A vehicle-road cooperative equipment deployment method based on optimal RSU deployment position

Abstract

The present invention relates to the field of vehicle-road cooperative equipment deployment, and specifically discloses a vehicle-road cooperative equipment deployment method based on an optimal RSU deployment position, including the following steps: collecting deployment requirements of a deployment area and generating corresponding deployment requirement information; conducting a site survey of the area to be deployed and generating corresponding site survey information; solving the optimal RSU deployment position using a dynamic programming algorithm based on the site survey information and deployment requirement information; selecting the optimal roadside equipment deployment based on the solved optimal RSU deployment position and generating a corresponding deployment plan. This solution can quickly find the corresponding optimal RSU deployment position and find an RSU deployment plan that meets the coverage range under limited conditions, that is, it can ensure the optimality of the deployment plan while ensuring the economy of the deployment plan.

Description

Technical Field

[0001] The present invention relates to the field of vehicle-road cooperative equipment deployment, and in particular to a vehicle-road cooperative equipment deployment method based on an optimal RSU deployment position. Background Art

[0002] With the continuous progress of society, large-scale planning and construction of intelligent road networks with vehicle-road collaboration are being carried out across the country in the form of "pilot demonstration zones for Internet of Vehicles applications". That is, multi-source road-side sensors are used to perceive and detect intersections / road sections under different road network structures. The perception data is transmitted to the edge computing unit through the node local area network for fusion processing. After the coordinate system is converted, the output target object detection information is locally broadcast to the surrounding intelligent driving vehicles through the road side unit (hereinafter referred to as RSU) communication unit, assisting the vehicles to achieve safety, efficiency, information service and collaborative control scenario applications.

[0003] Although various regions are also rapidly promoting the construction of vehicle-road collaborative smart road networks, the economy and optimality of the equipment deployment plan have rarely been demonstrated during the entire construction process. It is necessary to ensure the economy of the entire deployment plan while ensuring that the deployment plan can serve as many users as possible and cover as much area as possible. By demonstrating the economy and optimality of the deployment plan, the final deployment plan can be more reasonable and scientific. Summary of the invention

[0004] The technical problem solved by the present invention is to provide a vehicle-road cooperative equipment deployment method based on the optimal RSU deployment position, which can ensure the optimality of the deployment plan while ensuring the economy of the deployment plan.

[0005] The basic solution provided by the present invention is a method for deploying vehicle-road cooperative equipment based on an optimal RSU deployment position, comprising the following steps:

[0006] S1, collecting deployment requirements of the deployment area and generating corresponding deployment requirement information;

[0007] S2, survey the site of the area where deployment is required and generate corresponding site survey information;

[0008] S3, based on the site survey information and deployment requirement information, the optimal RSU deployment location is solved using a dynamic programming algorithm;

[0009] S4, selecting the optimal roadside equipment deployment according to the solved optimal RSU deployment position, and generating a corresponding deployment plan.

[0010] The principles and advantages of the present invention are as follows: first, the deployment requirements of the deployment area are collected in the early stage to obtain the deployment requirement information, and then an on-site survey is conducted in the deployment area to obtain accurate on-site survey information. After that, the two parts of information are combined and the dynamic programming algorithm is used to solve the optimal RSU deployment position, and then the corresponding optimal route equipment deployment is selected based on this, and then the corresponding deployment plan is generated.

[0011] In this application, the basis for determining the optimal RUS deployment location is based on on-site survey information and deployment requirement information. In this way, when looking for the optimal RSU deployment location, an RSU deployment plan that meets the coverage range can be found under limited conditions, thereby ensuring the optimality of the deployment plan while ensuring the economy of the deployment plan.

[0012] Furthermore, the deployment requirement information includes equipment deployment budget information, RSU deployment requirement information and point selection requirement information.

[0013] The diversification of deployment requirement information can make the subsequent deployment plan more accurate and based on evidence. At the same time, the subsequent deployment plan will be more in line with the requirements of the builder, avoiding the occurrence of deployment plans that do not meet the standards.

[0014] Further, it also includes S5, according to the corresponding deployment plan, calculating the cost of each device in the deployment plan to generate corresponding device deployment cost information;

[0015] S6, judging whether the equipment deployment cost information is less than the equipment deployment budget information according to the equipment deployment cost information and the equipment deployment budget information, if so, the deployment plan is reasonable, otherwise it is unreasonable.

[0016] By comparing the equipment deployment cost information and the equipment deployment budget information, it is possible to avoid the situation where the cost of each device in the corresponding deployment plan is greater than the budget, thereby bringing economic pressure to the builder and making it difficult to implement the entire deployment plan.

[0017] Further, the S2 includes:

[0018] Draw the road network of the deployment area according to the on-site conditions and generate corresponding road network information;

[0019] According to the obtained road network information, determine the road network type corresponding to the deployment area;

[0020] According to the corresponding road network type, using the road network point principle and the corresponding technical path principle, the current intersection is surveyed to form corresponding on-site survey information.

[0021] By drawing the road network of the deployment area and surveying the corresponding intersections, the corresponding deployment plan can be made to conform to the deployment area, so that the deployment plan and the deployment area can be more closely matched.

[0022] Further, the current intersection is surveyed according to the corresponding road network type, using the road network point principle and the corresponding technical path principle to form the corresponding on-site survey information, including:

[0023] After determining the corresponding road network type, determine whether the current intersection is a signal-controlled intersection. If so, confirm the chassis location, brand, signal data acquisition form, and confirm the power and power load of the intersection system equipment;

[0024] Determine the corresponding deployment locations of poles and equipment based on the actual situation of the current intersection.

[0025] By conducting preliminary site surveys and carrying out multiple equipment deployment plans, the equipment deployment at each point or intersection can be confirmed in advance, and multiple sets of plans can be formulated, so that the determination of the optimal deployment position later can be more scientific and reasonable.

[0026] Furthermore, it also includes S7, when it is judged that the deployment plan is reasonable, the deployment plan is subject to expert demonstration to judge whether the deployment plan is feasible. If it is feasible, the deployment plan is a constructible plan, otherwise, it is a useless plan.

[0027] Through expert discussion, the deployment plan can be made more reasonable. After multiple demonstrations of the rationality of the deployment plan, the deployment plan obtained is the optimal one. The deployment plan obtained in this way not only meets the deployment needs of the deployment area but is also more economical.

[0028] Further, the method further includes S80, when it is determined that the deployment plan is unreasonable, scoring the traffic safety and traffic efficiency of each intersection in the deployment plan according to the on-site survey information, and generating a corresponding intersection score;

[0029] S81, sorting each intersection according to the intersection score;

[0030] S82, according to the corresponding equipment deployment budget information, the intersections are screened in ascending order of scores until the equipment deployment cost information of each of the remaining intersections meets the equipment deployment budget information.

[0031] By scoring the traffic safety and traffic efficiency of each intersection, we can have a good understanding of the traffic safety and traffic efficiency of each intersection. Then, by screening, the equipment deployment cost information of each device in the entire deployment plan meets the equipment deployment budget information, which can make the corresponding deployment plan more reasonable, thereby avoiding the problem of rework, which will greatly reduce the efficiency of formulating deployment plans. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] Figure 1 This is a flow chart of the vehicle-road cooperative equipment deployment method based on the optimal RSU deployment position in Example 1 of the present invention. DETAILED DESCRIPTION

[0033] The following is further described in detail through specific implementation methods:

[0034] The embodiment is basically as shown in the attached Figure 1 As shown: A vehicle-road cooperative device deployment method based on an optimal RSU deployment position includes the following steps:

[0035] S1, collecting deployment requirements of the deployment area and generating corresponding deployment requirement information. In this embodiment, the deployment requirement information includes equipment deployment budget information, RSU deployment requirement information and point selection requirement information.

[0036] S2, conduct a site survey of the area where deployment is required and generate corresponding site survey information.

[0037] In this embodiment, S2 includes:

[0038] Draw the road network of the deployment area according to the on-site conditions and generate corresponding road network information;

[0039] According to the obtained road network information, determine the road network type corresponding to the deployment area;

[0040] In this embodiment, the road network types include a chessboard road network, a belt road network, a radial road network, and a ring road network.

[0041] Among them, the chessboard-type road network has a rigorous and concise layout, is conducive to building deployment, has good directionality, has a relatively uniform traffic distribution on the network, and is relatively easy to organize traffic at intersections. However, it has a large non-linear coefficient, poor accessibility, many visual blind spots and traffic jams, and transit traffic is not easy to divert, and large trucks are mixed in the regional road network.

[0042] At the same time, after the overall road network is drawn, it is necessary to confirm the accessibility of each road on site to avoid inconsistencies between map data and the actual situation on site due to construction or road network reconstruction. After the road network data is confirmed, it is necessary to draw each intersection and section in the road network.

[0043] According to the corresponding road network type, using the road network point principle and the corresponding technical path principle, the current intersection is surveyed to form corresponding on-site survey information.

[0044] According to the corresponding road network type, the current intersection is surveyed using the road network point principle and the corresponding technical path principle to form the corresponding on-site survey information including:

[0045] After determining the corresponding road network type, determine whether the current intersection is a signal-controlled intersection. If so, confirm the chassis location, brand, signal data acquisition form, and confirm the power and power load of the intersection system equipment;

[0046] Determine the corresponding deployment locations of poles and equipment based on the actual situation of the current intersection.

[0047] S3, based on the on-site survey information and deployment requirement information, the optimal RSU deployment location is solved using a dynamic programming algorithm.

[0048] In an urban road environment, RSUs are always deployed at intersections to provide services for passing vehicles. However, when the road section is long, the RSUs deployed at the intersections cannot cover the entire road section. In this case, it is necessary to consider deploying RSUs on the roadside to improve the service quality, that is, to select RSU candidate points. In this embodiment, it is assumed that the communication coverage radius of the RSU is R u And the length of the road section between two adjacent intersections is L 0 Consider the following methods to select RSu candidate points so that RSU candidate points can cover the entire network:

[0049] (1) If the length of the road section L ≤ 2R u , then the communication coverage of the candidate points at the two intersections of this road section can cover this road section. Therefore, only two intersections need to be selected as candidate points for this road section.

[0050] (2) If the length of the road section L>2R u , then the communication coverage of the candidate points at the two intersections of this road section cannot cover this road section. Therefore, consider adding more deployment candidate points in this road section. The deployment candidate points in the road section are evenly distributed on the roadside, and the number is [(L-2R u ) / 2R u Therefore, in addition to selecting two intersections as candidate deployment points, it is also necessary to select [(L-2R u ) / 2R u ] candidate deployment points.

[0051] S4, selecting the optimal roadside equipment deployment according to the solved optimal RSU deployment position, and generating a corresponding deployment plan.

[0052] For example, in the ramp / side road confluence scenario, the deployment solution is as follows:

[0053] The scenario deployment requirements are to give priority to detecting the front of the vehicle, and the detection range must cover the section where the ramp / auxiliary road merges into the main road.

[0054] Pole deployment type: L-pole (pole height: 4.5m, equipment installation position - above ground: 3-4m, equipment installation method: installed on a bracket (length: 0.7-1.2m) through a connector);

[0055] Pole deployment location: If conditions permit, it can be installed across the road; if poles cannot be erected near the main road due to installation location and power supply location restrictions, the sensor will be installed on the (auxiliary road / ramp) to detect the rear of the vehicle.

[0056] Number of poles deployed: 1 L pole.

[0057] Number of pole-mounted devices: one video detection, one RSU, and one edge computing unit.

[0058] S5, according to the corresponding deployment plan, calculating the cost of each device in the deployment plan, and generating corresponding device deployment cost information.

[0059] S6, judging whether the equipment deployment cost information is less than the equipment deployment budget information according to the equipment deployment cost information and the equipment deployment budget information, if so, the deployment plan is reasonable, otherwise it is unreasonable.

[0060] S7, when it is judged that the deployment plan is reasonable, the deployment plan is subject to expert demonstration to determine whether the deployment plan is feasible. If it is feasible, the deployment plan is a constructible plan, otherwise, it is a useless plan.

[0061] When conducting expert discussion, select several authoritative experts, and then ask the corresponding experts to score the deployment plan and calculate the average value. If the corresponding average value is greater than the preset threshold, it means that the deployment plan is a feasible plan, otherwise it is a useless plan.

[0062] S80: When it is determined that the deployment plan is unreasonable, the traffic safety and traffic efficiency of each intersection in the deployment plan are scored based on the on-site survey information to generate a corresponding intersection score.

[0063] S81, sorting the intersections according to their scores.

[0064] S82, according to the corresponding equipment deployment budget information, the intersections are screened in ascending order of scores until the equipment deployment cost information of each of the remaining intersections meets the equipment deployment budget information.

[0065] In this embodiment, when the equipment deployment cost information in the corresponding deployment plan does not meet the equipment deployment budget information, it is necessary to conduct a secondary screening of each point, i.e., intersection. The specific basis is based on traffic safety and traffic efficiency. Specifically, the factors that cause traffic safety and traffic efficiency are refined into ten aspects, namely, mixed traffic conflicts among traffic participants, road blind spots, frequent accidents, traffic congestion, road occupation, road structuring, traffic safety facilities, road weather, road light, and road friction coefficient. Then, each point, i.e., intersection, is scored for the ten factors. i (i=1,2,3…10), and score each intersection based on the actual situation of the on-site survey.

[0066]

[0067] In the formula, G total Indicates the score of the intersection.

[0068] After the score of each intersection is calculated, points are screened out according to the budget requirements, from small to large scores, until the remaining points meet the budget.

[0069] Embodiment 2

[0070] Compared with the first embodiment, the present embodiment is different in that S82 includes the following steps:

[0071] S820, according to the intersection scores of each intersection, find the intersection with the highest intersection score, and based on the intersection, determine the connection relationship and distance relationship between the remaining other intersections and the intersection, and generate corresponding correlation degrees;

[0072] S821. Obtain reduction coefficients corresponding to other remaining intersections according to the corresponding correlation degrees;

[0073] S822. According to the corresponding reduction coefficient, multiply the intersection scores corresponding to the remaining other intersections by the corresponding reduction coefficient to obtain new intersection scores for the remaining intersections;

[0074] S823, according to the new intersection score, find the intersection with the highest new intersection score;

[0075] S824. According to the corresponding equipment deployment budget, sum the budgets corresponding to the previously found intersection with the highest score and the new intersection with the highest score to determine whether it exceeds the equipment deployment budget. If so, filter out the current intersection and determine the deployment point to be the intersection with the highest score among all previously found intersections. If not, continue to execute S820.

[0076] For example, when a certain deployment involves several roads interlaced to form a chessboard-shaped road network, suppose there are three parallel roads in the longitudinal direction and three parallel roads in the transverse direction, forming nine intersections, namely A, B, C, D, E, F, G, H, and I. Among them, A, B, and C are on the same straight line, D, E, and F are on the same straight line, G, H, and I are on the same straight line, A, D, and G are on the same straight line, and B, E, and H are on the same straight line. When the intersection scores of these nine intersections are obtained, the intersection A with the highest intersection score is selected, and the intersection A with the highest intersection score is selected according to the scores of the other intersections. The connection relationship and distance relationship between the intersection and the intersection A are used to generate the corresponding correlation degree. Then, according to the correlation degree, the reduction coefficient corresponding to each remaining intersection is obtained. Then, the reduction coefficient is multiplied by the corresponding intersection score to obtain a new intersection score. According to the new intersection score, the intersection H with the highest intersection score is found. In this way, the second intersection is determined. Then, the corresponding budgets of the two intersections found are calculated. If they are exceeded, intersection H is also screened out, and intersection A is determined as the corresponding deployment point. If they are not exceeded, the determination of the third intersection is continued until the budget is exceeded.

[0077] When the deployment budget corresponding to the corresponding deployment plan is insufficient, if the deployment points are screened only according to the intersection score of each intersection, this may cause the corresponding deployment points to be relatively concentrated. For example, when the traffic corresponding to a certain road is relatively congested, when the intersection score is evaluated, the intersection score corresponding to this road will be relatively high, and the intersection score of other intersections will be low. In this way, the corresponding deployment points will be concentrated at the intersection of this road, resulting in no corresponding deployment points at other intersections. This is very unreasonable. In this embodiment, when calculating the intersection score, it is necessary to associate it with the corresponding reduction coefficient. In this way, the determination of the corresponding deployment points can be more reasonable. The reduction coefficient is associated with the corresponding intersection score to judge the importance of the corresponding intersection, so that the corresponding deployment locations are all relatively important and reasonable points in this deployment.

[0078] The above are only embodiments of the present invention. Common knowledge such as the known specific structures and characteristics in the scheme is not described in detail here. Ordinary technicians in the relevant field know all the common technical knowledge in the technical field to which the invention belongs before the application date or priority date, can obtain all the existing technologies in the field, and have the ability to apply conventional experimental means before that date. Ordinary technicians in the relevant field can improve and implement this scheme in combination with their own abilities under the enlightenment given by this application. Some typical known structures or known methods should not become obstacles for ordinary technicians in the relevant field to implement this application. It should be pointed out that for those skilled in the art, without departing from the structure of the present invention, several deformations and improvements can be made, which should also be regarded as the scope of protection of the present invention, and these will not affect the effect of the implementation of the present invention and the practicality of the patent. The scope of protection required by this application shall be based on the content of its claims, and the specific implementation methods and other records in the specification can be used to interpret the content of the claims.

Claims

1. A method for deploying vehicle-road cooperative equipment based on an optimal RSU deployment position, characterized in that: The following steps are involved: S1, collecting deployment requirements of the deployment area and generating corresponding deployment requirement information; S2, survey the site of the area where deployment is required and generate corresponding site survey information; S3, based on the site survey information and deployment requirement information, the optimal RSU deployment location is solved using a dynamic programming algorithm; S4, selecting the optimal roadside equipment deployment according to the solved optimal RSU deployment position, and generating a corresponding deployment plan; The method further includes S5, calculating the cost of each device in the deployment plan according to the corresponding deployment plan to generate corresponding device deployment cost information; S6, judging whether the device deployment cost information is less than the device deployment budget information according to the device deployment cost information and the device deployment budget information, if so, the deployment plan is reasonable, otherwise it is unreasonable; The method further includes S7, when it is determined that the deployment plan is reasonable, subjecting the deployment plan to expert demonstration to determine whether the deployment plan is feasible. If it is feasible, the deployment plan is a constructible plan, otherwise, it is a useless plan. The method further includes S80, when it is determined that the deployment plan is unreasonable, scoring the traffic safety and traffic efficiency of each intersection in the deployment plan according to the on-site survey information, and generating a corresponding intersection score; S81, sorting each intersection according to the intersection score; S82, according to the corresponding equipment deployment budget information, the intersections are screened in ascending order of scores until the equipment deployment cost information of each of the remaining intersections meets the equipment deployment budget information; S82 includes the following steps: S820, according to the intersection scores of each intersection, find the intersection with the highest intersection score, and based on the intersection, determine the connection relationship and distance relationship between the remaining other intersections and the intersection, and generate corresponding correlation degrees; S821. Obtain reduction coefficients corresponding to other remaining intersections according to the corresponding correlation degrees; S822. According to the corresponding reduction coefficient, multiply the intersection scores corresponding to the remaining other intersections by the corresponding reduction coefficient to obtain new intersection scores for the remaining intersections; S823, according to the new intersection score, find the intersection with the highest new intersection score; S824. According to the corresponding equipment deployment budget, sum the budgets corresponding to the previously found intersection with the highest score and the new intersection with the highest score to determine whether it exceeds the equipment deployment budget. If so, filter out the current intersection and determine the deployment point to be the intersection with the highest score among all previously found intersections. If not, continue to execute S820.

2. The method for deploying vehicle-road cooperative equipment based on the optimal RSU deployment position according to claim 1, characterized in that: The deployment requirement information includes equipment deployment budget information, RSU deployment requirement information and point selection requirement information.

3. The method for deploying vehicle-road cooperative equipment based on the optimal RSU deployment position according to claim 2 is characterized in that: The S2 includes: Draw the road network of the deployment area according to the on-site conditions and generate corresponding road network information; According to the obtained road network information, determine the road network type corresponding to the deployment area; According to the corresponding road network type, using the road network point principle and the corresponding technical path principle, the current intersection is surveyed to form corresponding on-site survey information.

4. The method for deploying vehicle-road cooperative equipment based on the optimal RSU deployment position according to claim 3 is characterized in that: The method of surveying the current intersection according to the corresponding road network type, using the road network point principle and the corresponding technical path principle, and forming the corresponding on-site survey information includes: After determining the corresponding road network type, determine whether the current intersection is a signal-controlled intersection. If so, confirm the chassis location, brand, signal data acquisition form, and confirm the power and power load of the intersection system equipment; Determine the corresponding deployment locations of poles and equipment based on the actual situation of the current intersection.

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