An intelligent traffic system for realizing high-level automatic driving and efficient transportation

Abstract

The application discloses an intelligent traffic system for realizing high-level automatic driving and efficient transportation, which mainly comprises five subsystems: a virtual track subsystem based on a high-precision map, an intelligent traffic command subsystem located at intersections and other intersection driving conditions, an intelligent driving vehicle, vehicle fleet motion and lane changing control subsystem located at road section driving conditions, a road section entrance and exit control subsystem, and a global traffic network coordination control subsystem. The application can help the increasingly mature automatic driving technology to achieve higher-level automatic driving, improve the transportation efficiency of the traffic network, realize global control and prevent congestion by virtue of the controllability of the automatic driving and the macroscopic and microscopic regulation and control of the intelligent traffic network.

Description

Technical Field

[0001] This invention relates to an intelligent transportation system that enables high-level automated driving and efficient transportation, and more particularly to a system that individually controls the passage of intelligent driving vehicles on various road sections and intersections. Background Technology

[0002] In a network of transportation, there are two main types of basic components: intersections on the transportation network and connecting lines between these intersections.

[0003] With increasingly congested traffic, many large cities have already adopted intelligent transportation systems for urban traffic management. However, most intelligent traffic management currently focuses on macro-level adjustments such as traffic light durations, with little attention paid to micro-level controls such as vehicle relative lane positions within road segments and target lane selection at intersections. This invention combines the micro-controllability of intelligent transportation systems with the controllability of autonomous vehicles to propose an intelligent transportation system that enables high-level autonomous driving and efficient transportation.

[0004] At present, Level 2 autonomous driving technology is relatively mature, meaning that the motion performance on the connecting road segments between intersections mentioned above is basically acceptable. However, autonomous driving has weak intersection passage capacity due to factors such as building obstruction and the limited perception capabilities of individual vehicles. Summary of the Invention

[0005] To address the problems in related technologies, this invention proposes an intelligent transportation system that enables high-level autonomous driving and efficient transportation. The system of this invention requires minimal modification to existing transportation systems, is easy to implement, and, combined with algorithms, can make the intelligent driving system more efficient.

[0006] Therefore, the specific technical solution adopted by the present invention is as follows:

[0007] An intelligent transportation system that enables high-level automated driving and efficient transportation includes...

[0008] The virtual track subsystem uses virtual lane lines to connect and complete the system where the actual lanes are missing, as needed.

[0009] The intelligent traffic control subsystem for cross-traffic situations is used to monitor the vehicle traffic at the vehicle diversion point and allocate vehicles at the intersection to the target lanes.

[0010] The intelligent driving vehicle, convoy movement, and lane change control subsystem for road segment driving conditions is used to monitor the traffic conditions of all vehicles in the road segment, control vehicle movement based on vehicle route planning results and current road segment traffic conditions, determine the optimal lane change point for vehicles, and remind or control vehicles to change lanes.

[0011] The road segment entrance and exit control subsystem is used to receive vehicles arriving at their destination within the road segment and to control requests from vehicles wishing to enter the road segment.

[0012] The coordination and control subsystem based on the overall traffic network is used to control each road segment and intersection individually from the perspective of the efficiency of the entire traffic network, so as to achieve the goal of efficient operation of the entire traffic network or local areas.

[0013] Preferably, the virtual track subsystem can use high-precision maps or ultra-wideband positioning methods to connect and complete the actual lanes in the system with virtual lane lines at the default locations and / or connect the exit lanes and the entering lanes with virtual lane lines at intersections. The completion connection includes all possible routes.

[0014] Preferably, the intelligent traffic control subsystem for cross-traffic conditions is used to rationally allocate vehicles at this intersection to target lanes at the target intersection, and to allocate vehicles coming and going at the intersection at the local lane level.

[0015] Preferably, the intelligent traffic control subsystem for cross-traffic situations adheres to at least the following judgment rules: The first-level switch control is for requests from vehicles in the current lane of the output intersection to the surrounding three intersections and U-turn intersections; the vehicle's macro-path planning determines the first-level switch state. The second-level switch control is for requests from the current vehicle to the target delivery lane at the target intersection; the vehicle's macro-path planning and the guiding direction of each lane within the target intersection segment jointly determine the second-level switch state. When multiple lanes conforming to the macro-path planning exist within the target intersection, the switch state can be multi-selectable, but target lanes have different priorities based on the ease of passage through the intersection. The third-level switch control, with pre-set virtual lane lines, is used to decide whether a collision will occur when vehicles from multiple intersections converge on the receiving lane. The fourth-level switch control is used to manage collisions when multiple lanes at a single intersection need to output vehicles to the same receiving lane.

[0016] Preferably, the vehicle speed, lane, and entry / exit control subsystem for road segment driving conditions can achieve the following functions: when the vehicle is not in the decision lane, determine the optimal lane-changing point and remind or control the vehicle to change lanes; and / or at entrances and exits within the road segment, for vehicles arriving at their destination, reasonably suggest or control lanes and speeds based on vehicle size and turning radius requirements to facilitate vehicle exit from the road segment; and / or for newly entering vehicles from the road segment, reasonably determine the entry timing, lane, and speed control; and / or in traffic light scenarios, determine the vehicle's passage capacity within the current traffic light cycle and suggest vehicle speed and lane-changing control in advance; and / or in scenarios without traffic lights, determine the traffic conditions at the target intersection and surrounding intersections, and reasonably accelerate / decelerate and remind or control the autonomous vehicle to ensure intersection safety; and / or the system retains all traffic instructions for the road segment and can combine all traffic instructions to reasonably control the vehicle; and / or when the vehicle encounters an emergency situation affecting traffic, obstacle avoidance is completed by the vehicle alone, and the intelligent transportation network automatically takes over after obstacle avoidance ends.

[0017] Preferably, the vehicle speed, lane, and entry and exit control subsystem for road segment driving conditions is used to realize vehicle speed and lane control in the road segment, as well as control of vehicles leaving the road segment upon reaching their destination and newly entering vehicles that have just joined the intelligent transportation network in the road segment. It can remind or control the vehicle to select the optimal speed and optimal driving lane based on the vehicle route planning results and current road segment traffic information.

[0018] Preferably, the coordination and control subsystem based on the global traffic network includes a global path planning module for diverting all vehicles, a time-segmented lane allocation module, and / or a time-segmented traffic light duration ratio adjustment module.

[0019] Preferably, the lane allocation module monitors the traffic flow of all entrance and exit road sections within the controlled area, and performs dynamic global planning for all roads in combination with the direction and quantity of vehicle flow within the road, allocating the vehicle delivery capacity of road sections to other road sections at intersections and guiding vehicles.

[0020] Preferably, the traffic light duration ratio adjustment module monitors, judges, and controls the traffic flow of all entrance and exit road sections within the controlled area. Combining the overall entry and exit situation within the area, for intersections with traffic lights, it comprehensively judges and controls the traffic light ratio and cycle duration based on the load and traffic flow of each road section within the controlled area.

[0021] Preferably, the global path planning module can monitor and comprehensively judge the traffic flow of all entrance and exit road sections within the controlled area, and combine the overall entry and exit situation within the area to carry out global path planning control for diverting all vehicles and guiding the traffic.

[0022] Preferably, the traffic light duration ratio adjustment module follows a strategy of maintaining a reasonable flow and frequency of vehicles from a single road segment intersection to surrounding road segments.

[0023] Preferably, the global path planning module follows the strategy of considering the road segment capacity and load within the global or local area of ​​the planned traffic network, avoiding high road load areas, and preventing specific roads from becoming overloaded.

[0024] Preferably, it also includes a device for monitoring traffic information within a road segment, involving the vicinity of the entrance and exit of a single road segment, at intersections and / or near road segment forks.

[0025] Preferably, the virtual track subsystem can connect the exit lane and the entry lane at the intersection using virtual lane lines, or it can use a lane numbering system based on the intersection to fill in the gaps by matching the lane numbers according to the traffic conditions at the intersection.

[0026] Preferably, the intelligent traffic control subsystem for cross-traffic situations can make judgments based on vehicle size and dynamically and reasonably allocate target intersections for special autonomous driving vehicles such as those that are extra-long or extra-wide.

[0027] The beneficial effects of this invention are: the intelligent transportation system can help the increasingly mature autonomous driving technology achieve a higher level of autonomous driving; by leveraging the controllability of autonomous driving and the macro- and micro-control of the intelligent transportation network, it improves the transportation efficiency of the transportation network, provides overall control, and prevents congestion. It is equally applicable during the coexistence period of intelligent and non-intelligent vehicles, and is easily modified based on existing intelligent transportation systems.

[0028] This invention, as a transportation system, focuses on the transportation network. Vehicle entry and exit control is handled by separate control points located near the entry and exit points. This reduces the complexity and size of the intelligent transportation system. Furthermore, the entry and exit points are the points with the clearest understanding of the current local road traffic conditions; these locally specific entry and exit points should be determined by local facilities themselves, using a separate system. When an intelligent driving vehicle enters a road segment, it sends a request to the intelligent transportation system. Upon receiving permission, the local facility directs the vehicle to enter the segment, after which the intelligent transportation system takes over. When an intelligent driving vehicle exits a road segment, it sends a request to a nearby receiving point in advance. Upon receiving a response, the receiving point takes over the vehicle's exit to ensure no disruption to the road traffic area. Separate control and inter-system communication ensure smooth handover when vehicles are switched between the two systems. Attached Figure Description

[0029] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0030] Figure 1 This is a schematic diagram of a traffic network system consisting of intersections and connecting road sections in an embodiment of the present invention;

[0031] Figure 2 This is a schematic diagram of the virtual left-turn line route for lane 01 of section S in this embodiment of the invention;

[0032] Figure 3 This is a schematic diagram of the virtual straight-ahead line route for lane 02 of section S in this embodiment of the invention;

[0033] Figure 4 This is a schematic diagram of the virtual straight-ahead line route for lane 03 of section S in this embodiment of the invention;

[0034] Figure 5 This is a schematic diagram of the virtual right-turn line route for lane 03 of section S in this embodiment of the invention;

[0035] Figure 6 This is a schematic diagram of the virtual route output from road segment S to surrounding road segments in an embodiment of the present invention;

[0036] Figure 7 This is a schematic diagram of all virtual routes at the current intersection in this embodiment of the invention;

[0037] Figure 8 This is a schematic diagram of all virtual routes at the T-junction in this embodiment of the invention;

[0038] Figure 9 This is a schematic diagram of all virtual routes at the roundabout in an embodiment of the present invention;

[0039] Figure 10 These are eight control methods for intelligent driving vehicles changing lanes to one side of the lane in embodiments of the present invention.

[0040] Figure 11 This is a simplified diagram illustrating a mixed road segment scenario involving both intelligent driving vehicles and non-intelligent driving vehicles, as described in this embodiment of the invention.

[0041] Figure 12 This is a schematic diagram of the time-segmented lane allocation module and the traffic light duration ratio adjustment module in an embodiment of the present invention;

[0042] Figure 13 This is a schematic diagram of the minimum control unit of the intelligent transportation system in an embodiment of the present invention;

[0043] Figure 14 This is a schematic diagram of global macro-path planning for intelligent transportation in an embodiment of the present invention;

[0044] Figure 15 This is a schematic diagram of global regional vehicle capacity control for intelligent transportation in an embodiment of the present invention;

[0045] Figure 16 This is a schematic diagram of a crossroads in an embodiment of the present invention;

[0046] Figure 17 This is a schematic diagram of a three-way intersection in an embodiment of the present invention;

[0047] Figure 18 This is a schematic diagram of a diagonal roundabout in an embodiment of the present invention;

[0048] Figure 19 This is a schematic diagram of the output route from a single output intersection to multiple receiving intersections in an embodiment of the present invention;

[0049] Figure 20 This is a simplified model of a single output intersection outputting to multiple receiving intersections in an embodiment of the present invention;

[0050] Figure 21 In this embodiment of the invention, a single receiving intersection receives routes from multiple output intersections;

[0051] Figure 22 This is a simplified model of a single receiving intersection receiving data from multiple output intersections in an embodiment of the present invention.

[0052] Figure 23 This is a schematic diagram of lane allocation at the S0 input intersection and the N1 output intersection, ignoring ground guide signs, in an embodiment of the present invention.

[0053] Figure 24 This is a schematic diagram of lane line allocation for the E0 input intersection facing the W1 output intersection, ignoring ground guide signs, in an embodiment of the present invention.

[0054] Figure 25 This is a schematic diagram of lane allocation at the N0 input intersection and the S1 output intersection, ignoring ground guide signs, in an embodiment of the present invention.

[0055] Figure 26 This is a schematic diagram of lane line allocation for the W0 input intersection facing the E1 output intersection, ignoring ground guide signs, in an embodiment of the present invention.

[0056] Figure 27 This is a schematic diagram of lane allocation at the S0 input intersection and the N1 output intersection, considering ground guide signs, in an embodiment of the present invention.

[0057] Figure 28This is a schematic diagram of lane allocation at the E0 input intersection and the W1 output intersection, considering the ground guide signs, in an embodiment of the present invention.

[0058] Figure 29 This is a schematic diagram of lane allocation at the N0 input intersection and the S1 output intersection, considering ground guide signs, in an embodiment of the present invention.

[0059] Figure 30 This is a schematic diagram of lane allocation at the W0 input intersection and the E1 output intersection, considering ground guide signs, in an embodiment of the present invention.

[0060] Figure 31 This is a simplified model interpretation diagram of a crossroads in Figure 01, considering ground guide signs, in an embodiment of the present invention.

[0061] Figure 32 This is a simplified model interpretation diagram of the intersection in Figure 01, ignoring ground guide signs, in an embodiment of the present invention;

[0062] Figure 33 This is a schematic diagram of the communication topology in an embodiment of the present invention.

[0063] Figure 34 This is a schematic diagram of the global strategy in an embodiment of the present invention. Detailed Implementation

[0064] To further illustrate the various embodiments, the present invention provides accompanying drawings, which are part of the disclosure of the present invention. These drawings are mainly used to illustrate the embodiments and can be used in conjunction with the relevant descriptions in the specification to explain the operating principles of the embodiments. With reference to these drawings, those skilled in the art should be able to understand other possible implementation methods and the advantages of the present invention. The components in the drawings are not drawn to scale, and similar component symbols are generally used to represent similar components.

[0065] According to embodiments of the present invention, an intelligent transportation system for achieving high-level automated driving and efficient transportation is provided. This intelligent transportation system includes: A) a virtual track subsystem; B) an intelligent traffic control subsystem for cross-traffic conditions; C) an intelligent driving vehicle, convoy movement, and lane change control subsystem for road segment traffic conditions; D) a road segment entrance and exit control subsystem; and F) a coordination control subsystem based on a global traffic network.

[0066] The virtual track subsystem uses virtual lane lines to connect and complete the system where the actual lanes are missing, depending on the situation.

[0067] The intelligent traffic control subsystem for cross-traffic situations is used to monitor the vehicle traffic at the vehicle diversion point and allocate vehicles at the intersection to the target lanes.

[0068] The intelligent driving vehicle, convoy movement, and lane change control subsystem for road segment driving conditions is used to monitor the traffic conditions of all vehicles in the road segment, determine the optimal lane change point for vehicles based on vehicle route planning results and current road segment traffic conditions, and remind or control vehicles to change lanes.

[0069] The coordination and control subsystem based on the overall traffic network is used to control each road segment and intersection individually from the perspective of the efficiency of the entire traffic network, so as to achieve the goal of efficient operation of the entire traffic network or local areas.

[0070] In at least one embodiment, the A, a virtual track subsystem based on a high-precision map ( Figure 1 ),Depend on Figures 2-7 As can be seen, the virtual lane system at the intersection consists of a virtual track subsystem, which can be overall or partial. It can be based on a high-precision map or other partial methods, including but not limited to ultra-wideband (UWB) positioning. This virtual track system retains the lane lines in the actual road and completes the system with virtual lane lines at the default locations of the actual lanes. This includes, but is not limited to, connecting the exit lane and the entry lane with virtual lane lines at the intersection. This completion connection includes all possible routes. This type of virtual track connection subsystem is used to assist intelligent driving vehicles in achieving higher levels of intelligent driving. For intelligent driving vehicles with strong vision or other perception capabilities, the virtual track system is not a necessary system.

[0071] Depend on Figures 2-7 The intersection diagram shows that intersection S has three lanes: S01 is the left-turn lane, S02 is the straight-ahead lane, and S03 is a shared lane for both straight-ahead and right-turn. The potential target lanes for vehicles flowing from segment S to surrounding lanes are as follows: Figures 2-6 As shown.

[0072] Figure 2 These are two possible trajectory lines for a left turn from the S01 exit onto the W section; Figure 3 These are two possible trajectories for a straight journey from the exit of road segment S02 to road segment N; Figure 4 These are two possible trajectories for the road segment S03 exit leading straight to the N segment; Figure 5 These are two possible trajectory lines for a right turn from the S03 exit onto the E section. Figure 6 The system transmits vehicle trajectory data from lanes S01 to S03 to the surrounding road segments W, N, and E. Figure 7 It is a set of trajectories for vehicles transporting each other along all road segments S, W, N, and E at intersections. It is applicable not only to crossroads but also to intersections such as T-junctions and roundabouts.

[0073] In at least one embodiment, the intelligent traffic control subsystem for cross-traffic situations (B) Figures 2-9This is a facility used to monitor vehicle traffic at intersections and rationally allocate vehicles to target lanes at the intersection. It is essentially a local path planning system that performs local lane-level allocation for vehicles coming and going at an intersection. This facility is mainly used for dynamic lane-level allocation at intersections and forks in the road where vehicles meet or diverge, rationally diverting vehicles according to their travel paths and road traffic conditions. This diversion process can take into account vehicle size and turning radius requirements to rationally allocate target lanes.

[0074] In at least one embodiment, such as Figures 16-34 The intelligent traffic control subsystem for cross-traffic situations, at intersections or other cross-traffic situations ( Figures 16-18 The operating conditions provide intelligent traffic control services for lane-level intersection passage for autonomous driving vehicles, in order to Figure 16 For example, at a crossroads, without considering Figure 16 , Figure 19 , Figure 21 When using ground guidance signs for E0, W0, S0, and N0, the three lanes (01, 02, 03) of each output intersection (E0, W0, S0, N0) supply vehicles to the two lanes (05, 04) of the other receiving intersections (E1, W1, S1, N1), which include U-turns. The corresponding driving types for these lanes are 4*3*4*2 = 96 types. Listing all 96 types is as follows... Figure 27-30 As shown; simplifying both lane travel direction and receiving lane receiving direction control into a switch model, it can be concluded that the simplified traffic model of this intersection has four layers of switch control. Typically, there are four layers of switch control, including but not limited to four layers (such as...). Figure 32 (As shown); When there are other special road sections with special needs, there is no specific restriction on the number of switch layers.

[0075] The control principles of intelligent switch combinations are as follows:

[0076] The first-level switch control is for vehicles in the current lane at the output intersection to request access to the surrounding three intersections and U-turn intersections. The macro-path planning of the vehicle determines the first-level switch state. The second-level switch control is for vehicles requesting access to the target delivery lane at the target intersection. The macro-path planning of the vehicle and the guiding direction of each lane within the target intersection segment jointly determine the second-level switch state. When multiple lanes conforming to the macro-path planning exist at the target intersection, multiple selections are possible, but target lanes have different priorities based on the ease of passage through the intersection. The third-level switch control, with pre-set virtual lane lines, determines whether a collision will occur when vehicles from multiple intersections converge on the receiving lane. The fourth-level switch control is used to manage collisions when multiple lanes at a single intersection need to access the same receiving lane. The first and second layer switches are primarily determined by the vehicle's macro-path planning and road guidance, with vehicles requesting the target lane at the target intersection based on the path planning. The third and fourth layer switches are determined by the receiving intersection, which decides whether to respond to vehicle requests based on intersection traffic conditions and the likelihood of collisions when vehicles intersect in different lanes. When multiple vehicle requests conflict or there are potential collisions at intersections, optimal decisions are made based on factors such as the order of vehicle passage, the impact on road segment load, and regional compliance, including allowing vehicles to pass, slowing down to yield, or stopping to yield.

[0077] When not all vehicles in an intelligent transportation system are autonomous, meaning both autonomous and non-autonomous vehicles coexist, the intelligent transportation system's command system for autonomous vehicles at intersections follows the conventional traffic light system and the current lane allocation system. When autonomous vehicles constitute a significant proportion of the traffic system, while the traffic light system provides passage instructions to non-autonomous vehicles, it also provides intersection guidance to autonomous vehicles. Without affecting the passage of non-autonomous vehicles, autonomous vehicles can disregard the traffic light system's signal guidance, with the intelligent transportation system deciding the target lane for autonomous vehicles at intersections. When all vehicles in the intelligent transportation system are autonomous, the four-layer switch control can replace the existing traffic light system and dynamic lane allocation system.

[0078] When there are no traffic lights at the intersection where vehicles are traveling together, the intelligent traffic control subsystem for this cross-traffic situation only needs to determine whether there is a potential intersection based on the potential traffic trajectory for the decision of the third and fourth layer switches to receive the request of the current intelligent driving vehicle to pass through the intersection.

[0079] by Figure 13 For example, suppose an autonomous vehicle stopped at intersection E0 wants to travel to intersection N3 based on global path planning. The traffic control for this autonomous vehicle at intersection E0 should be as follows:

[0080] The first-level switch control allows the vehicle to select the target receiving intersection W1 for straight-through operation.

[0081] The second-level switch controls the vehicle to select lane 04 on the right side of the W1 intersection, in order to facilitate a right turn into the N3 section at the E2 intersection.

[0082] The third-level switch controls which intersection the receiving lane at intersection W1 receives vehicles from to avoid collision risks under the current traffic conditions at intersection;

[0083] The fourth layer of switch control, W1 intersection receiving lane, sequentially receives vehicles from each lane of the target receiving intersection under the current traffic conditions. It can be seen that for the control of intelligent driving vehicles, when passing through the intersection, intelligent driving vehicles do not necessarily need to be in the lane that conforms to the current road guidance. When the intelligent driving vehicle cannot change lanes to the target lane in the road segment in a normal way, the intelligent driving vehicle is allowed to drive in other lanes. When passing through the intersection, the switch control guides the vehicle to the target intersection.

[0084] The first and second layer switch controls are vehicle-side requests, while the third and fourth layer switch controls are collision-free passage decisions made by the roadside based on the current traffic conditions.

[0085] In at least one embodiment, the intelligent driving vehicle, convoy movement, and lane change control subsystem C, which controls the vehicle and convoy speed and lanes within the road segment, controls vehicles exiting the road segment upon arrival, and controls newly added vehicles entering the intelligent transportation network within the road segment; based on vehicle path planning results and current road segment traffic information, it reminds or controls the vehicle to select the optimal speed and lane; when a vehicle is not in the decision lane, it determines the optimal lane change point and reminds or controls the vehicle to change lanes; at entrances and exits within the road segment, it can reasonably suggest or control lanes and speeds for vehicles arriving at their destination based on vehicle size and turning radius requirements to facilitate vehicle exit from the road segment; and for... For newly entering vehicles within a road segment, the system rationally determines the entry timing, lane, and speed control; in traffic light scenarios, it assesses the traffic capacity of vehicles within the current traffic light cycle and provides advance suggestions on vehicle speed and lane change control; in scenarios without traffic lights, it assesses the traffic conditions at the target intersection and surrounding intersections, and makes reasonable acceleration / deceleration and speed reminders or controls for the autonomous vehicle to ensure safe passage through the intersection; the system retains all traffic instructions for the road segment and can combine all traffic instructions to make reasonable control of the vehicle; due to the large scale of the intelligent transportation system, it is impossible to take into account all operating conditions. When the vehicle encounters an emergency situation that affects traffic flow, obstacle avoidance is completed by the vehicle alone, and the intelligent transportation network automatically takes over after obstacle avoidance is completed.

[0086] Let's take changing lanes to the right by bicycle as an example. Figure 10As shown in the diagram, the thin solid lines represent autonomous vehicles. When an autonomous vehicle changes lanes, there are a total of three vehicles around it that can affect its lane change: the vehicle in front of the autonomous vehicle, and the vehicles in front of and behind the autonomous vehicle in the target lane. Therefore, when an autonomous vehicle changes lanes to one side of the lane, there are a total of eight control methods according to vehicle type; for example... Figure 10 As shown in diagrams a to h, the thin solid lines represent autonomous vehicles, the thick solid lines represent non-autonomous vehicles, the dots represent unrelated vehicles, and the vehicles in the thin solid lines represent autonomous vehicles that need to change lanes. Switches ① to ③ are condition switches that affect the right lane change of the middle autonomous vehicle. Condition ① determines whether the vehicle to the right front affects the right lane change of the autonomous vehicle, condition ② determines whether the vehicle to the right rear affects the right lane change of the autonomous vehicle, and condition ③ determines whether the vehicle in front affects the lane change of the autonomous vehicle. The vehicle is allowed to change lanes when conditions ① to ③ are met simultaneously. In diagram (a), all three vehicles affecting the lane change of the autonomous vehicle are autonomous vehicles. In diagrams (b) to (d), one of the three vehicles affecting the lane change of the autonomous vehicle is a non-autonomous vehicle. In diagrams (e) to (g), two of the three vehicles affecting the lane change of the autonomous vehicle are autonomous vehicles. In diagram (h), all three vehicles affecting the lane change of the autonomous vehicle are non-autonomous vehicles. With vehicles The existence of a certain gap does not mean that there needs to be a certain gap between vehicles at the initial stage of lane changing; it only means that autonomous driving vehicles need to have a certain gap between them. With vehicles Complete the lane change between them.

[0087] The diagrams ① to ③ illustrate the conditions for opening and closing vehicles. Maintaining a safe distance between vehicles is important, but this differs from the timing of ACC (Adaptive Cruise Control). ACC involves the reaction time of the following vehicle in detecting the vehicle in front, while the V2X-based intelligent connected vehicle fleet system uniformly receives and transmits motion information of all intelligent driving vehicles within the road segment. Based on the fleet, intelligent driving vehicles can be uniformly coordinated and deployed.

[0088] like Figure 10 In scenario (a), the three vehicles affecting the lane change of the autonomous driving vehicle in the middle. All are autonomous driving vehicles: at this time, due to All of these are controlled vehicles connected to the intelligent transportation system, and conditions ①②③ are the influencing factors of the three vehicles on lane changing, which are all controlled factors, making lane changing the most easily fully controllable.

[0089] like Figure 10 In scenario (b), the three vehicles affecting the lane change of the autonomous driving vehicle in the middle. Non-autonomous driving vehicles For intelligent driving vehicles: At this time, due to For controlled vehicles to access the intelligent transportation system, For uncontrolled vehicles; conditions ② and ③ are directly controllable conditions, and condition ① is an indirectly controllable condition (applicable to both lane-changing vehicles and autonomous driving vehicles). Longitudinal control is implemented, and indirect control condition ①) is applied to make lane changes fully controllable.

[0090] like Figure 10 In scenario (c), the three vehicles affecting the lane change of the autonomous driving vehicle in the middle. Non-autonomous driving vehicles For intelligent driving vehicles: At this time, due to For controlled vehicles to access the intelligent transportation system, For uncontrolled vehicles; conditions ① and ③ are directly controllable conditions, and condition ② is an indirectly controllable condition (applicable to both lane-changing vehicles and autonomous driving vehicles). Longitudinal control is implemented, and indirect control condition ②) is applied to make lane changes fully controllable.

[0091] like Figure 10 In scenario (d), the three vehicles affecting the lane change of the autonomous driving vehicle in the middle. Non-autonomous driving vehicles For intelligent driving vehicles: At this time, due to For controlled vehicles to access the intelligent transportation system, For uncontrolled vehicles; conditions ① and ② are directly controllable conditions, and condition ③ is indirectly controllable condition (applicable to both lane-changing vehicles and autonomous driving vehicles). Longitudinal control is implemented, and indirect control condition ③) is applied, making lane changes fully controllable.

[0092] like Figure 10 In scenario (e), the three vehicles affecting the lane change of the autonomous vehicle in the middle. Non-autonomous driving vehicles For intelligent driving vehicles: At this time, due to For controlled vehicles to access the intelligent transportation system, For uncontrolled vehicles; condition ② is a directly controllable condition, and conditions ① and ③ are indirectly controllable conditions (applicable to both lane-changing vehicles and autonomous driving vehicles). Longitudinal control, indirect control conditions ① and ③), as long as the vehicle If the movement continues, this situation is also a completely controllable lane change.

[0093] like Figure 10 In scenario (f), the three vehicles affecting the lane change of the autonomous driving vehicle in the middle. Non-autonomous driving vehicles For intelligent driving vehicles: At this time, due to For controlled vehicles to access the intelligent transportation system, For uncontrolled vehicles; condition ③ is a directly controllable condition, and conditions ① and ② are linked conditions. By adjusting condition ③, the relationship between intelligent driving vehicles and non-intelligent driving vehicles can be adjusted. The relative positions between them, if not for autonomous driving vehicles and There is a safe lane-changing distance between them, allowing autonomous driving vehicles to change lanes.

[0094] like Figure 10 In scenario (g), the three vehicles affecting the lane change of the autonomous driving vehicle in the middle. Non-autonomous driving vehicles For intelligent driving vehicles: At this time, due to For controlled vehicles to access the intelligent transportation system, For uncontrolled vehicles; condition ① is a directly controllable condition, and conditions ② and ③ are linked conditions, which are achieved by adjusting the relationship between intelligent driving vehicles and non-intelligent driving vehicles. If conditions ② and ③ can be satisfied simultaneously, the autonomous driving vehicle is allowed to change lanes based on the relative positions between them.

[0095] like Figure 10 In scenario (h), the three vehicles affecting the lane change of the autonomous driving vehicle in the middle. All are non-autonomous vehicles: at this time, due to None of them can be connected to the intelligent transportation system. At this time, the intelligent transportation system can only control the intelligent driving vehicle that needs to change lanes to assist in the lane change. For the motion information of non-intelligent driving vehicles that the intelligent transportation system cannot recognize, the intelligent driving vehicle monitors and feeds it back to the transportation system, and the intelligent transportation system decides whether to execute the lane change. The dynamic control of the intelligent driving vehicle during the lane change process is controlled by the intelligent transportation system.

[0096] The system expands from single-vehicle lane changing to platoon lane changing. Each lane consists of platoons of varying sizes, separated by non-autonomous vehicles. A platoon within the same lane without any non-autonomous vehicles separating them is considered a single autonomous driving platoon. Each autonomous driving platoon is considered a single unit under overall control; that is, each lane is controlled by multiple autonomous driving platoons separated by non-autonomous vehicles. Each individual autonomous driving platoon responds to lane change assistance requests from adjacent autonomous and non-autonomous vehicles, making corresponding adjustments to coordinate with the lane changes. Figure 11 As shown, the road segment's driving conditions are managed by a fleet of intelligent driving vehicles separated by non-intelligent driving vehicles, with each lane as a unit. During travel within the segment, vehicles change lanes, exchange positions, and regroup, ultimately forming a new fleet of intelligent driving vehicles separated by non-intelligent driving vehicles to cross intersections and transport vehicles to other road segments. Vehicles reaching their destination within the segment are controlled to exit, while intelligent driving vehicles about to enter the segment are controlled by the intelligent driving fleet itself, forming a new fleet within the segment.

[0097] The aforementioned intelligent transportation system enables high-level automated driving and efficient transportation, where the movement of all intelligent driving controlled vehicles within a road segment can be uniquely restricted within that segment. Figure 13 This means that traffic flow within a single road segment or the number of vehicles at a single traffic light can be controlled through F, a coordination and control subsystem based on the global traffic network, including a global path planning system for diverting all vehicles. Figure 14 ), including a time-based lane allocation module ( Figure 12 ), including a time-based traffic light duration adjustment module ( Figure 12 Starting from the efficiency of the entire transportation network, each road segment and intersection is controlled separately to ultimately achieve the goal of efficient operation of the entire transportation network or a local area.

[0098] Time-based lane allocation module ( Figure 12 , Figure 13 It can monitor traffic flow at all entrances and exits within the controlled area, and dynamically plan all roads based on the direction and number of vehicles within the road. This ensures that the total capacity of the road segment is fully utilized and that the vehicle transport capacity of the road segment at intersections is reasonably allocated to other road segments, thus rationally guiding the flow of vehicles.

[0099] Traffic light duration adjustment module based on time period ( Figure 12 , Figure 13 It can monitor, judge, and regulate traffic flow at all entrances and exits within the controlled area. Figures 12-14 ), combined with the overall inflow and outflow situation within the region ( Figure 15 For intersections with traffic lights, the system can comprehensively judge and regulate based on the load and traffic flow of each road segment in the controlled area, and reasonably adjust the proportion and cycle time of traffic lights to ensure that the flow and frequency of vehicles from a single road segment intersection to surrounding road segments remain reasonable.

[0100] In at least one embodiment, such as Figure 13 The single road segment E shown constitutes the minimum control unit of this intelligent transportation system. This minimum control unit includes vehicle acceleration / deceleration control within the road segment and at intersections, vehicle lane control, dynamic lane control, intelligent traffic light control (traffic light intersections), intersection passage control (intersections without traffic lights), exit control for vehicles arriving at their destination, and entry control for newly arriving vehicles. All traffic networks are composed of two basic elements: intersections and road segments. All intersections and road segments share many commonalities and have minimal differences. The system uses a set of universal evaluation parameters to monitor road vehicle traffic conditions at the minimum control unit, and also uses a set of universal control parameters to control the minimum control unit. Instructions are differentiated by numbering roads and intersections; customized monitoring and control parameters are also retained for special road segments and intersections.

[0101] In at least one embodiment, the global path planning system ( Figure 14 , Figure 15It can monitor and comprehensively judge the traffic flow of all entrances and exits within the controlled area, and, combined with the overall entry and exit situation within the area, perform global path planning and control for the diversion of all vehicles. Figure 14 and Figure 15 All the smallest control units Figure 13 Control measures are implemented using common monitoring and control command parameters to rationally divert vehicles, avoid high-load road areas, and prevent specific roads from becoming overloaded. Figure 14 To further prevent congestion in the overall or local areas of the transportation network, the capacity and load of road segments within the overall or local areas of the transportation network should be rationally planned. In a network-like transportation network, there are two main basic components: intersections on the network and connecting lines between these intersections. Through reasonable control strategies, 1. the exit flow of each road segment should reach its maximum; 2. vehicles that cannot pass through the intersection within the current traffic light cycle should, through reasonable combination strategies, change lanes to the optimal lane before reaching the intersection, preparing for the vehicle to proceed to the next road segment, intersection, or to enter or exit the road segment from its starting point to reach its destination.

[0102] This ensures efficient speed and lane-changing control when the vehicle is traveling on the corresponding road segment, as well as efficient and intelligent command and control when the vehicle leaves the segment. The exit at each road segment intersection is also the corresponding entry into other road segments. B and C can determine the unique movement of the autonomous vehicle within the road segment. F, through individual control of B and C on all road segments and intersections within the traffic network, ultimately achieves the goal of efficient transportation without congestion throughout the entire traffic system.

[0103] D. The entry and exit control subsystem for road sections is used to receive vehicles arriving at their destination within the road section and to control requests from vehicles wishing to enter the road section. This design focuses road section control on vehicle motion control, while local vehicle turning out and entering are controlled by a subsystem that has a better understanding of the characteristics of the local road section.

[0104] This intelligent transportation system can help the increasingly mature autonomous driving technology achieve a higher level of autonomous driving. By leveraging the controllability of autonomous driving and the macro and micro regulation of the intelligent transportation network, it can improve the transportation efficiency of the network, achieve overall control, and prevent congestion. It is equally applicable during the coexistence period of intelligent and non-intelligent vehicles and is easily retrofitted onto existing intelligent transportation systems.

[0105] Although the methods described above are illustrated and depicted as a series of actions for the sake of simplicity, it should be understood and appreciated that these methods are not limited by the order of the actions, as some actions may occur in a different order and / or concurrently with other actions from the illustrations and descriptions herein or not illustrated and described herein but which may be understood by those skilled in the art, according to one or more embodiments. Those skilled in the art will further appreciate that the various illustrative logic blocks, modules, circuits, and algorithm steps described in conjunction with the embodiments disclosed herein can be implemented as electronic hardware, computer software, or a combination of both. To clearly illustrate this interchangeability between hardware and software, the various illustrative components, blocks, modules, circuits, and steps are described above in a generalized form in terms of their functionality. Whether such functionality is implemented as hardware or software depends on the specific application and the design constraints imposed on the overall system. Those skilled in the art may implement the described functionality in different ways for each particular application, but such implementation decisions should not be construed as departing from the scope of the invention. The various illustrative logic blocks, modules, and circuits described in conjunction with the embodiments disclosed herein may be implemented or performed using a general-purpose processor, a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA) or other programmable logic device, discrete gate or transistor logic, discrete hardware components, or any combination thereof designed to perform the functions described herein. The general-purpose processor may be a microprocessor, but in alternatives, it may be any conventional processor, controller, microcontroller, or state machine. The processor may also be implemented as a combination of computing devices, such as a combination of a DSP and a microprocessor, multiple microprocessors, one or more microprocessors cooperating with a DSP core, or any other such configuration. The steps of the methods or algorithms described in conjunction with the embodiments disclosed herein may be embodied directly in hardware, in a software module executed by a processor, or in a combination of both. The software module may reside in RAM memory, flash memory, ROM memory, EPROM memory, EEPROM memory, registers, hard disk, removable disk, CD-ROM, or any other form of storage medium known in the art. Exemplary storage media are coupled to the processor such that the processor can read and write information to / from the storage medium. In an alternative embodiment, the storage medium can be integrated into the processor. The processor and storage medium can reside in an ASIC. The ASIC can reside in a user terminal. In an alternative embodiment, the processor and storage medium can reside as discrete components in the user terminal. In one or more exemplary embodiments, the described functionality can be implemented in hardware, software, firmware, or any combination thereof. If implemented in software as a computer program product, the functionality can be stored or transmitted as one or more instructions or code on a computer-readable medium.Computer-readable media includes both computer storage media and communication media, encompassing any medium that facilitates the transfer of a computer program from one location to another. Storage media can be any available medium accessible to a computer. By way of example and not limitation, such computer-readable media may include RAM, ROM, EEPROM, CD-ROM or other optical disc storage, disk storage or other magnetic storage devices, or any other medium that can be used to carry or store desired program code in the form of instructions or data structures and is accessible to a computer. Any connection is also legitimately referred to as computer-readable media. For example, if software is transmitted from a website, server, or other remote source using coaxial cable, fiber optic cable, twisted pair, digital subscriber line (DSL), or wireless technologies such as infrared, radio, and microwave, then that coaxial cable, fiber optic cable, twisted pair, DSL, or wireless technologies such as infrared, radio, and microwave are included in the definition of media. As used in this article, disk and disc include compact discs (CDs), laser discs, optical discs, digital multi-purpose discs (DVDs), floppy disks, and Blu-ray discs. Disks typically reproduce data magnetically, while discs reproduce data optically using lasers. Combinations of these should also be included within the scope of computer-readable media.

[0106] This invention is not limited to transportation systems; it is also applicable to the global control and scheduling of autonomous vehicles or intelligent robots in closed or open factory areas or buildings where specific areas are not restricted.

[0107] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. An intelligent transportation system for implementing high-level automatic driving and efficient transportation, characterized in that, This includes a virtual track subsystem, which uses virtual lane lines to connect and complete the system at the default locations of actual lanes as needed; the virtual track subsystem can use high-precision maps or ultra-wideband positioning methods to connect and complete the system at the default locations of actual lanes with virtual lane lines and / or use virtual lane lines to connect exit lanes and entering lanes at intersections, and the completion connection includes all possible routes; The intelligent traffic control subsystem for cross-traffic situations is used to monitor the vehicle traffic at the vehicle diversion point and allocate vehicles at the intersection to the target lanes. The intelligent traffic control subsystem for cross-traffic conditions shall at least follow the following judgment rules: the first-level switch control is to output the switch requests from the current lane of the intersection to the three surrounding intersections and the U-turn intersection, and the macro-path planning of the vehicle determines the state of the first-level switch. The second-level switch control involves the current vehicle requesting a target delivery lane at the target intersection. The vehicle's macro-path planning and the guiding direction of each lane within the target intersection segment jointly determine the second-level switch state. When multiple lanes conforming to the macro-path planning exist within the target intersection, the switch state can be multi-selectable, but target lanes are prioritized based on the ease of passage through the intersection. The third-level switch control, with pre-set virtual lane lines, is used to decide whether a collision will occur when vehicles from multiple intersections converge on the receiving lane. The fourth-level switch control is used to manage collisions when multiple lanes at a single intersection need to output vehicles to the same receiving lane. The intelligent driving vehicle, convoy movement, and lane change control subsystem for road segment driving conditions is used to monitor the traffic conditions of all vehicles in the road segment, control the movement of vehicles and convoys based on the vehicle route planning results and the current road segment traffic conditions, determine the optimal lane change point for vehicles, and remind or control vehicles to change lanes. The road segment entrance and exit control subsystem is used to receive vehicles arriving at their destination within the road segment and to control requests from vehicles wishing to enter the road segment. The coordination and control subsystem based on the overall traffic network is used to control each road segment and intersection individually from the perspective of the efficiency of the entire traffic network, so as to achieve the goal of efficient operation of the entire traffic network or local areas. 2.The intelligent traffic system for implementing high-level automatic driving and efficient transportation according to claim 1, wherein, The intelligent traffic control subsystem for cross-traffic situations is used to rationally allocate vehicles at this intersection to target lanes at the target intersection, and to allocate vehicles coming and going at the intersection at the local lane level. 3.The intelligent traffic system for implementing high-level automatic driving and efficient transportation of claim 1, wherein, The vehicle speed, lane, and entry / exit control subsystems for road segment driving conditions are used to control vehicle speed and lane within the road segment, and to respond to requests from vehicles arriving at their destination and new users joining the intelligent transportation network system. Based on vehicle route planning results and current road segment traffic information, the subsystems can remind or control vehicles to select the optimal speed and lane. Speed ​​control follows this strategy to ensure that, while maintaining driving safety, vehicles that can pass through the intersection in the current traffic light cycle maintain the maximum speed limit for as long as possible.

4. The intelligent transportation system for achieving high-level automated driving and efficient transportation according to claim 1, characterized in that, The global coordination and control subsystem based on the traffic network includes a global path planning module for diverting all vehicles, a time-segmented lane allocation module, and / or a time-segmented traffic light duration adjustment module. 5.The intelligent traffic system for implementing high-level automatic driving and efficient transportation according to claim 4, wherein, The lane allocation module monitors the traffic flow of all entrance and exit road sections within the controlled area. Combined with the direction and quantity of vehicle flow within the road, it performs dynamic global planning for all roads, allocating the vehicle delivery capacity and diversion capacity of road sections at intersections to other road sections.

6. The intelligent transportation system for achieving high-level automated driving and efficient transportation according to claim 4, characterized in that, The traffic light duration adjustment module monitors, judges, and regulates the traffic flow of all entrance and exit road sections within the controlled area. Combining the overall entry and exit situation within the area, it comprehensively judges and regulates the traffic light ratio and cycle duration at intersections with traffic lights based on the load and traffic flow of each road section within the controlled area.

7. An intelligent transportation system for achieving high-level automated driving and efficient transportation according to claim 4 or 6, characterized in that, The global path planning module can monitor and comprehensively judge the traffic flow of all entrance and exit road sections within the controlled area, and combine the overall entry and exit situation within the area to carry out global path planning control for diverting all vehicles and guiding traffic. 8.The intelligent transportation system of claim 6, wherein, The traffic light duration ratio adjustment module follows a strategy of maintaining a reasonable flow and frequency of vehicles from a single road segment intersection to surrounding road segments.

9. The intelligent transportation system for achieving high-level automated driving and efficient transportation according to claim 4, characterized in that, The global path planning module follows the road segment capacity and load within the global or local area of ​​the planned traffic network, avoids high road load areas, and prevents specific roads from becoming overloaded.

10. An intelligent transportation system for achieving high-level automated driving and efficient transportation according to any one of claims 1, 5, 6, 8 or 9, characterized in that, It also includes devices for monitoring traffic information within road segments, including near entrances and exits of individual road segments, intersections, and / or forks in the road segment.

11. An intelligent transportation system for achieving high-level automated driving and efficient transportation according to any one of claims 1, 5, 6, 8 or 9, characterized in that, The virtual track subsystem can connect exit lanes and entry lanes at intersections using virtual lane lines, or it can use a lane numbering system based on intersections to fill in the gaps by matching the lane numbers according to the traffic conditions at the intersection. 12.The intelligent transportation system of claim 2, wherein, The intelligent traffic control subsystem for cross-traffic situations can make judgments based on vehicle size and dynamically and rationally allocate target intersections for special autonomous driving vehicles such as those that are extra-long or extra-wide.

13. The intelligent transportation system for achieving high-level automated driving and efficient transportation according to claim 3, characterized in that, The vehicle speed, lane, and entry / exit control subsystems for road segment driving conditions can achieve the following functions: when the vehicle is not in the decision lane, determine the optimal lane-changing point and remind or control the vehicle to change lanes; and / or at entrances and exits within the road segment, for vehicles arriving at their destination, reasonably suggest or control lanes and speeds based on vehicle size and turning radius requirements to facilitate vehicle exit from the road segment; and / or for newly entering vehicles from the road segment, reasonably determine the entry timing, lane, and speed control; and / or in traffic light scenarios, determine the vehicle's passage capacity within the current traffic light cycle and suggest vehicle speed and lane-changing control in advance; and / or in scenarios without traffic lights, determine the traffic conditions at the target intersection and surrounding intersections, and reasonably accelerate, decelerate, remind, or control the autonomous vehicle to ensure intersection safety; and / or the system retains all traffic instructions for the road segment and can combine all traffic instructions to reasonably control the vehicle; and / or when the vehicle encounters an emergency situation affecting traffic, obstacle avoidance is completed by the vehicle alone, and the intelligent transportation network automatically takes over after obstacle avoidance.

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