Vehicle U-turn driving guidance method and system for road U-turn sections

Abstract

The present application discloses a vehicle U-turn driving guidance method and system for a road U-turn section. The method comprises: obtaining instantaneous information about vehicles in each lane of the oncoming road that have not passed a preset determination line when the vehicle to be U-turned triggers a U-turn instruction; determining the expected travel time for vehicles in each lane of the oncoming road to reach the preset determination line based on the instantaneous information; determining a target distance based on the obtained vehicle information of the vehicle to be U-turned, and determining a target lane for the vehicle to be U-turned based on the target distance; determining the expected turn time for the vehicle to be U-turned based on the target lane; determining a target U-turn window based on the expected travel time, target lane, and expected turn time; and when the target U-turn window meets the U-turn conditions and reaches the preset determination line, immediately sending a U-turn instruction to the vehicle to be U-turned, guiding the vehicle to make a U-turn. This method can effectively improve the traffic efficiency of the road U-turn area and achieve safe and efficient vehicle U-turn guidance.

Description

Technical Field

[0001] The present disclosure relates to the technical field of traffic management, and in particular to a method and system for guiding vehicle U-turn driving on a U-turn section of a road. Background Art

[0002] With the continued development of my country's economy and the rapid prosperity of its transportation industry, the number of vehicles in the country has rapidly increased. This has led to a series of traffic problems, including road congestion and traffic accidents. This is particularly true on U-turn sections. Drivers rely primarily on visual observation of oncoming traffic to determine the optimal time to make a safe U-turn. However, due to insufficient driving experience and complex traffic conditions, drivers often hesitate during periods of heavy traffic, which can easily lead to traffic jams. Statistics show that over 89% of traffic jams and accidents are caused by driver error, and U-turn sections are one of the most common areas where driver error is the cause of traffic congestion. This not only reduces traffic efficiency on U-turn sections but can also lead to traffic accidents, resulting in economic losses and personal injury.

[0003] With the nation's increasing emphasis on traffic safety, helping drivers safely and efficiently complete U-turns on roads with these features has become a crucial issue that needs to be addressed. Traditional vehicles will likely remain in widespread use for a considerable period of time, yet there is currently no auxiliary equipment to safely and efficiently guide these vehicles, nor is there a way to optimize the turning process based on the characteristics of each vehicle. Consequently, U-turns remain difficult, and U-turn sections are prone to congestion. Summary of the Invention

[0004] In view of this, the embodiments of the present disclosure provide a vehicle U-turn driving guidance method and system for road U-turn sections, which can solve the problems existing in the prior art, such as poor traffic efficiency in road U-turn areas, high congestion rate, high probability of accidents, and inability to ensure that drivers can complete vehicle U-turn operations safely and efficiently.

[0005] In a first aspect, an embodiment of the present disclosure provides a vehicle U-turn driving guidance method for a U-turn section of a road, comprising:

[0006] Acquire instantaneous information of vehicles in each lane of the oncoming road that have not passed the preset determination line when the vehicle to be turned triggers the U-turn command;

[0007] Determining, based on the instantaneous information, an expected travel time for vehicles in each lane of the oncoming road to reach a preset determination line;

[0008] Determining a target distance based on the acquired vehicle information of the vehicle to be turned, and determining a target lane for the vehicle to be turned based on the target distance;

[0009] determining an expected U-turn time of the vehicle to be turned according to the target lane;

[0010] determining a target U-turn window based on the expected travel time, the target lane, and the expected U-turn time;

[0011] When the target U-turn window meets the U-turn condition and when the target U-turn window reaches the preset determination line, a U-turn instruction is immediately sent to the vehicle to be turned, and the vehicle to be turned performs a U-turn operation according to the U-turn instruction.

[0012] Optionally, the instantaneous information of the vehicles in each lane of the oncoming road that have not passed the preset determination line is the instantaneous position and instantaneous speed of the vehicles that have not passed the preset determination line and whose distance to the preset determination line is within a preset determination range;

[0013] The expected travel time is

[0014] in, is the instantaneous position of the kth vehicle in the i-th lane, is the instantaneous speed of the kth vehicle in the i-th lane.

[0015] Optionally, determining the target distance based on the acquired vehicle information of the vehicle to be turned includes:

[0016] Determining a minimum turning radius of the vehicle to be turned based on the acquired target information of the vehicle to be turned;

[0017] The target distance is determined based on the minimum turning radius, the body width of the vehicle to be turned, the straight-line distance between the edge line of the opposite lane of the U-turn waiting area and the center of the left front wheel of the vehicle, and the angle between the edge line of the opposite lane of the U-turn waiting area and the longitudinal center axis of the vehicle to be turned.

[0018] Optionally, determining the minimum turning radius of the vehicle to be turned based on the acquired target information of the vehicle to be turned includes:

[0019] Determining target information of the vehicle to be turned; the target information includes the wheelbase of the vehicle to be turned, the front wheel track of the vehicle to be turned, the front overhang of the vehicle to be turned, the maximum outer wheel steering angle of the vehicle to be turned, the body width of the vehicle to be turned, the straight-line distance between the edge of the opposite lane of the U-turn waiting area and the center of the left front wheel of the vehicle, and the angle between the edge of the opposite lane of the U-turn waiting area and the longitudinal center axis of the vehicle to be turned;

[0020] Determining a minimum turning radius of the vehicle to be turned based on the wheelbase of the vehicle to be turned, the front wheel track, the front overhang, and the maximum outer wheel steering angle;

[0021] The minimum turning radius is r min : Where l is the wheelbase of the vehicle to be turned, w is the front wheel track of the vehicle to be turned, f is the front overhang of the vehicle to be turned, and θ is the maximum outer wheel steering angle of the vehicle to be turned.

[0022] Optionally, the target distance is D:

[0023] D=r min +(r min -d0)cosα-Δd;

[0024] Where d0 is the width of the vehicle to be turned, Δd is the straight-line distance between the edge of the opposite lane of the U-turn waiting area and the center of the vehicle's left front wheel, and α is the angle between the edge of the opposite lane of the U-turn waiting area and the longitudinal center axis of the vehicle to be turned.

[0025] Optionally, determining a target lane for the vehicle to turn around according to the target distance includes:

[0026] Determining a preset lane analysis level to which the target distance belongs based on the width of the vehicle to be turned and the width of a single lane of the oncoming road;

[0027] Based on the preset lane analysis level and the preset lane analysis strategy, a target lane for the vehicle to turn around is determined.

[0028] Optionally, determining the expected turning time of the vehicle to be turned according to the target lane includes:

[0029] determining an expected distance that the vehicle to be turned will travel when turning along the predetermined trajectory based on the angle between the edge of the opposite lane of the U-turn waiting area and the longitudinal center axis of the vehicle to be turned, the minimum turning radius, and the front wheel track of the vehicle to be turned;

[0030] determining an expected turning time of the vehicle to be turned based on the expected distance and an expected average speed of the vehicle to be turned during the turning process;

[0031] The expected turnaround time is t M :

[0032] Among them, v M is the expected average speed of the vehicle to be turned during the U-turn process, and S is the expected distance.

[0033] Optionally, determining a target U-turn window based on the expected travel time, the target lane, and the expected U-turn time includes:

[0034] According to the expected travel time, determine the vehicle farthest from the preset determination line in each lane between the target lane and the U-turn waiting area, and record it as the last candidate vehicle;

[0035] Determine a first expected travel time of the vehicle with the shortest time to reach the preset determination line from all the tail candidate vehicles;

[0036] According to the expected travel time, determine the vehicle ahead of the vehicle that is farthest from the preset determination line in each lane between the target lane and the U-turn waiting area, and record it as the initial candidate vehicle;

[0037] Determine a second expected travel time of the vehicle that takes the longest time to reach the preset determination line from all the initial candidate vehicles;

[0038] The difference between the first expected travel time and the second expected travel time is used as the target gap duration;

[0039] When the target gap duration is greater than the expected U-turn time, a vehicle-to-vehicle gap window formed by all lanes between the initial candidate vehicle and the last candidate vehicle is determined as a target U-turn window.

[0040] Optionally, when the target U-turn window satisfies the U-turn condition, the step includes:

[0041] Calculate the preset acceleration time required for the vehicle to reach the target lane and accelerate to the same speed as the vehicle behind it in the target lane in the target U-turn window; the preset acceleration time is t M-acc : is the speed of the following vehicle in the opposite road when the vehicle to be turned arrives at the target lane in the target U-turn window, a M The average acceleration of the vehicle to be turned after completing the U-turn operation to accelerate to the speed of the following vehicle in the target lane in the target U-turn window;

[0042] Determining, based on the preset acceleration time, a first distance traveled by the vehicle to be turned around after accelerating to the target lane;

[0043] The first distance is L1:

[0044] A first safety distance is determined based on the first distance and the instantaneous position of the vehicle closest to the U-turn waiting area on the target lane when the vehicle to be turned triggers the U-turn instruction; the first safety distance is A: The instantaneous position of the vehicle on the target lane closest to the U-turn waiting area when the vehicle to be turned triggers the U-turn command;

[0045] The second safety distance is determined based on the expected U-turn time, the preset acceleration time, and the instantaneous speed of the vehicle closest to the U-turn waiting area in the target lane when the vehicle to be turned triggers the U-turn instruction; the second safety distance is B.

[0046] When the first safety distance is greater than the second safety distance, it is determined that the target U-turn window meets a U-turn condition.

[0047] In a second aspect, the present application discloses a vehicle U-turn driving guidance system for a road U-turn section, based on any of the vehicle U-turn driving guidance methods for a road U-turn section, comprising:

[0048] The road layer is used to display the isolation strip information and all lane information of the road section to be turned in real time;

[0049] The vehicle layer is used to display the vehicle information related to the road section to be turned in real time;

[0050] The prompt layer is used to display the formed target U-turn window in real time;

[0051] The arrow layer is used to display the expected driving path corresponding to the U-turn strategy in the form of arrows

[0052] In a third aspect, the embodiments of the present disclosure further provide a computer device that adopts the following technical solution:

[0053] The computer device comprises:

[0054] at least one processor; and,

[0055] a memory communicatively connected to the at least one processor; wherein,

[0056] The memory stores instructions that can be executed by the at least one processor, and the instructions are executed by the at least one processor so that the at least one processor can execute any of the above-mentioned vehicle U-turn driving guidance methods for a road U-turn section.

[0057] In a fourth aspect, an embodiment of the present disclosure further provides a computer-readable storage medium, which stores computer instructions, and the computer instructions are used to enable a computer to execute any of the above-mentioned vehicle U-turn driving guidance methods for a road U-turn section.

[0058] In a fifth aspect, an embodiment of the present disclosure further provides a computer program product, comprising a computer program / instruction, which implements the steps of any of the above methods when executed by a processor.

[0059] The vehicle U-turn driving guidance method disclosed in the present application for a road U-turn section can obtain the vehicle information associated with the area where the vehicle to be turned is located in real time and accurately by automatically obtaining the instantaneous information of the vehicles in each lane of the opposite road that have not passed the preset judgment line when the vehicle to be turned triggers the U-turn instruction; secondly, the expected driving time for the vehicles in each lane of the opposite road to reach the preset judgment line is determined based on the instantaneous information, which does not rely on the subjective judgment of the driver, greatly reducing the probability of traffic congestion and accidents caused by the driver's wrong decision; according to the vehicle information of the vehicle to be turned, the target distance is determined, and the target lane of the vehicle to be turned is determined according to the target distance, and then the vehicle to be turned is determined according to the target lane. The system then determines the expected U-turn time. Finally, based on the expected travel time, target lane, and expected U-turn time, it determines the target U-turn window. This determines a safe and appropriate turn opportunity for the vehicle to make a U-turn. Based on the vehicle's information, it determines the target distance and target lane, planning a safe and appropriate U-turn path for the vehicle. This system considers both vehicle characteristics (such as length, width, and maximum turning radius) and road conditions (such as lane width and U-turn area size) to select the most suitable lane for the U-turn. This ensures sufficient space and time for the vehicle to make the U-turn, reduces the possibility of collisions with other vehicles, and further improves traffic efficiency. When the target U-turn window meets the U-turn conditions and reaches the preset decision line, a U-turn instruction is immediately sent to the vehicle to make the U-turn. This effectively prevents driver hesitation during periods of heavy traffic and reduces waiting time on the U-turn section.

[0060] The above description is only an overview of the technical solution of the present disclosure. In order to more clearly understand the technical means of the present disclosure, it can be implemented in accordance with the contents of the specification. In order to make the above and other purposes, features and advantages of the present disclosure more obvious and easy to understand, the following specifically cites preferred embodiments and describes them in detail with reference to the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0061] In order to more clearly illustrate the technical solutions of the embodiments of the present disclosure, the following briefly introduces the drawings required for use in the embodiments. Obviously, the drawings described below are only some embodiments of the present disclosure. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0062] Figure 1 A flowchart of a vehicle U-turn driving guidance method for a U-turn section of a road provided by an embodiment of the present disclosure.

[0063] Figure 2 for Figure 1 Flowchart of the method for determining the target distance in FIG.

[0064] Figure 3 for Figure 2 Flowchart of the method for determining the minimum turning radius in FIG.

[0065] Figure 4 for Figure 1 Flowchart of the target lane determination method in FIG.

[0066] Figure 5 for Figure 1 Flowchart of the method for determining the expected U-turn time.

[0067] Figure 6 for Figure 1 Flowchart of the method for determining the target U-turn window in FIG.

[0068] Figure 7 for Figure 1 Flowchart of a method for determining whether a target U-turn window satisfies a U-turn condition.

[0069] Figure 8 Schematic diagram of the position of the vehicle to be turned around in the embodiment of the present disclosure.

[0070] Figure 9 Schematic diagram of a target U-turn window in an embodiment of the present disclosure.

[0071] Figure 10 Schematic diagram of the position where the target U-turn window crosses the preset determination line in an embodiment of the present disclosure.

[0072] Figure 11 4 is a functional block diagram of a vehicle U-turn guidance subsystem in an embodiment of the present disclosure.

[0073] Figure 12 This is a principle block diagram of the vehicle-mounted subsystem in an embodiment of the present disclosure.

[0074] Figure 13 A schematic diagram of the structure of a computer device provided in an embodiment of the present disclosure.

[0075] Explanation of the accompanying drawings: 11. Detection module; 12. First microprocessor; 13. First communication module; 14. First storage module; 15. Vehicle U-turn indicator light module; 16. Power supply module; 21. Second microprocessor; 22. Second communication module; 23. Second storage module; 24. Positioning module; 25. Display module; 26. Voice prompt module. DETAILED DESCRIPTION

[0076] The embodiments of the present disclosure are described in detail below with reference to the accompanying drawings.

[0077] It should be clear that the following embodiments of the present disclosure are described through specific specific examples, and those skilled in the art can easily understand other advantages and effects of the present disclosure from the contents disclosed in this specification. Obviously, the described embodiments are only a part of the embodiments of the present disclosure, rather than all of the embodiments. The present disclosure can also be implemented or applied through other different specific embodiments, and the details in this specification can also be modified or changed in various ways based on different viewpoints and applications without departing from the spirit of the present disclosure. It should be noted that the following embodiments and features in the embodiments can be combined with each other in the absence of conflict. Based on the embodiments in the present disclosure, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of the present disclosure.

[0078] It should be noted that various aspects of the embodiments within the scope of the appended claims are described below. It should be apparent that the aspects described herein can be embodied in a wide variety of forms, and any specific structure and / or function described herein is merely illustrative. Based on this disclosure, it should be understood by those skilled in the art that an aspect described herein can be implemented independently of any other aspect, and two or more of these aspects can be combined in various ways. For example, any number of aspects described herein can be used to implement the device and / or practice the method. In addition, other structures and / or functionalities other than one or more of the aspects described herein can be used to implement this device and / or practice this method.

[0079] It should also be noted that the illustrations provided in the following embodiments are only schematic illustrations of the basic concept of the present disclosure. The illustrations only show components related to the present disclosure and are not drawn according to the number, shape and size of components in actual implementation. In actual implementation, the type, quantity and proportion of each component can be changed at will, and the component layout type may also be more complicated.

[0080] Additionally, in the following description, specific details are provided to provide a thorough understanding of the examples. However, one skilled in the art will appreciate that the aspects described can be practiced without these specific details.

[0081] Reference Figure 1 In a first aspect, the present application discloses a vehicle U-turn driving guidance method for a U-turn section of a road, the method specifically comprising:

[0082] S100, acquiring instantaneous information of vehicles in each lane of the oncoming road that have not passed through a preset determination line when the vehicle to be turned triggers a U-turn instruction.

[0083] In this embodiment, the instantaneous information of vehicles in each lane of the oncoming road that have not passed the preset determination line is the instantaneous position and instantaneous speed of the vehicles that have not passed the preset determination line and whose distance to the preset determination line is within the preset determination range.

[0084] Specifically, roadside cameras, millimeter-wave radar cameras, and other sensor devices can accurately and in real time collect information such as the position, speed, and acceleration of oncoming vehicles. Compared to drivers relying solely on visual observation, sensors are unaffected by driving experience and complex traffic conditions, providing more comprehensive, accurate, and timely information. For example, in poor lighting or obstructed by obstacles, the driver may not be able to clearly observe oncoming vehicles with their naked eyes, but sensors can function normally, avoiding misjudgments caused by inaccurate information.

[0085] In this step, obtaining the vehicle's instantaneous information is the basis for subsequent accurate calculations and judgments. By obtaining this information in real time, the dynamic situation of vehicles on the oncoming road can be grasped in a timely manner, providing accurate data support for the subsequent determination of the expected travel time, avoiding misjudgments caused by inaccurate information, and improving the reliability of U-turn decisions.

[0086] S200 , determining an expected travel time for a vehicle in each lane of the opposite road to reach a preset determination line based on instantaneous information.

[0087] The expected travel time is is the instantaneous position of the kth vehicle in the i-th lane of the opposite road (i.e., the distance from the preset judgment line), is the instantaneous speed of the kth vehicle in the i-th lane of the opposite road.

[0088] In this step, determining the expected travel time can help understand the driving progress of vehicles on the oncoming road in advance, providing an important basis for subsequently determining whether there is a safe U-turn window; by accurately calculating the expected travel time, the turning timing of the vehicle to be turned can be arranged more reasonably, avoiding collisions with oncoming vehicles and improving road safety.

[0089] S300 , determining a target distance based on the acquired vehicle information of the vehicle to be turned, and determining a target lane for the vehicle to be turned based on the target distance.

[0090] In this embodiment, the target information includes the wheelbase l of the vehicle to be turned, the front wheel track w of the vehicle to be turned, the front overhang f of the vehicle to be turned, the maximum outer wheel steering angle θ of the vehicle to be turned, the body width d0 of the vehicle to be turned, the straight-line distance Δd between the edge line of the opposite lane of the U-turn waiting area and the center of the left front wheel of the vehicle to be turned, and the angle α between the edge line of the opposite lane of the U-turn waiting area and the longitudinal center axis of the vehicle to be turned.

[0091] In this step, by determining the target distance and target lane, a safe and reasonable turn path can be planned for the vehicle to be turned. By considering the vehicle's own characteristics and the actual road conditions, it can be ensured that the vehicle to be turned has sufficient space and time during the turn, reducing the possibility of conflict with other vehicles during the turn, and improving the efficiency and safety of the U-turn.

[0092] S400: Determine an expected turning time of the vehicle to be turned according to the target lane.

[0093] In this step, determining the expected U-turn time can help us understand the time required for the vehicle to complete the U-turn, so that this factor can be taken into account when determining whether there is a suitable U-turn window. By accurately estimating the expected U-turn time, conflicts with oncoming vehicles caused by excessively long U-turn times can be avoided, thereby improving the safety and efficiency of U-turns.

[0094] S500: Determine a target U-turn window based on the expected driving time, the target lane, and the expected U-turn time.

[0095] In this step, determining the target U-turn window can help find a safe turning opportunity for the vehicle to turn; by comprehensively considering the driving time of the oncoming vehicle and the turning time of the vehicle to turn, it is possible to avoid making U-turns while the oncoming vehicle is driving, reduce the occurrence of traffic accidents, and improve road traffic efficiency.

[0096] S600: When the target U-turn window satisfies the U-turn condition and when the target U-turn window reaches the preset determination line, a U-turn instruction is immediately sent to the vehicle to be turned, and the vehicle to be turned performs the U-turn operation according to the U-turn instruction.

[0097] In this step, sending a U-turn instruction and executing the U-turn operation in a timely manner when the conditions are met can ensure that the vehicle to be turned can complete the U-turn efficiently and safely. Through accurate judgment and timely instructions, traffic congestion and safety hazards caused by driver misjudgment or hesitation can be avoided, thereby improving the overall traffic capacity and safety of the road.

[0098] The vehicle U-turn driving guidance method for a road U-turn section disclosed in the present application provides a driving guidance method for intelligently detecting oncoming traffic to help vehicles make a U-turn safely and merge into the opposite lane. By automatically obtaining instantaneous information of vehicles in each lane of the opposite road that have not passed the preset judgment line when the vehicle to be turned triggers the U-turn instruction, the vehicle information associated with the area where the vehicle to be turned is located can be obtained in real time and accurately; secondly, the expected driving time for vehicles in each lane of the opposite road to reach the preset judgment line is determined based on the instantaneous information, which does not rely on the driver's subjective judgment and greatly reduces the probability of traffic congestion and accidents caused by the driver's wrong decision; according to the vehicle information of the vehicle to be turned, the target distance is determined, and the target distance of the vehicle to be turned is determined according to the target distance. The system then determines the expected turn time for the vehicle to make a U-turn based on the target lane. Finally, it determines the target turn window based on the expected travel time, target lane, and expected turn time. By determining the target turn window, the system finds a safe and appropriate turn opportunity for the vehicle to make a U-turn. The system then determines the target distance and target lane based on the vehicle's information, planning a safe and appropriate turn path for the vehicle. The system selects the most suitable lane for the U-turn, taking into account vehicle characteristics (such as length, width, and maximum turning radius) and road conditions (such as lane width and turn area size). This ensures sufficient space and time for the vehicle to make a U-turn, reduces the possibility of collisions with other vehicles, and further improves traffic efficiency. When the target turn window meets the turn conditions and reaches the preset decision line, the system immediately sends a U-turn command to the vehicle to make a U-turn. This effectively prevents driver hesitation during periods of heavy traffic and reduces waiting time for vehicles on the U-turn section.

[0099] The vehicle U-turn driving guidance method disclosed in this application for road U-turn sections can accurately determine the safe U-turn timing through real-time acquisition and precise calculation of vehicle information, avoid collisions with oncoming vehicles, and reduce the occurrence of traffic accidents; it can reasonably plan the U-turn timing and path, reduce the waiting time of vehicles waiting to turn, avoid traffic congestion caused by improper U-turn operations, and improve the overall traffic capacity of the road. For example, during peak hours in the morning and evening when there is heavy traffic, drivers often wait for a long time because it is difficult to judge the situation of oncoming traffic, causing road congestion. This method can accurately determine the appropriate U-turn timing, allowing vehicles to complete the U-turn operation in a timely and efficient manner, and can effectively improve the traffic efficiency of road U-turn sections. This solution utilizes sensors, communication technology, and computing power to achieve intelligent guidance for vehicle U-turns, providing a useful reference for the future development of intelligent transportation.

[0100] The preset determination line is preferably aligned with the U-turn waiting area where the vehicle to be turned is located. It should be noted that the preset determination line may also extend beyond the end of the U-turn waiting area in the direction of traffic in the opposite lane by a distance of one vehicle length beyond the end of the U-turn waiting area. This is acceptable as long as it does not affect the ability of the vehicle to be turned to initiate movement upon receiving the U-turn instruction upon reaching the preset determination line within the target U-turn window without interfering with the lead vehicle (i.e., the initial candidate vehicle) in the target U-turn window. In other words, the preset determination line is set in correspondence with the U-turn waiting area.

[0101] Reference Figure 2 Regarding "determining the target distance based on the acquired vehicle information of the vehicle to be turned around" in S300, the method for determining the target distance specifically includes:

[0102] A100 determines a minimum turning radius of the vehicle to be turned based on the acquired target information of the vehicle to be turned.

[0103] Specific reference Figure 3 , the method for determining the minimum turning radius includes:

[0104] A110, determining target information of the vehicle to be turned around.

[0105] Among them, the target information of the vehicle to be turned includes the body width of the vehicle to be turned, the straight-line distance between the edge line of the opposite lane of the U-turn waiting area and the center of the left front wheel of the vehicle to be turned, and the angle between the edge line of the opposite lane of the U-turn waiting area and the longitudinal center axis of the vehicle to be turned.

[0106] In step A110, accurately obtaining key vehicle parameters is a prerequisite for the subsequent calculation of the minimum turning radius. Vehicles of different makes and models have varying dimensions and steering performance. Precise identification and querying ensure that the parameters used match the actual vehicle, improving the accuracy of the calculation results.

[0107] Imagine an intelligent transportation system where roadside sensors such as cameras and radar can capture images and distance information about vehicles about to make a U-turn. Image recognition technology is used to identify the vehicle's make and model. The vehicle database is then used to query the vehicle's wheelbase (L), front track (W), front overhang (F), and maximum outside wheel steering angle (θ). For example, a Toyota Corolla sedan is identified. The database indicates its wheelbase (L) is 2.7 meters, front track (W) is 1.5 meters, front overhang (F) is 0.9 meters, and maximum outside wheel steering angle (θ) is 30°.

[0108] A120 determines the minimum turning radius of the vehicle to be turned based on its wheelbase, front wheel track, front overhang, and maximum outer wheel steering angle.

[0109] The minimum turning radius is r min : Where l is the wheelbase of the vehicle to be turned, w is the front wheel track of the vehicle to be turned, f is the front overhang of the vehicle to be turned, and θ is the maximum outer wheel steering angle of the vehicle to be turned.

[0110] In step A120, this formula is used to calculate the minimum turning radius, taking into account factors such as the vehicle's wheelbase, front wheel track, front overhang, and maximum outer wheel steering angle. This accurately reflects the minimum space required for the vehicle to make a U-turn, providing an important basis for subsequently determining the target distance.

[0111] A200 determines the target distance based on the minimum turning radius, the width of the vehicle to be turned, the straight-line distance between the edge of the opposite lane in the U-turn waiting area and the center of the vehicle's left front wheel, and the angle between the edge of the opposite lane in the U-turn waiting area and the longitudinal centerline of the vehicle to be turned.

[0112] The target distance is D: D = r min +(r min -d0)cosα-Δd.

[0113] Where d0 is the width of the vehicle to be turned, Δd is the straight-line distance between the edge of the opposite lane of the U-turn waiting area and the center of the left front wheel of the vehicle to be turned, and α is the angle between the edge of the opposite lane of the U-turn waiting area and the longitudinal center axis of the vehicle to be turned.

[0114] In step A200, factors such as the vehicle's minimum turning radius, body width, and the distance and angle between the vehicle and the edge of the oncoming lane are comprehensively considered. This allows for a comprehensive and accurate determination of the target distance required for vehicles to make a U-turn, providing precise data support for the intelligent scheduling and guidance of the traffic system.

[0115] By accurately calculating the target distance in steps A100-A200, the traffic system can plan and guide vehicles about to make U-turns in advance, avoiding collisions with other vehicles or obstacles during the turn and reducing traffic accidents. Properly determining the target distance allows vehicles to complete U-turns more smoothly, reducing the time they spend at intersections, improving intersection capacity, and alleviating traffic congestion. This solution provides intelligent transportation systems with a scientific and accurate method for handling vehicle U-turns, helping to achieve automated and intelligent traffic management, and improving the efficiency and level of traffic management.

[0116] Further, refer to Figure 8 The straight-line distance between the edge line of the opposite lane in the U-turn waiting area and the center of the left front wheel of the vehicle, and the angle between the edge line of the opposite lane in the U-turn waiting area and the longitudinal center axis of the vehicle to be turned can be obtained through a high-definition camera.

[0117] For details on “determining the target lane for the vehicle to be turned according to the target distance” in S300, refer to Figure 4, the target lane determination method includes:

[0118] B100: Determine the preset lane analysis level to which the target distance belongs based on the body width of the vehicle to be turned and the single lane width of the oncoming road.

[0119] An example of a road with two lanes in opposite directions (i.e., a two-way four-lane road) is used for explanation.

[0120] When the target distance D is less than d1-d0, the preset lane analysis level to which the target distance belongs is determined to be the first level, where d1 is the width of a single lane of the opposite road, and d0 is the body width of the vehicle to be turned.

[0121] When d1-d0≤D<d1, it is determined that the preset lane analysis level to which the target distance belongs is the parallel level.

[0122] If d1≤target distance<2d1, it is determined that the preset lane analysis level to which the target distance belongs is the second level.

[0123] Taking the example of an oncoming road with four lanes (i.e., a two-way eight-lane road), based on the example of two-way four-lane road, if 2d1≤target distance<3d1, the preset lane analysis level to which the target distance belongs is determined to be the third level.

[0124] If 3d1≤target distance<4d1, it is determined that the preset lane analysis level to which the target distance belongs is the fourth level.

[0125] In step B100, the preset lane analysis levels are divided into a combination of vehicle body width and lane width. This takes into account the vehicle's own characteristics and actual road conditions, and can more reasonably classify the target distance, providing a scientific basis for the subsequent determination of the target lane. The different levels of division can reflect the range of lanes that the vehicle may occupy after turning, making lane selection more accurate.

[0126] B200 determines the target lane for the vehicle to turn around based on a preset lane analysis level and a preset lane analysis strategy.

[0127] For a two-way four-lane road, the preset lane analysis strategy includes: when the preset lane analysis level to which the target distance belongs is level 1, the target lane for the vehicle to be turned is determined to be the first lane closest to the U-turn waiting area, that is, the first lane is selected as the lane in which the vehicle to be turned plans to travel after turning around.

[0128] When the preset lane analysis level to which the target distance belongs is the second level, the target lane for the vehicle to be turned is determined to be the second lane closest to the U-turn waiting area, that is, the second lane is selected as the lane in which the vehicle to be turned plans to travel after turning around.

[0129] When the preset lane analysis level to which the target distance belongs is the parallel level, the target lane for the vehicle to be turned is determined to be the first lane or the second lane closest to the U-turn waiting area, that is, the first lane or the second lane can be selected as the lane in which the vehicle to be turned is planned to travel after turning around.

[0130] For a two-way eight-lane road, when the preset lane analysis level to which the target distance belongs is the third level, the target lane for the vehicle to be turned is determined to be the third lane closest to the U-turn waiting area, that is, the fourth lane is selected as the lane in which the vehicle to be turned plans to travel after turning around.

[0131] When the preset lane analysis level to which the target distance belongs is the fourth level, the target lane for the vehicle to be turned is determined to be the fourth lane closest to the U-turn waiting area, that is, the fourth lane is selected as the lane in which the vehicle to be turned plans to travel after turning around.

[0132] In this embodiment, the first lane, the second lane, the third lane, and the fourth lane are defined in descending order of distance from the U-turn waiting area. That is, taking the example of four lanes in the opposite lane, the first lane is the lane closest to the U-turn waiting area, and the fourth lane is the lane farthest from the U-turn waiting area.

[0133] In step B200, the pre-set lane analysis strategy specifies the corresponding target lanes for different pre-set lane analysis levels, making the process of determining the target lane based on the target distance deterministic and operational. This strategy can help vehicles plan their paths after U-turns in advance, avoiding traffic congestion caused by temporary lane selection during U-turns.

[0134] The target lane determination method disclosed in B100-B200 accurately determines the target lane for vehicles about to make a U-turn. Vehicles can prepare in advance and drive in the planned lane, reducing the frequent lane changes during the U-turn process, reducing the risk of collision with other vehicles, and ensuring road traffic safety. Clear target lane selection allows vehicles to complete U-turns more smoothly and avoid traffic congestion caused by improper lane selection. For example, vehicles can drive directly into the appropriate lane, reducing the time spent at the intersection and improving the overall traffic capacity of the intersection. This solution provides traffic management departments with a scientific method to guide vehicle U-turns, helping to achieve orderly traffic flow; at the same time, it also facilitates the scheduling and management of vehicles by the intelligent transportation system, improving the level of intelligent traffic management.

[0135] For details on “determining the expected turning time of the vehicle to be turned according to the target lane” in S400, refer to Figure 5 , the method for determining the expected U-turn time includes:

[0136] S410, determining an expected distance that the vehicle to be turned will travel when turning along a predetermined trajectory based on the angle between the edge of the opposite lane in the U-turn waiting area and the longitudinal center axis of the vehicle to be turned, the minimum turning radius, and the front wheel track of the vehicle to be turned.

[0137] In this embodiment, the expected distance is S:

[0138]

[0139] In S410, the vehicle's turning characteristics (minimum turning radius and front wheel track) and the angle between the vehicle's longitudinal center axis and the edge of the oncoming lane are comprehensively considered. This allows for a relatively accurate calculation of the distance the vehicle will travel when turning around according to the predetermined trajectory. Accurate distance calculation forms the basis for the subsequent calculation of the expected turn time, providing reliable data support for the entire process.

[0140] S420 : Determine an expected turning time of the vehicle to be turned based on the expected distance and the expected average speed of the vehicle to be turned during the turning process.

[0141] In this embodiment, the expected turnaround time is t M ; Among them, v M is the expected average speed of the vehicle to be turned during the U-turn process.

[0142] In S420, the expected U-turn time is calculated using the expected distance calculated previously and the set expected average vehicle speed. This is logically clear and has practical significance. The expected average vehicle speed is reasonably calculated based on factors such as vehicle type and road conditions. The expected U-turn time calculated in this way can provide a more accurate time reference for traffic management and vehicle scheduling.

[0143] S410-S420 disclose a method for determining the expected U-turn time. By accurately calculating the expected U-turn time of a vehicle to be turned, traffic management departments can better plan the timing of traffic lights, reasonably allocate the travel time of vehicles in different directions, improve the overall traffic efficiency of intersections, and reduce traffic congestion. For vehicle scheduling in intelligent transportation systems, the determination of the expected U-turn time helps the system to more accurately arrange the vehicle's route and time, avoid vehicles waiting for too long at intersections, and improve the vehicle's operating efficiency. After knowing the expected U-turn time, drivers can prepare in advance and complete the U-turn operation in a more planned manner, reducing traffic accidents caused by improper operation or inaccurate time estimation, and enhancing road traffic safety.

[0144] For "determining a target U-turn window based on expected travel time, target lane, and expected U-turn time" in S500, refer to Figure 6 , the method for determining the target U-turn window includes:

[0145] S510, based on the expected travel time, determining the vehicle farthest from the preset determination line in each lane between the target lane and the U-turn waiting area, and recording it as the last candidate vehicle;

[0146] A first expected travel time of the vehicle with the shortest time to reach the preset determination line is determined from all the rear candidate vehicles.

[0147] Specifically, when the target lane is the opposite lane closest to the U-turn waiting area, the vehicle farthest from the preset determination line in the opposite lane closest to the U-turn waiting area is recorded as the last alternative vehicle, and the expected time for the last alternative vehicle to reach the preset determination line is the first expected driving time.

[0148] It should be noted that the vehicle farthest from the preset determination line refers to: the farthest vehicle in the opposite lane that has not passed the preset determination line and whose distance to the preset determination line is within the preset determination range.

[0149] When the target lane is not the opposite lane closest to the U-turn waiting area, it means that there is a lane between the target lane and the U-turn waiting area, and the vehicle to be turned needs to cross the lane to reach the target lane; in this case, the vehicle farthest from the preset determination line in each lane between the target lane and the U-turn waiting area is determined, where "each lane between the target lane and the U-turn waiting area" refers to the target lane and the opposite lane that needs to be crossed.

[0150] The set of vehicles farthest from the preset decision line in each lane between the target lane and the U-turn waiting area, that is, the set of candidate vehicles at the end, can be understood as the expected travel time of A collection of vehicles, The vehicle in the first lane closest to the U-turn waiting area on the opposite road is the vehicle farthest from the preset judgment line. The vehicle in the target lane that is farthest from the preset determination line. It is understandable that when k is used to represent the vehicle farthest from the preset determination line in each opposite lane, k in each opposite lane may be different. The first expected travel time can be understood as

[0151] In S510, the last candidate vehicle and the first expected travel time are determined, and the vehicle information of the vehicle that arrives at the preset determination line earliest in the set of last candidate vehicles in the opposite lane is obtained (i.e., the expected travel time is The driving time of the vehicle provides a reference for the upper limit of the time for determining the target U-turn window.

[0152] S520, based on the expected travel time, determining the vehicle ahead of the vehicle that is farthest from the preset determination line in each lane between the target lane and the U-turn waiting area, and recording it as the initial candidate vehicle;

[0153] A second expected travel time of the vehicle that takes the longest time to reach the preset determination line is determined from all initial candidate vehicles.

[0154] The set of vehicles ahead of the vehicle farthest from the preset decision line in each lane between the target lane and the U-turn waiting area, that is, the initial candidate vehicle set, can be understood as the expected travel time of It can be understood that k-1 refers to the vehicle in front of the vehicle farthest from the preset determination line in the corresponding lane.

[0155] Among them, the second expected driving time can be understood as

[0156] In S520, by determining the initial candidate vehicles and the second expected travel time, the vehicle in the initial candidate vehicle set in the opposite lane that arrives at the preset determination line the latest (i.e., the vehicle with the expected travel time of The driving time corresponding to the vehicle provides a reference for the lower limit of the time for subsequent determination of the target U-turn window. Combined with the first expected driving time, a more comprehensive judgment of the time interval available for U-turn can be made, which helps to screen out the appropriate U-turn opportunity.

[0157] S530: Taking the difference between the first expected driving time and the second expected driving time as the target gap duration.

[0158] Among them, the target gap duration is ΔT:

[0159]

[0160] In S530, the target gap duration is a key indicator for determining whether there is sufficient time for a U-turn. By calculating this difference, the time interval between vehicles in the opposite lane that can be used by the vehicle to make a U-turn can be quantified, providing a clear basis for subsequent determination of whether there is a suitable U-turn window.

[0161] S540: When the target gap duration is greater than the expected U-turn time, determine the vehicle-to-vehicle gap window formed by all lanes between the initial candidate vehicle and the last candidate vehicle as the target U-turn window.

[0162] This step is a time judgment condition, that is, the duration of the target U-turn window should be greater than the time required for the vehicle to turn around; the target U-turn window is the rectangular space window formed between the initial alternative vehicle and the last alternative vehicle and between the first lane and the target lane.

[0163] In S540, a target U-turn window can be determined so that the vehicle to be turned can find appropriate time and space to perform the U-turn operation. The target U-turn window is determined only when the target gap duration is greater than the expected U-turn time, ensuring the safety and feasibility of the U-turn operation.

[0164] The target U-turn window determination method disclosed in S510-S540 comprehensively considers the driving conditions of vehicles in the oncoming lane to determine an appropriate target U-turn window. This allows vehicles to make U-turns with sufficient safe time and space, effectively reducing the risk of collision with oncoming vehicles and improving road traffic safety. A reasonable target U-turn window determination method allows vehicles to complete U-turns more efficiently, avoiding unnecessary waiting time, thereby improving traffic efficiency at the entire intersection and reducing traffic congestion. This solution relies on traffic sensors to obtain vehicle information and perform computational analysis, embodying the concept of intelligent traffic management. It can provide more accurate decision-making for traffic management systems and achieve more refined control of traffic flow.

[0165] Also refer to Figure 9 In this implementation, the target lane is the second lane, and the target U-turn window formed is the opposite lane including the first lane and the second lane.

[0166] For the analysis of whether the U-turn condition is met in "When the target U-turn window meets the U-turn condition" in S600, please refer to Figure 7 , that is, the method for determining whether the target U-turn window meets the U-turn conditions, including:

[0167] C100 calculates the preset acceleration time required for the vehicle to reach the target lane and accelerate to the same speed as the following vehicle in the target lane within the target U-turn window.

[0168] In this embodiment, the preset acceleration time is t M-acc :

[0169]

[0170] in, is the speed of the following vehicle in the opposite road when the vehicle to be turned arrives at the target lane in the target U-turn window, a M v is the average acceleration of the vehicle to be turned after completing the U-turn to reach the speed of the following vehicle in the target lane of the target U-turn window. M is the expected average speed of the vehicle to be turned during the U-turn process.

[0171] In this embodiment, the situation of slowing down at a traffic light after a U-turn is not considered. The following vehicle in the target lane within the target U-turn window refers to the vehicle behind the vehicle after the vehicle to be turned arrives in the target lane. The calculation of the preset acceleration time provides the basis for subsequent determination of the vehicle's travel in the target lane. It considers the time required for the vehicle to be turned to accelerate to the same speed as the following vehicle and is a key parameter for determining U-turn safety.

[0172] C200, determining a first distance that the vehicle to be turned around accelerates to after turning into the target lane based on a preset acceleration time.

[0173] The first distance is L1:

[0174] The first distance clarifies the distance range within which the vehicle to be turned can accelerate in the target lane. This helps to further calculate the total distance required for the vehicle to be turned to safely merge into the target lane, providing a basis for determining whether there is sufficient safety space.

[0175] C300 determines a first safety distance based on the first distance and an instantaneous position of a vehicle on the target lane closest to the U-turn waiting area when the vehicle to be turned triggers the U-turn instruction.

[0176] The first safety distance is A:

[0177]

[0178] in, It is the instantaneous position of the last vehicle in the target lane within the target U-turn window when the vehicle to be turned triggers the U-turn command.

[0179] In this embodiment, by calculating the first safety distance, the total distance that the vehicle to be turned needs to travel after it drives from the current position to the target lane and accelerates to the same speed as the following vehicle in the target lane (i.e., the following vehicle in the target U-turn window) can be obtained.

[0180] The first safety distance comprehensively considers the distance the U-turn vehicle accelerates in the target lane and the initial position of the nearest vehicle in the target lane. It represents the total distance the U-turn vehicle needs to travel to safely merge into the target lane and reach the same speed as the following vehicle. It is one of the key indicators for judging U-turn safety.

[0181] C400 determines a second safety distance based on the expected U-turn time and the preset acceleration time and the instantaneous speed of the vehicle closest to the U-turn waiting area in the target lane when the vehicle to be turned triggers the U-turn instruction.

[0182] The second safety distance is B,

[0183] in, is the speed of the last vehicle in the target U-turn window on the opposite road when the vehicle to be U-turned reaches the target lane, t M is the expected U-turn time, t M-acc The preset acceleration time.

[0184] In this embodiment, the second safety distance is the estimated travel distance of the vehicle closest to the U-turn waiting area on the target lane during the period from the current position of the vehicle to be turned to the target lane.

[0185] The second safety distance takes into account the expected distance that the nearest vehicle in the target lane will travel as the vehicle to be turned moves from its current position to the target lane. This distance, when compared with the first safety distance, provides an intuitive assessment of whether the vehicle to be turned has sufficient space to complete the turn and accelerate.

[0186] C500: When the first safety distance is greater than the second safety distance, it is determined that the target U-turn window meets the U-turn condition.

[0187] In this embodiment, the first safety distance A is the total distance the vehicle attempting a U-turn must travel to safely merge into the target lane and reach the same speed as the following vehicle, while the second safety distance B is the distance the nearest vehicle in the target lane is expected to travel in the same time. Requiring the first safety distance to be greater than the second safety distance means that the vehicle attempting a U-turn has sufficient space to complete the turn and accelerate to the same speed as the following vehicle without colliding with the following vehicle in the target lane. In other words, the target U-turn window provides sufficient safe space for the vehicle attempting a U-turn to complete the turn, thus ensuring that the target U-turn window satisfies the U-turn conditions.

[0188] On the contrary, if A≤B, it means that the vehicle to be turned may collide with the following vehicle in the target lane during the process of completing the U-turn and accelerating. The target U-turn window does not provide enough safety space and the U-turn condition is not met.

[0189] Then, when the target U-turn window reaches the preset determination line (ie, when the initial candidate vehicle in the target U-turn window passes the preset determination line), a U-turn instruction is immediately sent to the vehicle to be turned, and the vehicle to be turned performs the U-turn operation according to the U-turn instruction.

[0190] By comparing the first safety distance and the second safety distance to determine whether the target U-turn window meets the U-turn conditions, it can ensure that the vehicle to be turned can perform the U-turn operation with sufficient safety space, greatly reducing the risk of collision with the following vehicle in the target lane.

[0191] The method disclosed by C100-C500 for determining whether the target U-turn window meets the U-turn conditions comprehensively considers the driving conditions of the vehicle to be turned and the vehicles in the target lane from multiple aspects. By accurately calculating the preset acceleration time, the first distance, the first safety distance, and the second safety distance, and conducting comparative judgments, it ensures that the vehicle to be turned has sufficient safe space to make the turn, effectively reducing the probability of collision accidents during the U-turn process. While ensuring safety, the target U-turn window is rationally utilized for U-turn operations, avoiding long waiting times for vehicles to be turned, improving traffic efficiency at the intersection, helping to optimize overall traffic flow and reduce traffic congestion. This solution relies on advanced traffic sensor technology and precise calculation models, embodying the scientific and reliable nature of intelligent traffic management. It can provide accurate decision-making basis for the transportation system and realize intelligent control of vehicle U-turn operations.

[0192] Further, refer to Figure 10 When the target U-turn window crosses the preset determination line, the vehicle to be turned is executing the U-turn instruction. During this period, the vehicle to be turned needs to drive to the second lane (i.e., the target lane) according to the expected speed and path.

[0193] Furthermore, the vehicle U-turn driving guidance method for a road U-turn section disclosed in the present application also includes: after the vehicle to be turned completes the U-turn, the vehicle to be turned is intelligently reminded based on the road condition information around the vehicle to be turned, and the vehicles around the vehicle to be turned are intelligently reminded.

[0194] On complex road layouts, such as U-turn ramps on urban expressways that connect multiple lanes in different directions, the intelligent system uses the vehicle's destination information to remind the driver through the in-vehicle voice system, "Please keep to the right lane ahead and proceed to [specific location]." This helps the driver quickly determine the correct driving direction after the U-turn, avoiding missed exits or driving into the wrong lane due to road unfamiliarity, reducing unnecessary detours and traffic congestion.

[0195] After the vehicle turns around and enters a new lane, the millimeter-wave radar or camera installed on the vehicle monitors the distance to the vehicle in front in real time. When the distance is less than a safety threshold (such as the safe braking distance calculated based on the current vehicle speed), the on-board system issues a voice reminder "The current distance is too close, please maintain a safe distance", and displays a warning icon on the instrument panel to remind the driver to maintain a safe driving distance, reduce the probability of rear-end collisions, and improve driving safety.

[0196] If the road section after the U-turn has special traffic rules, such as time-limited lanes or no overtaking, the intelligent navigation system will obtain this information in advance and promptly remind the driver after the vehicle turns, "This lane is a time-limited lane for [specific time period], please obey the rules" or "No overtaking on the road ahead." This ensures that the driver complies with local traffic rules, avoids penalties for violating the rules, and maintains good traffic order.

[0197] Through vehicle-to-infrastructure (V2I) communication or a real-time traffic data platform, the vehicle obtains road condition information for the section after the U-turn. If there is congestion, an accident, or road construction on the road ahead, the on-board system will issue a reminder, "The road ahead is congested at [specific distance], please plan a detour in advance." This allows the driver to understand the road conditions ahead in a timely manner, have enough time to make decisions, choose a more appropriate route, and save travel time.

[0198] The reminder function after the vehicle turns around can convey important information to the driver in a timely manner, helping them to cope with various complex traffic situations, avoid traffic accidents caused by negligence or lack of understanding of road conditions, and ensure the safety of the driver and passengers; through road condition information reminders and direction driving reminders, drivers can plan routes in advance, avoid congested sections, reach their destination quickly and accurately, reduce driving time on the road, and improve travel efficiency; clear and timely reminders can make drivers feel more considerate service, reduce anxiety and stress during driving, and enhance user satisfaction and trust in vehicles and intelligent driving systems; when drivers can obey traffic rules and maintain a safe distance according to reminders, the entire traffic flow will be more orderly, reducing traffic congestion and accidents, and helping to build a more efficient and safe traffic environment.

[0199] Furthermore, the vehicle U-turn driving guidance method for a U-turn section of a road disclosed in this application also includes:

[0200] Based on the expected U-turn time of the vehicle to be turned, determining a safe U-turn time for the vehicle to be turned after the initial candidate vehicle in the target U-turn window passes a preset determination line;

[0201] When the safe U-turn time is greater than a preset threshold, it is determined that the vehicle to be turned can completely complete the U-turn, and the vehicle to be turned is guided to execute the U-turn instruction.

[0202] Among them, the safe U-turn time △T1: △T1=△T-t M -T M , ΔT is the target gap duration (i.e. the total duration corresponding to the target U-turn window), t M is the expected turning time of the vehicle to be turned, that is, the time theoretically required for the vehicle to be turned to complete the entire turning action; T MIt can be understood as the time interval from the moment when the initial candidate vehicle passes the preset judgment line to the moment when the vehicle to be turned actually starts to turn (that is, the reaction time of the driver of the vehicle to be turned from receiving the instruction to initiating the U-turn operation). M Subtract this time interval T M , we can get the time it takes for the U-turn vehicle to complete the U-turn safely after the initial candidate vehicle passes the preset judgment line.

[0203] The preset threshold is preferably 0, T M It is preferably 2 to 3 seconds; it should be noted that T M It can be flexibly set according to actual needs and is within the protection scope of this application.

[0204] A preset judgment line is set on the road, and the position of the initial candidate vehicle in the target U-turn window is monitored in real time by sensors installed on the roadside (such as lidar, cameras, etc.). When the sensor detects that the initial candidate vehicle has passed the preset judgment line, the timer starts. At the same time, the system will determine the time when the vehicle to be turned around starts to turn around based on the current state of the vehicle to be turned around (such as whether it is ready to turn around, whether there are other vehicles interfering, etc.). Assume that after monitoring and calculation, the time interval T from the initial candidate vehicle passing the preset judgment line to the vehicle to be turned around starts to turn around. M =3 seconds.

[0205] Accurately determine T M The timing of the vehicle turning around can be grasped more accurately. Taking into account various delay factors that may exist in actual traffic scenarios, such as the driver's reaction time and the system's processing time, the T M The monitoring and calculation can enable the system to make the vehicle to turn around at the most appropriate time, thereby improving the safety and efficiency of the U-turn.

[0206] Calculating the safe U-turn time can provide clear time guidance for drivers of vehicles about to make a U-turn. Drivers can reasonably control the speed and operation of the vehicle based on this time to ensure that the U-turn is completed safely within the specified time and avoid collisions with other vehicles.

[0207] By accurately calculating safe turn times, drivers of vehicles waiting to turn can more clearly determine when to initiate and how long to complete the maneuver. This reduces the risk of collisions with other vehicles due to poor timing and improves the safety of U-turns on the road. This solution allows vehicles waiting to turn to make the turn at the appropriate time, avoiding unnecessary waiting and confusion, helping to optimize traffic order and improve traffic efficiency across the entire road section. Providing drivers with clear guidance on safe turn times can help them perform U-turns with greater confidence, reduce anxiety caused by uncertainty, and further improve driving safety and comfort.

[0208] The disclosed method for guiding vehicle U-turns on road U-turn sections determines the target distance, target lane, and expected turn time based on acquired vehicle information. This means that personalized U-turn guidance can be provided for each vehicle, taking into account the characteristics of different vehicles. Whether it's a large truck or a small car, the U-turn process can be optimized based on its characteristics. The existing technology lacks auxiliary equipment for safely and efficiently guiding traditional vehicles in U-turns. This method fills this gap, meeting the assistance needs of traditional vehicles during U-turns and effectively resolving the difficulties traditional vehicles face in turning and the congestion that often occurs on U-turn sections.

[0209] In addition, the method disclosed in this application can also be applied to the field of autonomous driving, all within the scope of protection of this application.

[0210] In a second aspect, the present application discloses a vehicle U-turn driving guidance system for a road U-turn section, based on the vehicle U-turn driving guidance method for a road U-turn section, comprising:

[0211] The road layer is used to display the isolation strip information and all lane information of the road section to be turned in real time;

[0212] The vehicle layer is used to display the vehicle information related to the road section to be turned in real time;

[0213] The prompt layer is used to display the formed target U-turn window in real time;

[0214] The arrow layer is used to display the expected driving path corresponding to the U-turn strategy in the form of arrows.

[0215] For the road layer, static road information such as the number of lanes, vehicle width, median width and length, and road markings can be used as the road layer of the U-turn guidance map.

[0216] Suppose there is a U-turn section on a city's main road. The road layer obtains detailed information about the section to be turned through high-precision map data and real-time sensor information (such as cameras and lidar installed around the road). In terms of isolation belt information, the position, length, width and opening position of the isolation belt can be accurately displayed. For example, the isolation belt of the U-turn section is 500 meters long, and there is a 10-meter-wide opening for vehicles to turn around 200 meters away from the intersection. The lane information will clearly show the number of lanes, lane types (such as straight lanes, left-turn lanes, U-turn lanes, etc.), lane direction signs and lane speed limit information. For example, there are 6 lanes in this section, of which the leftmost lane is a U-turn and left-turn lane with a speed limit of 60 kilometers per hour.

[0217] The road layer provides drivers with comprehensive and accurate road infrastructure information, allowing them to understand the condition of medians and identify the locations of U-turn openings in advance, avoiding missed U-turn opportunities due to road unfamiliarity. Furthermore, clear lane information helps drivers choose lanes wisely and plan their routes, improving driving safety and efficiency.

[0218] For the vehicle layer, the vehicles upstream of the U-turn waiting area in the opposite lane can be used as the vehicle layer.

[0219] Specifically, vehicle-to-vehicle communication technology (V2V) and vehicle-to-infrastructure communication technology (V2I) can be used to allow the vehicle layer to obtain real-time vehicle information related to the road section to be turned around; for vehicles to be turned around, their current position, speed, driving direction and other information will be displayed. For example, the vehicle to be turned around is located 50 meters away from the U-turn opening, with a current speed of 30 kilometers per hour, and is heading towards the U-turn opening. For other related vehicles, such as the preceding vehicle traveling in the same direction and oncoming vehicles in the opposite lane, their positions and driving status will also be displayed in real time. Suppose there is a vehicle in the opposite lane 150 meters away from the U-turn opening, with a speed of 50 kilometers per hour.

[0220] The vehicle layer allows drivers to monitor surrounding vehicle dynamics in real time and adjust their driving strategies accordingly. By understanding the position and speed of other vehicles, drivers can better assess whether there is sufficient clearance to perform a U-turn, avoiding collisions and improving U-turn safety.

[0221] As for the prompt layer, the U-turn window of the U-turn vehicle can be used as the prompt layer of the U-turn guidance electronic map.

[0222] Based on information from the road and vehicle layers, combined with U-turn guidance methods, the system calculates and determines the target U-turn window in real time. The prompt layer then highlights this target U-turn window on the map with a prominent color (e.g., a yellow border). For example, if the system determines that there are no oncoming vehicles in the opposite lane for a certain period of time, and there is sufficient distance between the preceding vehicle in the same lane and the vehicle to be turned, a target U-turn window will be displayed on the map from the current position to 30 meters ahead, indicating that the driver can safely turn within this range.

[0223] By setting up the prompt layer, the driver can be provided with clear instructions on the timing and area of ​​U-turn. The driver does not need to judge the complex traffic conditions by himself, but only needs to operate according to the target U-turn window displayed by the prompt layer, which reduces the difficulty of driving and improves the accuracy and efficiency of U-turn.

[0224] The arrow layer uses the current U-turn vehicle's position within the U-turn area and a U-turn guidance arrow starting from that vehicle as the arrow layer of the U-turn guidance electronic map. The U-turn guidance arrow is an arc pointing toward the U-turn vehicle's target lane. The guidance arrow has two colors: red indicates a U-turn is not currently possible, and green indicates a U-turn is possible.

[0225] Based on the vehicle's current position, target turn window, and road conditions, the system generates a U-turn strategy and displays the expected path on the map using an arrow layer. The arrows precisely indicate the vehicle's intended trajectory during the U-turn, including when to begin the turn and the angle of the turn. For example, the arrows would indicate a vehicle starting a left turn in its current lane, passing through the median opening, and then smoothly entering the designated position in the oncoming lane.

[0226] The arrow layer provides a visual guide for drivers to follow when making a U-turn, allowing them to more clearly understand how to perform the maneuver. This is especially true for drivers who are unfamiliar with the road or lack driving experience, as the arrow layer's guidance can help them complete the turn more confidently and accurately.

[0227] Furthermore, the vehicle U-turn driving guidance system for road U-turn sections disclosed in the present application also includes a warning electronic map. The function of the warning electronic map is to remind vehicles in the opposite lane of driving safety. It includes static road information such as the number of lanes, lane width, isolation strip width and length, road markings, etc. of the U-turn section. This information is stored in a storage module in the vehicle U-turn guidance subsystem; it also includes dynamic vehicle information such as the target lane of the U-turn vehicle, the position and direction of the U-turn vehicle in the U-turn waiting area, the planned path guidance arrow pointing to the target lane, and the position and speed of vehicles in the traffic flow.

[0228] The vehicle U-turn driving guidance system for road U-turn sections disclosed in this embodiment can be presented in the form of a U-turn guidance electronic map. Through the detailed information and clear prompts provided by each layer, the driver can better understand the road conditions and surrounding vehicle dynamics, accurately grasp the timing and path of the U-turn, and greatly reduce the risk of traffic accidents during the U-turn process; clear road information, vehicle dynamics and U-turn guidance enable the driver to complete the U-turn operation more efficiently, reduce the stay time in the U-turn section, alleviate traffic congestion, and improve road traffic efficiency.

[0229] The vehicle U-turn driving guidance system disclosed in this embodiment provides drivers with comprehensive U-turn guidance in an intuitive and easy-to-understand manner, reducing the difficulty and stress of driving, making drivers feel more relaxed and confident during the U-turn process, and improving driver satisfaction. The system fully utilizes advanced communication technologies and intelligent algorithms to achieve information exchange and coordination between vehicles and roads, and between vehicles themselves, providing beneficial practices and experience for the development of intelligent transportation.

[0230] The vehicle U-turn driving guidance system disclosed in this application is designed to accurately detect traffic speeds in U-turn sections and effectively assist drivers in safely merging into the oncoming lane. The system can monitor oncoming traffic in real time, intelligently determine whether a U-turn is currently possible by determining the vehicle's position and speed, and provide appropriate driving advice. This system improves traffic efficiency in U-turn sections while ensuring driving safety, significantly reducing the likelihood of traffic accidents in these sections.

[0231] Further, refer to Figure 11 The vehicle U-turn driving guidance system for road U-turn sections disclosed in this application also includes a vehicle U-turn guidance subsystem and a vehicle-mounted subsystem. The vehicle U-turn guidance subsystem is composed of a detection module 11 (specifically including a radar camera, a high-definition camera, and an infrared detector), a first microprocessor 12, a first communication module 13, a first storage module 14, a vehicle U-turn indicator light module 15, and a power supply module 16. The vehicle U-turn guidance subsystem and the U-turn indicator light are installed in the vehicle U-turn area on the road. The power supply module of the vehicle U-turn guidance subsystem provides the required electrical energy for the vehicle U-turn guidance subsystem.

[0232] Specifically, the vehicle U-turn guidance subsystem is mainly responsible for detecting traffic in the oncoming lane, calculating the U-turn window, and generating safe U-turn guidance information.

[0233] The microprocessor in the vehicle U-turn guidance subsystem is responsible for the entire subsystem's operations. First, during a U-turn, the microprocessor receives real-time data from the vehicle and the detection module. Based on the vehicle's inherent performance parameters (minimum turning radius, starting acceleration, vehicle length, etc.), combined with information such as traffic density in the oncoming lane, vehicle position, and speed, it calculates the safest and most appropriate U-turn guidance information for the vehicle making the U-turn. This guidance includes voice guidance for different scenarios and a corresponding electronic map.

[0234] The detection module of the vehicle turn guidance subsystem consists of an infrared detector, a high-definition camera, and a radar camera. The infrared detector, installed at the entrance to the vehicle turn waiting area, detects whether there are any vehicles preparing to turn in the area. The high-definition camera detects the direction of the vehicle's head while waiting to turn and the precise coordinates of its wheels within the area. When a vehicle enters the area, the infrared detector detects the vehicle and sends a command to the vehicle turn guidance subsystem's microprocessor, activating the entire vehicle turn guidance subsystem. The radar camera, installed above the U-turn indicator light, detects the position and speed of each vehicle in the oncoming lane relative to the U-turn waiting area (within a range of 400 meters forward from the vehicle turn area). This data is transmitted in real time to the microprocessor within the vehicle turn subsystem.

[0235] The communication module within the vehicle U-turn guidance subsystem enables real-time communication with the onboard subsystem, acquiring vehicle-side performance parameters such as turning radius, vehicle width, average U-turn speed, and starting acceleration. This allows the microprocessor to individually calculate key data such as the target lane and estimated transit time for each U-turning vehicle. Furthermore, the communication module transmits the calculated safe U-turn guidance information to the vehicle in real time, providing the driver with voice and electronic map-based guidance.

[0236] The storage module in the vehicle turn guidance subsystem is responsible for storing the vehicle data acquired by the communication module, the traffic flow data measured by the detection device, and the safe turn guidance information calculated by the microprocessor.

[0237] The indicator light module within the vehicle U-turn guidance subsystem is responsible for transmitting calculated safe U-turn guidance information directly to the driver of the U-turning vehicle via indicator icons on the display screen. These indicators include two states: "U-turn prohibited" and "U-turn permitted," each represented by two icons. Furthermore, the back of the indicator light alerts drivers of vehicles in the oncoming lane to any vehicles attempting a U-turn in the U-turn zone, prompting them to exercise caution. These indicators include two states: "Normal passage" and "Oncoming vehicle making a U-turn, please proceed with caution." If the U-turning vehicle misses the U-turn window, a "No U-turn" sign illuminates, prohibiting the vehicle from turning and requiring it to wait for the next U-turn window.

[0238] Reference Figure 12 The vehicle-mounted subsystem is composed of a second microprocessor 21, a second communication module 22, a second storage module 23, a positioning module 24, a display module 25 and a voice prompt module 26, which is installed inside the vehicle.

[0239] Specifically, the on-board subsystem is mainly responsible for storing basic vehicle parameters and transmitting vehicle turn information to the driver through voice prompts and turn guidance electronic maps.

[0240] The microcontroller in the on-board subsystem is responsible for receiving and processing the safe U-turn guidance information transmitted by the vehicle guidance subsystem, informing the driver in the form of voice prompts and electronic maps; and storing the vehicle's own performance information (maximum outer wheel steering angle, body width, etc.) in the storage module for use by the vehicle guidance subsystem when calculating the vehicle's U-turn window.

[0241] The storage module in the on-board subsystem is responsible for storing the vehicle's performance information (maximum outer wheel deflection angle, body width, wheelbase, etc.), safe turn guidance information transmitted from the vehicle turn guidance subsystem, and driving data such as driving habits during the turn, including the average speed of the vehicle during the turn and the acceleration of the vehicle after the turn.

[0242] The communication module in the onboard subsystem is responsible for real-time communication between the vehicle turn guidance subsystem and the onboard subsystem. It receives safe turn guidance information from the vehicle turn guidance subsystem and transmits it to the onboard subsystem's microcontroller. It also transmits information such as the minimum turning radius, vehicle width, and maximum steering wheel deflection angle stored in the onboard subsystem's storage module to the off-board device subsystem.

[0243] The voice prompt module in the vehicle subsystem is responsible for providing the driver with real-time notifications about the vehicle's U-turn status. When the U-turn status changes, the voice prompt module promptly reminds the driver to proceed. It also provides notifications of changes in the vehicle's surroundings, enhancing the driver's understanding of the U-turn environment and increasing their focus.

[0244] The display module in the vehicle subsystem uses safe U-turn guidance information transmitted by the vehicle's U-turn guidance system to generate and display an electronic U-turn guidance map, marking the target lane with guiding arrows. The electronic map also displays the real-time location of the U-turn window, visualizing the turn timing and enhancing the driver's understanding and control of the U-turn operation.

[0245] During the entire U-turn guidance process, the vehicle U-turn guidance subsystem re-detects whether there is a new vehicle entering the U-turn waiting area. If a vehicle enters, the vehicle U-turn guidance subsystem continues to provide U-turn guidance to the newly entered U-turn vehicle according to the "Vehicle U-turn Guidance Method"; if no vehicle enters, the vehicle U-turn guidance subsystem enters a dormant state.

[0246] The computer device according to an embodiment of the present disclosure includes a memory and a processor. The memory is used to store non-transitory computer-readable instructions. Specifically, the memory may include one or more computer program products, which may include various forms of computer-readable storage media, such as volatile memory and / or non-volatile memory. The volatile memory may include, for example, random access memory (RAM) and / or cache memory (cache). The non-volatile memory may include, for example, read-only memory (ROM), a hard disk, a flash memory, etc.

[0247] The processor may be a central processing unit (CPU) or other form of processing unit with data processing capabilities and / or instruction execution capabilities, and may control other components in the computer device to perform desired functions. In one embodiment of the present disclosure, the processor is configured to execute the computer-readable instructions stored in the memory, causing the computer device to execute all or part of the steps of the vehicle U-turn driving guidance method for a road U-turn section described in the aforementioned various embodiments of the present disclosure.

[0248] Those skilled in the art should understand that in order to solve the technical problem of how to obtain a good user experience, this embodiment may also include well-known structures such as a communication bus and an interface, and these well-known structures should also be included in the scope of protection of this disclosure.

[0249] like Figure 13 The present invention provides a schematic diagram of the structure of a computer device according to an embodiment of the present invention. Figure 13 The computer device shown is only an example and should not limit the functions and scope of use of the embodiments of the present disclosure.

[0250] like Figure 13As shown, the computer device may include a processor (e.g., a central processing unit, a graphics processing unit, etc.), which can perform various appropriate actions and processes according to a program stored in a read-only memory (ROM) or a program loaded from a storage device into a random access memory (RAM). Various programs and data required for the operation of the computer device are also stored in the RAM. The processor, ROM, and RAM are connected to each other via a bus. An input / output (I / O) interface is also connected to the bus.

[0251] Typically, the following devices can be connected to the I / O interface: input devices such as sensors or visual information acquisition devices; output devices such as display screens; storage devices such as tapes and hard disks; and communication devices. The communication device can allow the computer device to communicate with other devices (such as edge computing devices) wirelessly or by wire to exchange data. Figure 13 A computer device having various devices is shown, but it should be understood that it is not required to implement or possess all of the devices shown. More or fewer devices may be implemented or possessed instead.

[0252] In particular, according to an embodiment of the present disclosure, the process described above with reference to the flowchart can be implemented as a computer software program. For example, an embodiment of the present disclosure includes a computer program product, which includes a computer program carried on a non-transitory computer-readable medium, and the computer program contains program code for executing the method shown in the flowchart. In such an embodiment, the computer program can be downloaded and installed from a network via a communication device, or installed from a storage device, or installed from a ROM. When the computer program is executed by a processor, all or part of the steps of the vehicle U-turn driving guidance method for a road U-turn section of the embodiment of the present disclosure are performed.

[0253] For detailed description of this embodiment, please refer to the corresponding description in the aforementioned embodiments, which will not be repeated here.

[0254] According to an embodiment of the present disclosure, a computer-readable storage medium stores non-transitory computer-readable instructions. When the non-transitory computer-readable instructions are executed by a processor, all or part of the steps of the vehicle U-turn driving guidance method for a U-turn section of a road described in each embodiment of the present disclosure are executed.

[0255] The above-mentioned computer-readable storage media include, but are not limited to, optical storage media (e.g., CD-ROMs and DVDs), magneto-optical storage media (e.g., MOs), magnetic storage media (e.g., magnetic tapes or mobile hard disks), media with built-in rewritable non-volatile memory (e.g., memory cards), and media with built-in ROM (e.g., ROM cartridges).

[0256] For detailed description of this embodiment, please refer to the corresponding description in the aforementioned embodiments, which will not be repeated here.

[0257] The basic principles of the present disclosure have been described above in conjunction with specific embodiments. However, it should be noted that the advantages, strengths, and effects mentioned in this disclosure are merely illustrative and not restrictive, and should not be construed as necessarily possessed by each embodiment of the present disclosure. Furthermore, the specific details disclosed above are provided for illustrative purposes and to facilitate understanding, rather than as limitations. These details do not limit the present disclosure to necessarily being implemented using these specific details.

[0258] In the present disclosure, relational terms such as first and second, etc. are merely used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply that there is any such actual relationship or order between these entities or operations. The block diagrams of the devices, devices, equipment, and systems involved in the present disclosure are merely illustrative examples and are not intended to require or imply that they must be connected, arranged, or configured in the manner shown in the block diagrams. As will be appreciated by those skilled in the art, these devices, devices, equipment, and systems can be connected, arranged, or configured in any manner. Words such as "including," "comprising," "having," and the like are open-ended words, meaning "including but not limited to," and can be used interchangeably therewith. The words "or" and "and" used herein refer to the words "and / or" and can be used interchangeably therewith, unless the context clearly indicates otherwise. The word "such as" used herein refers to the phrase "such as but not limited to," and can be used interchangeably therewith.

[0259] Additionally, as used herein, "or" used in a list of items beginning with "at least one" indicates a separate list, so that, for example, a list of "at least one of A, B, or C" means A or B or C, or AB or AC or BC, or ABC (i.e., A and B and C). Furthermore, the word "exemplary" does not mean that the example described is preferred or better than other examples.

[0260] It should also be noted that in the system and method of the present disclosure, each component or each step can be decomposed and / or recombined. Such decomposition and / or recombination should be regarded as equivalent solutions of the present disclosure.

[0261] Various changes, substitutions, and modifications may be made to the technology described herein without departing from the teachings defined by the appended claims. Moreover, the scope of the claims of this disclosure is not limited to the specific aspects of the processes, machines, manufactures, compositions of things, means, methods, and actions described above. Currently existing or later developed processes, machines, manufactures, compositions of things, means, methods, or actions that perform substantially the same function or achieve substantially the same results as the corresponding aspects described herein may be utilized. Accordingly, the appended claims include within their scope such processes, machines, manufactures, compositions of things, means, methods, or actions.

[0262] The above description of the disclosed aspects is provided to enable any person skilled in the art to make or use the present disclosure. Various modifications to these aspects will be readily apparent to those skilled in the art, and the general principles defined herein may be applied to other aspects without departing from the scope of the present disclosure. Therefore, the present disclosure is not intended to be limited to the aspects shown herein, but rather to be accorded the widest scope consistent with the principles and novel features disclosed herein.

[0263] The above description has been provided for the purpose of illustration and description. In addition, this description is not intended to limit the embodiments of the present disclosure to the forms disclosed herein. Although a number of example aspects and embodiments have been discussed above, those skilled in the art will recognize certain variations, modifications, alterations, additions, and sub-combinations thereof.

Claims

1. A vehicle U-turn driving guidance method for a U-turn section of a road, characterized in that: include: Acquire instantaneous information of vehicles in each lane of the oncoming road that have not passed the preset determination line when the vehicle to be turned triggers the U-turn command; The instantaneous information of the vehicles in each lane of the oncoming road that have not passed the preset determination line is the instantaneous position and instantaneous speed of the vehicles that have not passed the preset determination line and whose distance to the preset determination line is within the preset determination range. The instantaneous position is the distance between the vehicle and the preset determination line when the vehicle to be turned triggers the U-turn instruction; Determining, based on the instantaneous information, an expected travel time for vehicles in each lane of the oncoming road to reach a preset determination line; Determining a target distance based on the acquired vehicle information of the vehicle to be turned, and determining a target lane for the vehicle to be turned based on the target distance; determining an expected U-turn time of the vehicle to be turned according to the target lane; determining a target U-turn window based on the expected travel time, the target lane, and the expected U-turn time; When the target U-turn window meets the U-turn condition and when the target U-turn window reaches the preset determination line, a U-turn instruction is immediately sent to the vehicle to be turned, and the vehicle to be turned performs the U-turn operation according to the U-turn instruction; The method of determining a target U-turn window based on the expected driving time, the target lane, and the expected U-turn time includes: determining, according to the expected driving time, the vehicle that is farthest from a preset determination line in each lane between the target lane and the U-turn waiting area, and recording it as the last candidate vehicle; determining, from all the last candidate vehicles, a first expected driving time of the vehicle that takes the shortest time to reach the preset determination line; determining, according to the expected driving time, the vehicle ahead of the vehicle that is farthest from the preset determination line in each lane between the target lane and the U-turn waiting area, and recording it as the initial candidate vehicle; determining, from all the initial candidate vehicles, a second expected driving time of the vehicle that takes the longest time to reach the preset determination line; using the difference between the first expected driving time and the second expected driving time as a target gap duration; and when the target gap duration is greater than the expected U-turn time, determining a vehicle-to-vehicle gap window formed by all lanes between the initial candidate vehicle and the last candidate vehicle as a target U-turn window; When the target U-turn window satisfies the U-turn condition, the method includes: calculating a preset acceleration time required for the vehicle to be turned to reach the target lane and accelerate to the same speed as the following vehicle in the target lane in the target U-turn window; determining a first distance that the vehicle to be turned to accelerate after turning into the target lane based on the preset acceleration time; determining a first safety distance based on the first distance and the instantaneous position of the vehicle on the target lane closest to the U-turn waiting area when the vehicle to be turned to trigger the U-turn command; determining a second safety distance based on the expected U-turn time, the preset acceleration time, and the instantaneous speed of the vehicle on the target lane closest to the U-turn waiting area when the vehicle to be turned to trigger the U-turn command; and determining that the target U-turn window satisfies the U-turn condition when the first safety distance is greater than the second safety distance.

2. The vehicle U-turn driving guidance method for a U-turn section of a road according to claim 1, characterized in that: The expected travel time is : ; in, For the Lane No. The instantaneous position of a vehicle, For the Lane No. The instantaneous speed of a vehicle.

3. The vehicle U-turn driving guidance method for a U-turn section of a road according to claim 1, characterized in that: The determining of the target distance based on the acquired vehicle information of the vehicle to be turned around includes: Determining a minimum turning radius of the vehicle to be turned based on the acquired target information of the vehicle to be turned; The target distance is determined based on the minimum turning radius, the body width of the vehicle to be turned, the straight-line distance between the edge line of the opposite lane of the U-turn waiting area and the center of the left front wheel of the vehicle, and the angle between the edge line of the opposite lane of the U-turn waiting area and the longitudinal center axis of the vehicle to be turned.

4. The vehicle U-turn driving guidance method for a U-turn section of a road according to claim 3, characterized in that: The determining, based on the acquired target information of the vehicle to be turned, the minimum turning radius of the vehicle to be turned, includes: Determining target information of the vehicle to be turned; the target information includes the wheelbase of the vehicle to be turned, the front wheel track of the vehicle to be turned, the front overhang of the vehicle to be turned, the maximum outer wheel steering angle of the vehicle to be turned, the body width of the vehicle to be turned, the straight-line distance between the edge of the opposite lane of the U-turn waiting area and the center of the left front wheel of the vehicle, and the angle between the edge of the opposite lane of the U-turn waiting area and the longitudinal center axis of the vehicle to be turned; Determining a minimum turning radius of the vehicle to be turned based on the wheelbase of the vehicle to be turned, the front wheel track, the front overhang, and the maximum outer wheel steering angle; The minimum turning radius is : ,in, is the wheelbase of the vehicle to be turned, is the front wheel track of the vehicle to be turned, is the front overhang size of the vehicle to be turned, The maximum outer wheel steering angle of the vehicle to be turned.

5. The vehicle U-turn driving guidance method for a U-turn section of a road according to claim 4, characterized in that: The target distance is D: ； in, is the width of the vehicle to be turned, is the straight-line distance between the edge of the opposite lane in the U-turn waiting area and the center of the vehicle's left front wheel, It is the angle between the edge line of the opposite lane in the U-turn waiting area and the longitudinal center axis of the vehicle to be turned.

6. The vehicle U-turn driving guidance method for a U-turn section of a road according to claim 5, characterized in that: Determining a target lane for the vehicle to turn around according to the target distance includes: Determining a preset lane analysis level to which the target distance belongs based on the width of the vehicle to be turned and the width of a single lane of the oncoming road; Based on the preset lane analysis level and the preset lane analysis strategy, a target lane for the vehicle to turn around is determined.

7. The vehicle U-turn driving guidance method for a U-turn section of a road according to claim 4, characterized in that: The determining, based on the target lane, an expected U-turn time of the vehicle to be turned, includes: determining an expected distance that the vehicle to be turned will travel when turning along the predetermined trajectory based on the angle between the edge of the opposite lane of the U-turn waiting area and the longitudinal center axis of the vehicle to be turned, the minimum turning radius, and the front wheel track of the vehicle to be turned; determining an expected turning time of the vehicle to be turned based on the expected distance and an expected average speed of the vehicle to be turned during the turning process; The expected turnaround time is : ; ; in, is the expected average speed of the vehicle to be turned during the U-turn process, For the expected distance.

8. The vehicle U-turn driving guidance method for a U-turn section of a road according to claim 7, characterized in that: The preset acceleration time is : , is the speed of the following vehicle in the opposite road when the vehicle to be turned reaches the target lane in the target U-turn window, is the average acceleration of the vehicle to be turned to the speed of the following vehicle in the target lane in the target U-turn window after completing the U-turn operation; the first distance is L1: ; The first safety distance is A: , is the instantaneous position of the vehicle on the target lane closest to the U-turn waiting area when the vehicle to be turned triggers the U-turn command; the second safety distance is B, .

9. A vehicle U-turn driving guidance system for a U-turn section of a road, characterized in that: The vehicle U-turn driving guidance method for a road U-turn section according to any one of claims 1 to 8 comprises: The road layer is used to display the isolation strip information and all lane information of the road section to be turned in real time; The vehicle layer is used to display the vehicle information related to the road section to be turned in real time; The prompt layer is used to display the formed target U-turn window in real time; The arrow layer is used to display the expected driving path corresponding to the U-turn strategy in the form of arrows.

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