WO2022135147A1 - Procédé, appareil, dispositif et support d'informations de prise en charge de véhicules - Google Patents

Procédé, appareil, dispositif et support d'informations de prise en charge de véhicules Download PDF

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Publication number
WO2022135147A1
WO2022135147A1 PCT/CN2021/136312 CN2021136312W WO2022135147A1 WO 2022135147 A1 WO2022135147 A1 WO 2022135147A1 CN 2021136312 W CN2021136312 W CN 2021136312W WO 2022135147 A1 WO2022135147 A1 WO 2022135147A1
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vehicle
driving
road
gap
information
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PCT/CN2021/136312
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English (en)
Chinese (zh)
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张长隆
付沛沛
杨晓东
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长沙智能驾驶研究院有限公司
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    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/16—Anti-collision systems
    • G08G1/167—Driving aids for lane monitoring, lane changing, e.g. blind spot detection
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/123—Traffic control systems for road vehicles indicating the position of vehicles, e.g. scheduled vehicles; Managing passenger vehicles circulating according to a fixed timetable, e.g. buses, trains, trams
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/16—Anti-collision systems

Definitions

  • 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.
  • 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.
  • 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.
  • an embodiment of the present application provides a vehicle management method, including:
  • first driving information is used to indicate the driving state of the first vehicle driving on the first road
  • 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
  • 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.
  • 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.
  • 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.
  • 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.
  • 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 .
  • 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 .
  • 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.
  • 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;
  • FIG. 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.
  • FIG. 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
  • FIG. 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.
  • 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.
  • 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.
  • 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.
  • this architecture 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.
  • RSU Road Side Unit
  • 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.
  • HV Hos Vehicle
  • 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.
  • the main line vehicle can be defined as the slave vehicle (Remote Vehicle, RV).
  • 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.
  • vehicle status information such as vehicle position, speed or acceleration
  • the data interaction with the RSU can also be performed through the OBU.
  • the slave vehicle can send its own driving status information to the RSU through the OBU.
  • 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.
  • MEC Mobile Edge Computing
  • the connection between the smart sensor, the MEC, and the RSU may be specifically through optical fibers.
  • FIG. 1 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.
  • OBU OBU-Udge-Voltage-Voltage-Voltage-Voltage-Voltage-Voltage
  • 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.
  • 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.
  • the execution body of the vehicle management method may be an RSU.
  • the execution body may also be a cloud server, or even the above-mentioned second vehicle.
  • 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.
  • the following description mainly takes the RSU as the execution body.
  • the first road may correspond to the above-mentioned main road
  • the second road may correspond to the above-mentioned ramp.
  • the first road 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.
  • the first road can be considered to be the above-mentioned area of influence.
  • the second road may also specifically refer to a preset road segment in the ramp.
  • the end point of the second road may be the end point of the ramp
  • 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.
  • the first driving information may include the number of the first vehicles currently driving on the first road.
  • 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.
  • the second vehicle can perform data interaction with the RSU.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • the driving strategy of the second vehicle 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 .
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • the vehicle management method 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: :
  • the first travel information includes first position information and first speed information.
  • 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.
  • 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.
  • 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.
  • this is just an example of the starting point position.
  • 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 .
  • 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.
  • 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.
  • each initial length gap can be matched with a first vehicle.
  • 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. .
  • the first speed information of the first vehicle whose gap is matched, respectively, determines the initial time gap corresponding to each initial length gap.
  • the corresponding initial time gap interval_t can be calculated by the following formula:
  • 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.
  • the corresponding initial time gap interval_t can be calculated by the following formula:
  • 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
  • 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 .
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • the driving strategy of the second vehicle is determined according to the first driving information and the second driving information, including:
  • 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
  • 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;
  • the driving strategy of the second vehicle is determined according to the target time point.
  • 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)
  • 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.
  • 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.
  • 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.
  • the second vehicle 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.
  • each time point in the import time period can be further screened.
  • 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.
  • 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.
  • 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 is not necessarily equal to the gap width of the first pickup gap.
  • 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.
  • 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 .
  • 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:
  • 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.
  • a ramp can usually include a ramp guidance section and an acceleration section.
  • the first section above can be considered a ramp guidance section
  • 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.
  • 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 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 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 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 when the second vehicle is located on the ramp guidance section.
  • 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.
  • 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.
  • the preset driving modes such as acceleration, deceleration, and constant speed
  • 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.
  • 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_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
  • dist_hv2ramp_end 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.
  • 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.
  • merge_start_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.
  • merge_end_time 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 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].
  • 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
  • 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 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;
  • merge_time can be used for counting function, and the initial value can be 0;
  • 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.
  • 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.
  • the vehicle management method further includes:
  • the driving strategy of the second vehicle is determined to be driving to the second position in the second road.
  • 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.
  • the second vehicle may be instructed to stop to the end point of the acceleration section (corresponding to the second position) and wait.
  • the second vehicle 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.
  • 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.
  • 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.
  • the target time point is usually just a representation of the import opportunity.
  • 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.
  • the vehicle management method further includes:
  • the second pickup gap is a pickup gap matching the position of the second vehicle
  • 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.
  • 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.
  • the second bus gap there may be two first vehicles.
  • the first driving information the current position information and current speed information of each first vehicle can be obtained.
  • the second driving information it can actually be determined that the second vehicle Whether the vehicle can be merged into the second merging gap.
  • 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.
  • the above is just an example of the practical application of judging whether the second vehicle can be merged into the second merging gap.
  • the distance threshold between the second vehicle and each first vehicle can be further combined to determine whether it can be Import.
  • 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.
  • the second vehicle 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.
  • the vehicle management method further includes:
  • 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 .
  • 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.
  • the third vehicle it can be the first vehicle corresponding to the second truck gap, and the specific number can be one or two.
  • 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.
  • current_dist_behind_rv2hv refers to the length between the second vehicle and the rear vehicle
  • 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
  • represents an OR operation.
  • 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
  • && represents the sum operation.
  • the above is only an example for the use of various thresholds.
  • multiple length thresholds or duration thresholds may be set.
  • 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 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;
  • 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)
  • 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
  • RSU 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
  • gap 1 is the gap between the leading car and the end of the main line monitoring area
  • gap 4 is the gap between the tail car and the starting point of the main line monitoring area.
  • Gap 4 is calculated as:
  • step3.1.4 Determine whether it is an insertable gap
  • each 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:
  • 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;
  • interval_threshold for example, 5s
  • step3.1.5 Does the HV have a chance to merge in the ramp guidance area?
  • the HV can complete the inflow through guidance under the assumption that the motion state of the main line vehicle remains unchanged.
  • 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_acc refers to the HV acceleration value
  • 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;
  • step3.2 Whether it can be merged into the main line at a constant speed 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;
  • Case a HV decelerates to the minimum speed limit of the ramp and drives to the end of the ramp at a constant speed
  • 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;
  • step3-step4 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;
  • step10.1 Determine the front and rear slave cars and the corresponding gap:
  • step10.2 Judging if import conditions are met
  • 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;
  • 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:
  • safe_interval_time may be another following time gap threshold greater than 2s.
  • 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.
  • 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.
  • the master car 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. ;
  • the main vehicle 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;
  • 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. .
  • 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.
  • 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
  • the first travel information includes first position information and first speed information.
  • 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.
  • the above-mentioned first determining unit is specifically used for:
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • the electronic device may be a mobile electronic device or a non-mobile electronic device.
  • 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.
  • 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.
  • 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.
  • CPU central processing unit
  • ASIC Application Specific Integrated Circuit
  • Memory 702 may include mass storage for data or instructions.
  • 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.
  • 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.
  • ROM read only memory
  • RAM random access memory
  • magnetic disk storage media devices e.g., magnetic disks
  • optical storage media devices e.g., magnetic disks
  • flash memory devices e.g., electrical, optical or other physical/tangible memory storage devices.
  • 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.
  • the electronic device may also include a communication interface 703 and a bus 704 .
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • the functional blocks shown in the above-described structural block diagrams may be implemented as hardware, software, firmware, or a combination thereof.
  • it 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.
  • ASIC application specific integrated circuit
  • 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.
  • machine-readable media examples 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.

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Abstract

L'invention concerne un procédé, un appareil, un dispositif et un support d'informations de prise en charge de véhicules, consistant : à obtenir de premières informations de conduite et de deuxièmes informations de conduite (201), les premières informations de conduite servant à indiquer un état de conduite d'un premier véhicule se déplaçant sur une première route, et les deuxièmes informations de conduite servant à indiquer un état de conduite d'un deuxième véhicule se déplaçant sur une deuxième route, le deuxième véhicule se dirigeant vers la première route ; en fonction des premières informations de conduite, lorsque l'existence d'un premier intervalle de convergence de véhicule est déterminée, à déterminer une stratégie de conduite du deuxième véhicule en fonction des premières informations de conduite et des deuxièmes informations de conduite (202) ; le premier intervalle de convergence de véhicules étant un intervalle de convergence de véhicules qui satisfait à une condition préétablie d'intervalles de véhicules ; à envoyer la stratégie de conduite au deuxième véhicule (203). Le deuxième véhicule peut ainsi s'insérer sur la première route sans interférer, ou en interférant moins, avec le déplacement du premier véhicule, réduisant le besoin de conduite collaborative entre des véhicules sur des routes différentes lorsqu'ils convergent, améliorant ainsi efficacement la performance et l'efficacité de la convergence de véhicules.
PCT/CN2021/136312 2020-12-24 2021-12-08 Procédé, appareil, dispositif et support d'informations de prise en charge de véhicules WO2022135147A1 (fr)

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CN116009549A (zh) * 2023-01-06 2023-04-25 清华大学 非联网汇入车辆的车辆队列动态重组方法及装置

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