calculation of gap 1 is as follows:

Gap 4 is calculated as:

step3.1.4: Determine whether it is an insertable gap

After calculating each gap, judge whether each gap is an insertable gap in turn. If so, proceed to the next step. If not, continue to judge whether the next gap can be inserted. The judgment conditions for whether the gap can be inserted are as follows:

interval_t>=interval_threshold

That is, whether the gap length is greater than the insertable gap threshold interval_threshold (for example, 5s), if so, it is an insertable gap, and the next step is calculated;

step3.1.5: Does the HV have a chance to merge in the ramp guidance area?

When it is confirmed that the current gap is an insertable gap, it can be determined whether the HV can complete the inflow through guidance under the assumption that the motion state of the main line vehicle remains unchanged.

First, determine whether the HV speed is greater than the maximum speed limit of the ramp. If so, only consider the constant speed or deceleration guidance of the HV in the ramp. If not, calculate the speed hv_spd_ramp_end of the HV when it reaches the end of the ramp and the time ramp_run_t of the HV running on the ramp:

There are two situations in the HV acceleration process:

Situation a: HV accelerates to the maximum speed limit of the ramp and drives to the end of the ramp at a constant speed;

Situation b: HV keeps accelerating, and the maximum speed limit is not reached when reaching the end of the ramp;

hv_spd_ramp_end is calculated as follows:

hv_spd_ramp_end=sqrt(2*hv_acc*(dist_hv2ramp_end-react_t*hv_spd/3.6)

+(hv_spd/3.6)^2)*3.6

hv_acc refers to the HV acceleration value, and react_t refers to the driver's reaction time (for example, it can be taken as 1.5s);

Ramp running time ramp_run_t, when it is case a, ramp_run_t is the sum of acceleration time and constant speed time, and case b only has acceleration time;

The fastest entry time refers to the moment when the HVs are assumed to have left the ramp and entered the acceleration section and then accelerate to a speed that can be entered. The latest entry time refers to the time when the HV has a chance to enter the destination; The end point of the road section is the HV safe stopping distance, and the threshold can be safe_dist_threshold=80m. If the HV has a chance to merge into the end point and still cannot merge, consider stopping to wait at the end point of the acceleration section.

After calculating the fastest merge_start_time and the latest merge_end_time, determine the position of the HV from the starting point of the main line monitoring area and the position of the front and rear slave vehicles from the starting point of the main line monitoring area during this period of time [merge_start_time, merge_end_time]. Whether each second k in the import period meets the import conditions, the judgment process can be seen in Figure 4:

step3.2: Whether it can be merged into the main line at a constant speed in the ramp;

The difference between the in-ramp at constant speed and deceleration in the ramp and the above-mentioned acceleration completion is that the speed of the HV at the end of the ramp and the running time of the HV on the ramp are different;

When the vehicle on the ramp is at a constant speed, the speed of the HV at the end of the ramp is the current speed of the HV: hv_spd_ramp_end=hv_spd, calculate the possible merge time period [merge_start_time, merge_end_time], other subsequent calculations and judgments are consistent with the acceleration in the ramp;

step3.3: Whether it can be merged into the main line by decelerating in the ramp

The difference between the deceleration in the ramp and the above acceleration and uniform speed is also the speed of the HV at the end of the ramp and the running time of the HV on the ramp;

There are two situations:

Case a: HV decelerates to the minimum speed limit of the ramp and drives to the end of the ramp at a constant speed;

Situation b: HV keeps decelerating, and when it reaches the end of the ramp, it is still not less than the minimum speed limit;

If hv_spd_ramp_end is less than the minimum ramp speed limit value ramp_spd_min, assign the value of ramp_spd_min to hv_spd_ramp_end;

Step4: If the current import status of the HV is a chance to import, determine whether the HV is about to enter the acceleration section, if so, send the acceleration command and the expected import speed, otherwise go to step5;

Step 5: Determine whether HVs have the opportunity to enter again. First, rank the HVs currently located in the outermost lane in the main line monitoring area, and calculate the gap size of each vehicle according to the ranking of the positions of the slave vehicles, and then judge whether the current vehicle gap is satisfied. Import conditions, if satisfied, go to step6, otherwise go to step7;

Step6: If the current gap length meets the requirements, determine whether the HV can have the opportunity to enter the gap by accelerating, uniform or decelerating on the ramp while the mainline vehicle maintains the same speed. If so, give the HV Issue acceleration, constant speed or deceleration commands and corresponding speed limit information; if not satisfied, go to step7;

step7: Determine whether the current gap is the last gap, if so, issue a stop command to the HV that cannot be merged in and stop at the end of the acceleration section, otherwise go to step5;

step8: When the HV is not in the ramp guidance area, judge whether it is in the acceleration lane, and if so, judge whether there is an RV in the outermost lane in the current main line monitoring area, if not, issue a merge command to the HV, otherwise go to step9;

Step9: Determine whether the current import status of the HV is a chance to import, if so, determine whether the HV distance to the end of the acceleration section is less than the safe distance threshold, if so, issue a stop and wait command at the end of the acceleration section that cannot be imported; the HV distance to the acceleration section If the end point is not less than the safety distance threshold, go to step10; if the current import status of HV is not a chance to import status, then step11;

The method of judging whether the current import status of the HV has the opportunity to import is similar to step3-step4, and will not be repeated here.

step10: Determine whether the HV can complete the import, and if so, issue the import command, otherwise the import cannot be issued temporarily, please drive carefully and wait for the command;

When the HV is in the acceleration section, judging whether the HV can complete the import, including the following steps:

step10.1: Determine the front and rear slave cars and the corresponding gap:

After obtaining all the RVs of the current outermost lane in the main line monitoring area, calculate the current distance current_dist_rv2main_monitor_start from the starting point of the main line monitoring area, and sort them in descending order;

Then calculate the current distance current_dist_hv2main_monitor_start between the HV and the starting point of the main line monitoring area, and determine which two RVs the HV is currently located between, thereby determining the front and rear RV positions and the corresponding gap;

step10.2: Judging if import conditions are met

When the corresponding front vehicle, rear vehicle and gap are determined, it can be judged whether it can be imported or not:

When the clearance type is the type shown in clearance 1 in Figure 3, only the relationship between the HV and the rear vehicle needs to be considered:

In the formula, the value 50 (unit m) is the threshold value of the safe distance between the two vehicles, and the value 2 (unit s) on the right side of the symbol "≥" is the threshold value of the time distance between the two vehicles;

When the clearance type is the type shown as clearance 2 or clearance 3 in Figure 3, the relationship between the HV and the front and rear vehicles needs to be considered:

When the clearance type is the type shown in clearance 4 in Figure 3, only the relationship between HV and the preceding vehicle needs to be considered:

current_dist_front_rv2hv≥50||current_dist_front_rv2hv/(current_hv_spd)≥2

Of course, for step 10.2, it is also possible to further set the judgment of absolute import requirements, that is, increase the threshold of safe vehicle distance and the threshold of the following time distance, so that the gap with higher safety can be determined. specifically:

current_dist_behind_rv2hv≥150||

current_dist_behind_rv2hv/(current_behind_rv_spd)≥safe_interval_time

safe_interval_time may be another following time gap threshold greater than 2s.

(current_dist_behind_rv2hv≥150||current_dist_behind_rv2hv/(current_behind_rv_spd)≥

safe_interval_time)&&

(current_dist_front_rv2hv≥50||current_dist_front_rv2hv/(current_hv_spd)≥2)

current_dist_front_rv2hv≥50||current_dist_front_rv2hv/(current_hv_spd)≥2

Step11: If the current import status of the HV is not the status of having a chance to import, then in the case of instructing the HV to stop and wait at the end of the acceleration section, judge whether the HV can complete the import according to a certain period, and if so, issue the import command, otherwise not Issue an order.

Combining the above specific application scenarios, it can be seen that the application of the present application can be used to solve the problem of vehicles merging from a ramp into a high-speed main line. The present application can query in real time whether the main vehicle driving on the ramp can merge into the main line according to the vehicle motion state in the scene when the main line vehicle is a mixed traffic flow, so that the auxiliary ramp vehicles can be safely and smoothly under the premise of not affecting the passage of the main line vehicles. into the main line.

Combined with Figure 1, from the perspective of the overall architecture, by setting up roadside intelligent sensing devices (corresponding to the above-mentioned intelligent sensors), the motion status and location information of social vehicles can be effectively and accurately obtained when the main line traffic flow is non-connected vehicles, making up for It eliminates the short board that traditional vehicles do not have the vehicle to everything (V2X) communication function, and realizes a similar collaborative ramp entry in the case of mixed traffic flow;

For the master car, it can be calculated at a certain frequency (for example, 5 times per second) to check whether the master car can be merged into the main line, and the reliability of the calculation results can still be guaranteed under the condition that the vehicle motion status of the master car and the slave car changes. ;

When the main vehicle is an artificially driven vehicle, it can provide auxiliary driving information for the main vehicle driver entering the main line under different working conditions. When it cannot be imported, inform the driver that they should stop and wait to avoid dangerous conditions;

In general, this application can effectively avoid reducing the priority of vehicles on the main line, by adjusting the motion status of the vehicles on the ramp with lower priority, and effectively avoid the difficulties of cooperation caused by the regulation of the main line vehicles and the congestion of the main line road. .

As shown in FIG. 6 , an embodiment of the present application further provides a vehicle management device, including:

The acquisition module 601 is used to acquire first driving information and second driving information, the first driving information is used to indicate the driving state of the first vehicle driving on the first road, and the second driving information is used to indicate the driving state of the first vehicle driving on the second road. the driving state of the second vehicle, wherein the second vehicle is driving toward the first road;

The first determination module 602 is configured to determine the driving strategy of the second vehicle according to the first driving information and the second driving information when it is determined that there is a gap between the first buses according to the first driving information; The clearance is the pickup clearance that satisfies the preset pickup clearance condition;

The first sending module 603 is configured to send the driving strategy to the second vehicle.

Optionally, the above-mentioned vehicle management device may further include:

a second determining module, configured to determine at least one initial length gap according to the first position information of the first vehicle and the start and end positions of the first road;

a third determining module, configured to respectively determine an initial time gap corresponding to each initial length gap according to the first speed information of the first vehicle matched with each initial length gap;

a fourth determining module, configured to determine that there is a first bus gap when there is an initial time gap greater than or equal to the time gap threshold;

Optionally, the above-mentioned first determining module 602 may include:

The first determining unit is configured to determine the entry time period corresponding to the second vehicle according to the second driving information and the road information of the second road. the time period of a road;

The second determining unit is configured to determine, according to the first driving information and the second driving information, whether there is a target time point in the entry time period; wherein, when the second vehicle travels to the target time point according to the preset driving mode, it reaches any target time point. 1. The position corresponding to the clearance of the first pickup;

The third determining unit is configured to determine the driving strategy of the second vehicle according to the target time point when the target time point exists in the import time period.

Optionally, the above-mentioned first determining unit is specifically used for:

Optionally, the above-mentioned first determining module 602 may further include:

The fourth determination unit is configured to determine the driving strategy of the second vehicle as driving to the second position on the second road when the target time point does not exist in the merged time period.

Optionally, the above-mentioned vehicle management device may further include:

a fifth determining module, configured to determine a second transfer gap when the second vehicle is located on the second section of the second road, where the second transfer gap is a transfer gap matching the position of the second vehicle;

a sixth determining module, configured to generate an import instruction when it is determined that the second vehicle can be imported into the second vehicle gap according to the first driving information and the second driving information;

The second sending module is used for sending the import instruction to the second vehicle.

Optionally, the above-mentioned vehicle management device may further include:

a seventh determining module, configured to determine a third vehicle corresponding to the second merging gap from the first vehicle;

an eighth determination module, configured to determine that the second vehicle can merge into the second merging vehicle gap under the condition that a preset distance condition is satisfied between the second vehicle and each third vehicle;

The preset distance conditions include: the length distance between the second vehicle and each third vehicle is greater than or equal to the length threshold, and/or the duration distance between the second vehicle and each third vehicle is greater than or equal to the duration threshold.

It should be noted that the vehicle management device is a device corresponding to the above-mentioned vehicle management method, and all implementations in the above-mentioned method embodiments are applicable to the embodiments of the device, and the same technical effect can also be achieved.

FIG. 7 shows a schematic diagram of a hardware structure of an electronic device provided by an embodiment of the present application.

According to the embodiments of the present application, the electronic device may be a mobile electronic device or a non-mobile electronic device. Exemplarily, the mobile electronic device may be a mobile phone, a tablet computer, a notebook computer, a palmtop computer or an in-vehicle electronic device, etc., and the non-mobile electronic device may be a server or a roadside unit, or the like.

The electronic device may include a processor 701 and a memory 702 storing computer program instructions.

Specifically, the above-mentioned processor 701 may include a central processing unit (CPU), or a specific integrated circuit (Application Specific Integrated Circuit, ASIC), or may be configured to implement one or more integrated circuits of the embodiments of the present application.

Memory 702 may include mass storage for data or instructions. By way of example and not limitation, memory 702 may include a Hard Disk Drive (HDD), a floppy disk drive, a flash memory, an optical disk, a magneto-optical disk, a magnetic tape, or a Universal Serial Bus (USB) drive or two or more A combination of more than one of the above. Memory 702 may include removable or non-removable (or fixed) media, where appropriate. Storage 702 may be internal or external to the integrated gateway disaster recovery device, where appropriate. In certain embodiments, memory 702 is non-volatile solid state memory.

Memory may include read only memory (ROM), random access memory (RAM), magnetic disk storage media devices, optical storage media devices, flash memory devices, electrical, optical or other physical/tangible memory storage devices. Thus, typically, a memory includes one or more tangible (non-transitory) computer-readable storage media (eg, memory devices) encoded with software including computer-executable instructions, and when the software is executed (eg, by a or multiple processors), it is operable to perform the operations described with reference to a method according to an aspect of the present disclosure.

The processor 701 reads and executes the computer program instructions stored in the memory 702 to implement any one of the vehicle management methods in the foregoing embodiments.

In one example, the electronic device may also include a communication interface 703 and a bus 704 . Among them, as shown in FIG. 7 , the processor 701 , the memory 702 , and the communication interface 703 are connected through the bus 704 and complete the communication with each other.

The communication interface 703 is mainly used to implement communication between modules, apparatuses, units and/or devices in the embodiments of the present application.

The bus 704 includes hardware, software, or both, coupling the components of the online data flow metering device to each other. By way of example and not limitation, the bus may include Accelerated Graphics Port (AGP) or other graphics bus, Enhanced Industry Standard Architecture (EISA) bus, Front Side Bus (FSB), HyperTransport (HT) Interconnect, Industry Standard Architecture (ISA) Bus, Infiniband Interconnect, Low Pin Count (LPC) Bus, Memory Bus, Microchannel Architecture (MCA) Bus, Peripheral Component Interconnect (PCI) Bus, PCI-Express (PCI-X) Bus, Serial Advanced Technology Attachment (SATA) bus, Video Electronics Standards Association Local (VLB) bus or other suitable bus or a combination of two or more of the above. Bus 704 may include one or more buses, where appropriate. Although embodiments of this application describe and illustrate a particular bus, this application contemplates any suitable bus or interconnect.

In addition, in combination with the vehicle management methods in the above embodiments, the embodiments of the present application may provide a computer storage medium for implementation. Computer program instructions are stored on the computer storage medium; when the computer program instructions are executed by the processor, any one of the vehicle management methods in the foregoing embodiments is implemented. Examples of computer storage media include physical/tangible storage media such as electronic circuits, semiconductor memory devices, ROM, flash memory, erasable ROM (EROM), floppy disks, CD-ROMs, optical disks, hard disks, and the like.

Embodiments of the present application also provide a computer program product, which can be executed by a processor to implement the various processes of the above vehicle management method embodiments, and can achieve the same technical effect. To avoid repetition, details are not described here.

The embodiment of the present application further provides a chip, the chip includes a processor and a communication interface, the communication interface and the processor are coupled, and the processor is used for running a program or an instruction to implement the various processes of the above vehicle management method embodiments, and can achieve the same The technical effect, in order to avoid repetition, will not be repeated here.

It should be understood that the chip mentioned in the embodiments of the present application may also be referred to as a system-on-chip, a system-on-chip, a system-on-a-chip, or a system-on-a-chip, or the like.

To be clear, the present application is not limited to the specific configurations and processes described above and illustrated in the figures. For the sake of brevity, detailed descriptions of known methods are omitted here. In the above-described embodiments, several specific steps are described and shown as examples. However, the method process of the present application is not limited to the specific steps described and shown, and those skilled in the art can make various changes, modifications and additions, or change the sequence of steps after comprehending the spirit of the present application.

Aspects of the present disclosure are described above with reference to flowchart illustrations and/or block diagrams of methods, apparatus (systems) and computer program products according to embodiments of the disclosure. It will be understood that each block of the flowchart illustrations and/or block diagrams, and combinations of blocks in the flowchart illustrations and/or block diagrams, can be implemented by computer program instructions. These computer program instructions may be provided to a processor of a general purpose computer, special purpose computer, or other programmable data processing apparatus to produce a machine such that execution of the instructions via the processor of the computer or other programmable data processing apparatus enables the Implementation of the functions/acts specified in one or more blocks of the flowchart and/or block diagrams. Such processors may be, but are not limited to, general purpose processors, special purpose processors, application specific processors, or field programmable logic circuits. It will also be understood that each block of the block diagrams and/or flowchart illustrations, and combinations of blocks in the block diagrams and/or flowchart illustrations, can also be implemented by special purpose hardware for performing the specified functions or actions, or by special purpose hardware and/or A combination of computer instructions is implemented.

Therefore, the functional blocks shown in the above-described structural block diagrams may be implemented as hardware, software, firmware, or a combination thereof. When implemented in hardware, it may be, for example, an electronic circuit, an application specific integrated circuit (ASIC), suitable firmware, a plug-in, a function card, or the like. When implemented in software, elements of the present application are programs or code segments used to perform the required tasks. The program or code segments may be stored in a machine-readable medium or transmitted over a transmission medium or communication link by a data signal carried in a carrier wave. A "machine-readable medium" may include any medium that can store or transmit information. Examples of machine-readable media include electronic circuits, semiconductor memory devices, ROM, flash memory, erasable ROM (EROM), floppy disks, CD-ROMs, optical disks, hard disks, fiber optic media, radio frequency (RF) links, and the like. The code segments may be downloaded via a computer network such as the Internet, an intranet, or the like.

It should also be noted that the exemplary embodiments mentioned in this application describe some methods or systems based on a series of steps or devices. However, the present application is not limited to the order of the above steps, that is, the steps may be performed in the order mentioned in the embodiment, or may be different from the order in the embodiment, or several steps may be performed simultaneously.

The above are only specific implementations of the present application. Those skilled in the art can clearly understand that, for the convenience and brevity of description, the specific working process of the above-described systems, modules and units may refer to the foregoing method embodiments. The corresponding process in , will not be repeated here. It should be understood that the protection scope of the present application is not limited to this. Any person skilled in the art can easily think of various equivalent modifications or replacements within the technical scope disclosed in the present application, and these modifications or replacements should all cover within the scope of protection of this application.

Claims

A vehicle management method comprising:

Obtain first driving information and second driving information, the first driving information is used to indicate the driving state of the first vehicle driving on the first road, and the second driving information is used to indicate the second driving information driving on the second road. a driving state of a vehicle, wherein the second vehicle is driving toward the first road;

In the case where it is determined that there is a first bus gap according to the first driving information, the driving strategy of the second vehicle is determined according to the first driving information and the second driving information; wherein the first driving information The pickup gap is the pickup gap that meets the preset pickup gap conditions;

The driving strategy is sent to the second vehicle.
The method according to claim 1, wherein the determining of the Before the driving strategy of the second vehicle, the method further includes:

determining at least one initial length gap according to the first position information of the first vehicle and the start and end positions of the first road;

according to the first speed information of the first vehicle matching each of the initial length gaps, respectively determining an initial time gap corresponding to each of the initial length gaps;

In the presence of an initial time gap greater than or equal to a time gap threshold, determining that the first convergence gap exists;

Wherein, the first driving information includes the first position information and the first speed information.
The method according to claim 1, wherein the determining the driving strategy of the second vehicle according to the first driving information and the second driving information comprises:

According to the second driving information and the road information of the second road, determine the entry time period corresponding to the second vehicle, where the entry time period is used to indicate that the second vehicle can travel in a preset manner the time period for traveling to the first road;

According to the first driving information and the second driving information, it is determined whether there is a target time point in the merged time period; wherein, the second vehicle travels to the target time according to the preset driving mode When the point is reached, the position corresponding to any one of the first pickup gaps is reached;

In the case that a target time point exists in the merged time period, the driving strategy of the second vehicle is determined according to the target time point.
The method according to claim 3, wherein the determining the entry time period corresponding to the second vehicle according to the second driving information and the road information of the second road comprises:

When the second vehicle is located on the first section of the second road, a first entry time and a second entry time are determined, and the first entry time and the second entry time are respectively the lower limit value and the upper limit value of the import time period;

Wherein, the first entry time is the time corresponding to when the second vehicle travels to the second section of the second road according to the preset driving mode, and the speed meets the reference speed of the second section, so The road information of the second road includes a reference speed of the second road segment; the second road segment is a road segment connected to the first road, and the reference speed is used to indicate the minimum speed limit of the first road;

The second entry time is the time corresponding to when the second vehicle travels to the first position of the second road section according to the preset driving mode, and the first position is in the first road section, a position with a preset length from the end position of the second road segment;

The preset travel mode includes at least one travel mode among acceleration travel, constant speed travel, and deceleration travel.
The method according to claim 3, wherein after determining whether there is a target time point in the importing time period according to the first driving information and the second driving information, the method further comprises:

In the case where the target time point does not exist in the merging time period, the driving strategy of the second vehicle is determined as driving to a second position in the second road.
The method according to claim 3, wherein, in the case where there is a target time point in the entry time period, after determining the driving strategy of the second vehicle according to the target time point, the method further comprises: include:

when the second vehicle is located on the second section of the second road, determining a second bus gap, where the second bus gap is a bus gap matching the position of the second vehicle;

generating an import instruction when it is determined that the second vehicle can be merged into the second vehicle gap according to the first driving information and the second driving information;

Sending the import instruction to the second vehicle.
The method according to claim 6, wherein, in the case that it is determined that the second vehicle can merge into the second merge gap according to the first driving information and the second driving information , before generating the import instruction, the method further includes:

determining a third vehicle corresponding to the second pickup gap from the first vehicle;

If a preset distance condition is satisfied between the second vehicle and each of the third vehicles, determining that the second vehicle can merge into the second merge gap;

Wherein, the preset distance condition includes: a length distance between the second vehicle and each of the third vehicles is greater than or equal to a length threshold, and/or, the second vehicle and each of the third vehicles The duration distance between them is greater than or equal to the duration threshold.
A vehicle management device, comprising:

The acquisition module is used to acquire first driving information and second driving information, the first driving information is used to indicate the driving state of the first vehicle driving on the first road, and the second driving information is used to indicate the driving state of the first vehicle driving on the first road. The driving state of the second vehicle on the second road, wherein the second vehicle is traveling toward the first road;

a first determining module, configured to determine the driving strategy of the second vehicle according to the first driving information and the second driving information when it is determined that there is a first bus gap according to the first driving information ; wherein, the first pickup gap is a pickup gap that satisfies a preset pickup gap condition;

A first sending module, configured to send the driving strategy to the second vehicle.
An electronic device comprising: a processor and a memory storing computer program instructions;

When the processor executes the computer program instructions, the vehicle management method according to any one of claims 1-7 is implemented.
A computer storage medium, where computer program instructions are stored thereon, and when the computer program instructions are executed by a processor, the vehicle management method according to any one of claims 1-7 is implemented.
A computer program product executable by a processor to implement the vehicle management method according to any one of claims 1-7.
A chip, the chip includes a processor and a communication interface, the provided communication interface is coupled with the provided processor, and the provided processor is used for running programs or instructions to implement the vehicle management according to any one of claims 1-7 method.