Unmanned driving control system and method based on flexible track approach lattice structure

Abstract

The present disclosure proposes an unmanned driving control system and method based on a flexible track approach lattice structure, comprising: a road surface monitoring device, a roadside monitoring device, and a control center; the road surface monitoring device is arranged on a road divided into a number of floating dynamic operation sections, and is used to monitor the road condition in real time and in all directions and transmit the information to the roadside monitoring device; the control center receives information uploaded by all roadside monitoring devices in the area, performs logical analysis and judgment, and transmits the results in real time to the unmanned driving vehicle-mounted equipment, thereby monitoring the road and vehicle conditions on the highway in all directions without blind spots and controlling the vehicle operation.

Description

Technical Field

[0001] The present disclosure belongs to the field of unmanned driving technology, and in particular relates to an unmanned driving control system and method based on a flexible track approach lattice structure. Background Art

[0002] The statements in this section merely provide background information related to the present disclosure and do not necessarily constitute prior art.

[0003] At present, navigation systems mainly rely on GPS, BeiDou, etc., which have relatively poor positioning accuracy. When controlling unmanned vehicles, there may be information errors or untimely feedback when obtaining the vehicle's positioning.

[0004] In addition, current road and vehicle condition monitoring mainly uses surveillance cameras, lidar detection, multispectral radar, and V2V communication technology (a communication technology that is not limited to fixed base stations and provides direct end-to-end wireless communication for moving vehicles. That is, through this technology, vehicle terminals directly exchange wireless information with each other without forwarding through base stations).

[0005] The key technologies of autonomous vehicles lie in: how to timely and reliably grasp the real-time status of objective external road and vehicle conditions; and subjectively avoid safety hazards in several difficult aspects of the vehicle's driving process, such as obstacle avoidance, collision avoidance, overtaking, and lane changing.

[0006] Current autonomous vehicles mainly rely on surveillance cameras and various radars set up in several directions, front, back, left, and right, to monitor obstacles near and far. After artificial intelligence analysis, the on-board controller performs the above operations and observes the nearby environment.

[0007] The current lane-changing decision-making calculation method for driverless cars is based on collecting the speed and position of the vehicle and surrounding vehicles, as well as the relative distance between the vehicle and surrounding vehicles and the road width, setting the lane-changing time and the safe lane-changing distance between vehicles, and calculating the steering angle and acceleration of the vehicle through simulation.

[0008] Regardless of the collision prevention or lane-changing solutions in the above-mentioned existing technologies, they are all on-board devices installed and carried by the vehicle itself. After comprehensive analysis and judgment of several factors such as video images collected by cameras, speed measurement by various radars, and distance to other vehicles, a decision on whether to change lanes is made. This is an active analysis. If a calculation error occurs in a certain link, or some sudden conditions on the road occur, such as sudden mudslides, sudden entry of pedestrians, or whether the road is occupied by other foreign objects that affect driving safety, it is impossible to accurately and timely monitor or predict the danger and make an accurate judgment, which will cause great safety hazards.

[0009] Through the above analysis, the inventors found that the current autonomous driving technology has the following problems:

[0010] 1. The real-time dynamic information of road and vehicle conditions is completely detected by the vehicle itself, and it can only detect adjacent vehicles and road conditions. It cannot monitor the road conditions of distant vehicles, so it is impossible to plan routes in advance and achieve safe driving.

[0011] 2. The safety of autonomous vehicles depends not only on the safety control of the vehicle itself, but also on the interlocking control of surrounding vehicles to ensure safety. Current technology cannot achieve interlocking control and cannot prevent other vehicles from colliding with the vehicle itself.

[0012] 3. Ground road and vehicle conditions must be detected in real time by ground equipment, and all road conditions must be transparent to achieve safe autonomous driving, which is not possible with current technology. Summary of the Invention

[0013] In order to overcome the above-mentioned deficiencies of the prior art, the present disclosure provides an unmanned driving control system based on a flexible track approach lattice structure, which can directly and in real time monitor road conditions and vehicle conditions, and realize flexible rail traffic management and automatic vehicle driving.

[0014] To achieve the above objectives, one or more embodiments of the present disclosure provide the following technical solutions:

[0015] In the first aspect, an unmanned driving control system based on a flexible track approach lattice structure is disclosed, comprising:

[0016] Road surface monitoring devices, roadside monitoring devices and control centers;

[0017] The road surface monitoring device is arranged on a road divided into a number of floating dynamic operation sections, and is used to monitor the road condition in real time and transmit the information to the roadside monitoring device;

[0018] The control center receives information uploaded by all roadside monitoring devices in the area, performs logical analysis and judgment, and transmits the results to the unmanned vehicle-mounted equipment in real time, so as to monitor the road conditions and vehicle conditions on the highway from all angles and control the vehicle operation.

[0019] A further technical solution is that each approach to the road is divided into a dot matrix with adjustable length and width, each approach dot matrix position is provided with a unique number, and each approach dot matrix position is provided with the road surface monitoring device capable of monitoring the road surface without blind spots.

[0020] According to a further technical solution, the road surface monitoring device includes a plurality of monitoring modules placed at set intervals along the vehicle's travel direction and sensors arranged in a dot matrix manner, and the plurality of monitoring modules are connected to the roadside monitoring device via different bus methods.

[0021] According to a further technical solution, the sensors arranged in the dot matrix are numbered according to their arrangement rows and columns, and a plurality of floating dynamic operation sections are divided by adjusting sensors with different numbers, that is, the length and position of the floating dynamic operation section are adjustable.

[0022] A further technical solution also includes a monitoring station located in the service area, and the roadside monitoring device in the service area communicates with the monitoring station in the service area.

[0023] A further technical solution is that the control center is a vehicle-mounted control system, which includes a vehicle-mounted controller. The monitoring station in the service area transmits vehicle and road condition information to the vehicle-mounted controller. The vehicle-mounted controller directly obtains real-time information on road occupation, obstruction and vehicle condition based on full-route dot matrix monitoring to control vehicle operation.

[0024] A further technical solution is that the control center is a centralized control system, which includes a monitoring station located in the service area. When an unmanned vehicle sends a navigation request, the vehicle is controlled by a monitoring station in a nearby service area: vehicles in autonomous driving mode completely follow the commands issued by the monitoring station; vehicles without autonomous driving operate according to the command information received from the server; when there are no other vehicles around the vehicle, there are no autonomous driving vehicles, and it travels freely according to the flexible rail traffic rules.

[0025] A further technical solution is that the control center is a cloud control system, including cloud equipment. The monitoring station directly transmits real-time dynamic information on ground road conditions and vehicle conditions to the cloud equipment. The cloud equipment uniformly plans the road track, formulates a driving route for each moving vehicle, locks the route, and realizes interlocking control of adjacent vehicles and routes.

[0026] In a further technical solution, the control center sets the lane at a certain distance from the leading vehicle as a locked section when the current vehicle's speed is a certain value and the speed of the following vehicle is greater than the value, prohibiting the following vehicle from entering, and sends a locked lane notification to the on-board controller. While ensuring the safety of other lanes, the following vehicle is allowed to overtake;

[0027] When a car drives out of the current lane or is far enough away from this car, the car needs to unlock the lane to change lanes, that is, the non-occupied state, and send an unlock notification to the on-board controller.

[0028] A further technical solution is that when the control center performs interlocking control of adjacent vehicles and routes, when the route of the vehicle is opened, all sections on the route are locked, and other vehicles can no longer arrange routes to these locked sections, thus achieving locking;

[0029] When a vehicle approaches a locked section, it cannot arrange an approach to the section, thus achieving approach locking. At the same time, the onboard controller cannot issue a control command to turn to the approach, thus achieving control locking.

[0030] When non-autonomous driving vehicles are allowed to drive, they need to be equipped with an on-board display to show that the section ahead is locked, and they are not allowed to drive towards the locked section.

[0031] In the second aspect, an unmanned driving control method based on a flexible track approach lattice structure is disclosed, comprising:

[0032] Divide the highway into several approaches according to certain rules, further divide each approach into an approach dot matrix, connect all the dot matrices to divide them into track sections, and lock and unlock the approaches according to vehicle and road conditions;

[0033] Each entry point is provided with a unique number, and each entry point is provided with a road surface monitoring device capable of monitoring the road surface without blind spots;

[0034] The on-board controller makes real-time judgment and analysis based on the received road and vehicle conditions to control vehicle operation.

[0035] The on-board display receives real-time dynamic information on road and vehicle conditions sent from the service area, updates it in real time, and clearly displays the road and vehicle conditions, including the clear display of the locked track approach status.

[0036] One or more of the above technical solutions have the following beneficial effects:

[0037] The disclosed technical solution realizes a road condition and vehicle condition monitoring by full-route (route allowed to move forward) dot matrix monitoring based on the division and disposal of the highway according to certain rules, which is equivalent to defining the road as a flexible track. It mainly adopts two methods: one is to divide the highway surface into dot matrix according to certain rules, and form sections that can be adjusted at will, and set monitoring equipment (such as pressure sensors - which can be digital or analog) according to certain requirements; the other is to arrange radio frequency identification cards in the monitoring section and install probes for identification within a certain range to realize highway monitoring. The road and vehicle conditions are monitored in a full-route dot-matrix manner, and the information is transmitted via wired transmission to a roadside monitoring device installed at a certain distance (about 200 meters, adjustable) on the roadside. Monitoring stations are set up in service areas at intervals of about 40-50KM to receive information from all roadside monitoring devices and conduct preliminary analysis and judgment. The information is uploaded to the cloud server for logical analysis and judgment, and the results are quickly transmitted in real time and seamlessly connected to the on-board controller and display, realizing multi-directional and no-blind-angle monitoring of road and vehicle conditions on the road and timely control of the vehicle, ensuring the reliability and safety of autonomous driving.

[0038] This disclosed technical solution enables timely, direct, comprehensive, safe, and reliable acquisition of road and vehicle condition information ahead and around the vehicle. This information can be used as autonomous driving control information, forming a "closed-loop control" system, making autonomous driving a 100% safe and reliable automatic control system.

[0039] The disclosed technical solution realizes flexible rail transit management and automatic vehicle driving (control) by rationally planning the roads according to certain rules and dividing them into floating dynamic operation sections; through full-route dot matrix monitoring, opening driving routes, locking operating routes, and locking surrounding vehicle routes.

[0040] GPS navigation determines the vehicle's position based on location information transmitted by the GPS system. This system determines the vehicle's position and other road occupancy, as well as road conditions, based on the vehicle's occupancy dot matrix. Because this information is generated by vehicle occupancy, it provides the most direct and accurate reflection of vehicle and road conditions. Much like a railway train determines track conditions and train position based on track occupancy information, this autonomous driving and automatic control system forms a complete "closed-loop control system," achieving a 100% safe and reliable control system. By integrating the vehicle itself, road conditions, and other aspects into a complete closed loop, the system ensures the reliability and safety of autonomous driving in many aspects.

[0041] The disclosed technical solution realizes high-precision transparency of all road conditions: the road surface monitoring device realizes accurate and real-time monitoring of all road and vehicle conditions, and the road and vehicle condition information is reliable, realizing transparency of all road conditions.

[0042] The technical solution disclosed in the present invention realizes a true closed-loop control system: since the collected road and vehicle condition information is the direct feedback of the ground vehicle's operating status, this road and vehicle condition information directly controls the vehicle's driving with high precision and reliability, thus realizing a true closed-loop automatic control system.

[0043] The disclosed technical solution enables flexible rail transit management: the on-board controller, or regional (service area) controller, or cloud-based controller can timely plan vehicle routes based on real-time dynamic information on road and vehicle conditions, thereby achieving flexible rail transit management, interlocking control of related vehicles and routes, and 100% autonomous driving safety.

[0044] The vehicle-mounted display of the disclosed technical solution can fully transparently display the road and vehicle condition information of all road sections in real time, and can provide high-precision navigation for non-autonomous driving vehicles.

[0045] The disclosed technical solution greatly simplifies vehicle-mounted equipment, unifies vehicle-mounted control standards and road driving rules, ensures safety, and greatly improves road management order and road traffic capacity.

[0046] Advantages of additional aspects of the present invention will be given in part in the following description and in part will be obvious from the following description, or will be learned through practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0047] The accompanying drawings, which constitute a part of the present disclosure, are used to provide a further understanding of the present disclosure. The exemplary embodiments of the present disclosure and their descriptions are used to explain the present disclosure and do not constitute an improper limitation to the present disclosure.

[0048] Figure 1 This is a physical schematic diagram of an example control system according to an embodiment of the present disclosure;

[0049] Figure 2 This is a schematic diagram of a sub-cloud control system according to an embodiment of the present disclosure;

[0050] Figure 3 This is a schematic diagram of a roadside monitoring device according to an embodiment of the present disclosure;

[0051] Figure 4 This is a schematic diagram of a subset centralized control system according to an embodiment of the present disclosure;

[0052] Figure 5 This is a schematic diagram of the communication between the vehicle and the cloud server in accordance with an embodiment of the present disclosure;

[0053] Figure 6 This is a schematic diagram of a dot matrix monitoring embodiment of the present disclosure;

[0054] Figure 7 This is a schematic diagram of the flexible track segment division according to an embodiment of the present disclosure;

[0055] Figure 8 This is a schematic diagram of an example detection method according to the present disclosure;

[0056] Figure 9 This is a schematic diagram of radio frequency identification according to an embodiment of the present disclosure;

[0057] Figure 10 This is a schematic diagram of sub-sensor integrity detection according to an embodiment of the present disclosure;

[0058] Figure 11 This is a schematic diagram of a sub-sensor scanning according to an embodiment of the present disclosure;

[0059] Figure 12 This is a sub-signal scanning flow chart of an embodiment of the present disclosure. DETAILED DESCRIPTION

[0060] It should be noted that the following detailed descriptions are exemplary and intended to provide further explanation of the present disclosure. Unless otherwise specified, all technical and scientific terms used herein have the same meaning as commonly understood by those skilled in the art to which the present disclosure belongs.

[0061] It should be noted that the terms used herein are only for describing specific embodiments and are not intended to limit the exemplary embodiments according to the present disclosure. As used herein, unless the context clearly indicates otherwise, the singular form is intended to include the plural form. In addition, it should be understood that when the terms "comprise" and / or "include" are used in this specification, they indicate the presence of features, steps, operations, devices, components and / or combinations thereof.

[0062] In the absence of conflict, the embodiments of the present disclosure and the features thereof may be combined with each other.

[0063] Example 1

[0064] See attached Figure 1 As shown, this embodiment discloses an unmanned driving control system based on a flexible track approach lattice structure, including:

[0065] Road surface monitoring devices, roadside monitoring devices and control centers;

[0066] Road surface monitoring devices are deployed on roads divided into several floating dynamic operation sections to monitor road conditions in real time and transmit the information to roadside monitoring devices. Figure 3 As shown;

[0067] The control center receives information uploaded by all roadside monitoring devices in the area, performs logical analysis and judgment, and transmits the results to the unmanned vehicle-mounted equipment in real time, monitoring the road conditions and vehicle conditions on the highway from all angles without blind spots and controlling vehicle operations.

[0068] Real-time road and vehicle condition data collected by road monitoring devices is collected frequently and in real time by roadside monitoring devices. This data is transmitted via wired or wireless means to monitoring stations within the nearest service area and reported to the central service station. Wireless transmission (capable of 5G / microsecond-level data) allows real-time communication with the onboard controller. Combined with comprehensive intelligent analysis and judgment by the vehicle's own onboard controller or server, timely lane changes or overtaking measures are implemented to ensure safety and reliability.

[0069] The above control system involves three system technology architecture methods in its specific implementation:

[0070] The first architectural approach: an on-board control system, where the monitoring station in the service area provides information on vehicle and road conditions, and the on-board controller performs calculations, decisions, and execution.

[0071] Through technical means, the layout of non-vehicle-mounted equipment - road surface monitoring devices can realize full-route dot matrix monitoring, directly obtain information such as road occupation and obstruction, and transmit it to the vehicle's on-board controller through 5G high-speed communication.

[0072] The road surface is divided into sections, and several ground monitoring devices are installed, such as pressure sensors or radio frequency identification cards and probes.

[0073] See attached Figure 4 As shown, the second architecture approach involves a centralized control system, similar to high-speed rail. Decisions and commands are entirely controlled by a server at the service area, which can also be called a monitoring station or microcomputer interlocking system. When a vehicle issues a navigation request, the intelligent system at a nearby service area monitoring station fully controls the vehicle. Vehicles in autonomous driving mode must fully obey commands; vehicles without autonomous driving must also receive and follow server commands. When there are no other vehicles nearby, vehicles without autonomous driving can freely operate according to flexible rail traffic regulations. This second architecture approach requires only an onboard display, making it much simpler to operate and facilitating unified command.

[0074] See attached Figure 2 、 5 As shown, the third architecture: cloud control system architecture.

[0075] Real-time dynamic information on ground road conditions and vehicle status is directly transmitted to cloud devices. The cloud control system uniformly plans the road track, formulates a driving route for each vehicle, locks the route, and realizes interlocking control of adjacent vehicles and routes.

[0076] The core of the above embodiment is the full-route dot matrix monitoring solution of the road and the division of the flexible track, see the attached Figure 6 、 7 , as shown in Figure 8.

[0077] To achieve flexible control of highway sections, this application's technical solution divides the road surface into several floating sections using specific rules, establishing full-route dot matrix monitoring. The rules are as follows: Referring to the track section principle of railway transit, each section is defined by a certain interval. The size of the section can be adjusted, rather than being fixed, with the left and right sections being the distance of a lane. Within the section, road surface monitoring devices are arranged in intervals of a certain size. The size of the section ensures that different vehicle speeds and types can be monitored, and is tentatively set at 50*50mm and adjustable.

[0078] The road surface of the disclosed technical solution is divided according to certain rules to achieve full-route dot matrix: each route dot matrix has a unique number, which can determine the exact position of the vehicle in time and make accurate judgments; each route dot matrix is equipped with a number of ground monitoring devices (such as pressure sensors, radio frequency identification cards), and the monitoring devices on each route dot matrix have no blind spots relative to each wheel of the vehicle, and are transmitted through a wired method to reliably monitor all route dot matrices and whether each dot matrix road surface is occupied; when it is suddenly invaded and occupied by other foreign objects, the status change can also be monitored in time and the information can be uploaded to issue an early warning; the information is transmitted to the back-end server and connected to the on-board receiver in real time, combined with the vehicle's own processor, active and passive methods are combined to make timely lane changes or overtaking measures to ensure the safety and reliability of vehicle driving.

[0079] Roadside monitoring devices are set up at certain intervals, and the dot matrix monitoring is connected to the roadside monitoring devices through wired means. Because the sensors in each section are arranged at a certain interval, a monitoring module with an independent chip can be placed every 20 meters (adjustable), and multiple monitoring modules are connected to the roadside monitoring devices through different bus methods. Therefore, these multiple sections can be adjusted through sensors with different numbers, that is, the length and position can be changed.

[0080] The deployed road monitoring devices, such as pressure sensors and radio frequency identification cards, can monitor road conditions in real time and in all directions, ensuring that there are no blind spots in the monitoring of road conditions and vehicle conditions, and timely and reliably monitor whether the road surface is occupied by other vehicles or foreign objects that are sufficient to affect driving safety. It ensures that the car can make timely and reliable measures to overtake or change lanes at a reasonable speed and reasonable time node, and prevent collisions, solve the defects of unmanned vehicles themselves, avoid safety hazards, realize reliable monitoring in both active and passive modes, and ensure the safety of unmanned driving.

[0081] Specifically, the road surface monitoring device includes lines arranged along a first direction and a second direction respectively, the lines in the first direction and the lines in the second direction intersect, and a pressure detection unit is arranged at the intersection;

[0082] The pressure detection unit at one end of the line in the first direction is connected in series with a unidirectional conductive unit and a matching resistor unit, and the matching resistor unit is connected to the line in the second direction where the pressure detection unit at this end is located.

[0083] In a specific implementation, the pressure detection unit may be a digital or switch pressure sensor, a radio frequency identification card, and a probe.

[0084] The road surface monitoring device is directly covered on the road surface according to a specific density and arrangement, and after undergoing special surface treatment, it is simple to install and construct, suitable for harsh outdoor environments, and has low maintenance and replacement costs. It also has good consistency with the road surface and will not damage or affect existing traffic rules.

[0085] To ensure that there are no blind spots in road monitoring, the system is based on two indicators: sensor distribution density and sensor integrity self-test. The sensor distribution density refers to the transverse and longitudinal spacing of the sensors being approximately 50mm (adjustable), not exceeding half of the minimum wheel width. The sensor integrity self-test is when the sensor is not in a triggered state and detects its own integrity. The acquisition frequency is 100μs, ensuring that all data will be collected when a car passes at high speed without breakage or signal interruption.

[0086] Several sensors are fixed to a metal sheet, spaced 50mm apart. This sheet can withstand the pressure of most vehicles and maintain a service life of several years despite multiple rolling frequencies. The surface is plastic-sealed and waterproofed for outdoor use and can be installed perpendicular to the road surface. The surface is painted to provide waterproofing, rust prevention, insulation, and good consistency with ordinary road surfaces. Several road surface monitoring devices are arranged 50mm apart horizontally (adjustable for different scenarios) and 50mm apart front to back (adjustable for different scenarios) to ensure that no tires are missed. For vehicles, all tires can be monitored and will not be missed due to excessive speed. Dual sets of sensors are arranged in key locations for redundancy, ensuring normal operation and improving system reliability.

[0087] Several dot matrix sensors in each floating section are attached to metal objects. There is a small gap between the horizontal and vertical metal objects, tentatively set at about 50mm. After being subjected to a certain pressure, the metal sheets will contact and cause a short circuit. The presence of personnel or vehicles is determined by whether the horizontal and vertical intersections are in contact and short circuit. When there are no vehicles or personnel above, since the overall horizontal and vertical circuits are in an open state, it is impossible to ensure whether the sensor is damaged or broken in the middle.

[0088] In order to ensure the monitoring integrity of the sensor, each node is Figure 8 The structure shown. At the ends of the entire region A1 and B21, there is Figure 8 The matching resistor and signal control diode are connected as shown. The matching resistor has a relatively high resistance, such as 100kΩ. Under normal alarm conditions, the sensor's closed resistance will not exceed 100Ω, reliably distinguishing it from the closed signal generated by sensor triggering. Furthermore, the diode connected to the matching resistor effectively ensures the signal flow during sensor signal scanning, preventing interference between multiple trigger points through the matching resistor.

[0089] The combination of resistors and diodes solves the problem that ordinary switch sensors only have two signals, closed and open, and cannot monitor whether the device signal path is complete. A special third high-resistance state is added to detect the integrity of the sensor signal path.

[0090] Determine the integrity of the dot matrix sensor area within the floating section:

[0091] First, a positive pulse signal is sent to column A1, and each row is evaluated. If each row from B1 to B20 detects the non-contact short-circuit closed loop information transmitted by the large-value matching resistor, the horizontal sensors are all intact. Similarly, a pulse signal is sent to row B21, and each column is evaluated. If each column from A1 to A23 detects the pulse signal transmitted by the matching resistor, the vertical sensors are all intact.

[0092] The signal scanning process of the dot matrix sensor in the floating section:

[0093] First, a pulse signal is sent to column A1, and each row is evaluated. If any one or more rows from B1 to B21 detect a contact short-circuit pulse signal transmitted by a closed sensor, the sensor at that intersection is considered to be in a triggered state. Similarly, a pulse signal is sent to column A2, and each row is evaluated to determine the contact closure status of the intersection sensor. This sequence is repeated in a rapid cycle to reveal the status of the sensors in the entire area. The diode's unidirectional conduction prevents signals from interfering with other areas through the matching resistor when multiple points in the same column are triggered.

[0094] Roadside monitoring device: A roadside monitoring device (including an acquisition and transmission module) can be set up at a certain distance, such as 200 meters on the roadside. The main function is to collect, process and transmit information. The device uses dot matrix monitoring technology to receive real-time sensor pressure change information (the sampling frequency is also in microseconds) or whether the radio frequency card is blocked. At the same time, the real-time monitoring device will transmit the collected dynamic information to the monitoring station in a timely manner.

[0095] Back-end monitoring service station:

[0096] Service area monitoring stations are set up at certain intervals, such as 40-50km, which is the distance between two highway service areas. They collect and organize all vehicle condition monitoring information within the service area's jurisdiction, transmit it to vehicles in adjacent intervals in a timely manner, and transmit the real-time vehicle condition on the route to the main service station.

[0097] Real-time information transmission with the car:

[0098] Real-time wireless transmission between roadside monitoring devices and vehicle-mounted receivers and displays can be achieved using 5G transmission to ensure a transmission rate in microseconds.

[0099] Vehicle control: The on-board receiver provides a standard protocol interface, and provides calculation results such as road and vehicle conditions to the car's own server. After comprehensive intelligent analysis and judgment with the help of the vehicle's own equipment, it makes timely lane changes or overtaking measures to ensure safety and reliability.

[0100] The vehicle controller in the disclosed embodiments is a closed-loop control system based on "logical intelligence." The biggest difference between logical intelligence and AI is that logical intelligence uses completely deterministic information (real-time information about road and vehicle conditions) to perform logical operations, resulting in a 100% safe and reliable "closed-loop control system."

[0101] Specifically, the onboard controller installed in the car can do the following based on the real-time dynamic information received about road and vehicle conditions:

[0102] 1) It has a “closed-loop” control system to collect basic safety information on road and vehicle conditions.

[0103] 2) The road surface can be treated as a "flexible track" to control the vehicle to drive on its own reserved track and strictly abide by the specifications set by the "track". When changing lanes or overtaking, the reasonable "driving track", "overtaking track", "tracking track", etc. of the vehicle can be calculated strictly according to the vehicle speed and the surrounding vehicle speed, according to a reliable logical calculation algorithm, and control compliance rules can be issued.

[0104] 3) The controller commands the vehicle to operate safely and warns surrounding vehicles to prohibit track changes.

[0105] 4) Logical intelligence will be the core component of the vehicle controller.

[0106] 5) The hardware structure of the on-board controller needs to adopt dynamic logic control to achieve the principle of "fault-guided safety".

[0107] Implementation Example 2

[0108] The present disclosure discloses an unmanned driving control method based on a flexible track approach lattice structure, including:

[0109] The first step is to divide the road surface into monitoring sections according to specific rules and implement a route-based dot matrix. Each route-based dot matrix has a unique number. For example, on the Beijing-Shanghai Expressway, the number is "Beijing-Shanghai 0123092101." The sections and dot matrix are adjustable by 1 meter in length (in the direction of travel) and 0.5 meters in width (in the direction of the highway). They can also be organized into several different floating sections with adjustable positions and lengths.

[0110] The rules for dividing highway floating sections and access routes into dot matrixes are as follows:

[0111] The car's forward direction is the Y axis, and the road width is the X axis. S (Sectiom) represents a section. Each S is equal to 3y / 6x the adjacent area, approximately 3 meters * 3 meters. Generally, one car occupies one S.

[0112] Secondly, each approach point array is equipped with a ground monitoring device. The monitoring device can use a pressure sensor or a radio frequency identification card relative to each wheel. There is no blind spot in each approach point array, so as to reliably monitor whether the section and point array road surface are occupied.

[0113] The sensors in the above-mentioned ground monitoring system are arranged redundantly. Each approaching point matrix has no blind spots, regardless of wheel size, large enough foreign objects, pedestrians, or non-motorized vehicles. Roadside monitoring devices monitor the occupancy of sections and points in real time. Since the maximum speed limit on highways is 120 km / h (33.33 meters per second), monitoring speeds should be microseconds, ensuring that speeding vehicles are monitored and no vehicles are lost.

[0114] When the pressure sensor solution of the road surface monitoring device in the floating section is replaced with a radio frequency identification card arranged at the appropriate position of each dot matrix, a probe is set at the appropriate position in the identifiable area. When the radio frequency card at a certain position is blocked by a car, a large enough object or human beings, the probe will detect it in time and transmit the information to the roadside monitoring device, thereby reliably monitoring whether the road surface is occupied.

[0115] All routes are defined according to directions such as east, west, north, and south to ensure that the route has direction. This means that each section, point matrix, and route has defined directional parameters, including GPS parameters or location information. Each route is defined as a single lane width and has variable lengths in different floating segments.

[0116] Road monitoring devices collect real-time road and vehicle condition data at high frequencies and transmit it via wired or wireless means to a monitoring switchboard or server located in the nearest service area, where it is then reported to the central service station. Through real-time communication with the vehicle's onboard receiver and combined with comprehensive intelligent analysis and judgment by the vehicle's own server, timely lane changes or overtaking measures are implemented to ensure safety and reliability.

[0117] In one embodiment, the status of each route is collected by road monitoring devices in a decentralized manner and centrally controlled:

[0118] All vehicles entering the route are detected by their respective roadside monitoring devices and service area monitoring stations, and centrally controlled. The route and speed of the vehicle are detected, and the monitoring station determines whether the vehicle changes lanes or exceeds the speed limit based on the road conditions, the speed of other vehicles, and the distance from the vehicle. For example, if a vehicle in the current lane wants to change lanes, the decision is based on whether the surrounding lanes are occupied, whether the distance between the front and rear vehicles is greater than a certain set value, and the speed of the front and rear vehicles as a comprehensive consideration. The service area monitoring station or cloud server will directly issue relevant steering, lane change, acceleration and deceleration commands to the on-board controller.

[0119] Lane lock means that when the current vehicle's speed is a certain value and the speed of the following vehicle exceeds this value, the lane is locked at a certain distance from the leading vehicle, prohibiting the following vehicle from entering. However, the following vehicle is allowed to overtake while ensuring the safety of other lanes. When a car exits the current lane or is far enough away from the current vehicle, the lane must be unlocked to enter the unoccupied state before the car can change lanes. This unlock notification is sent to the on-board controller to lock and unlock the lane.

[0120] To achieve mutual interlocking control: On-board controller system, 1. When the route for this vehicle is opened, all sections on the route are locked, and other vehicles can no longer arrange routes to these locked sections, thus achieving locking. 2. When the vehicle approaches a locked section in the on-board controller system, it is impossible to arrange routes to that section, thus achieving route locking. At the same time, the on-board controller cannot issue a control command to turn to that route, thus achieving control locking. 3. When non-automatic driving vehicles are allowed to drive, they must be equipped with an on-board display to show that the section ahead is locked, and they are not allowed to drive to the locked section. Once they force their way to the locked section, a violation will be recorded. At the same time, the vehicle on the route will have to take emergency deceleration and stop due to the sudden and illegal invasion of the section! Then readjust the route.

[0121] The foregoing description is merely a preferred embodiment of the present disclosure and is not intended to limit the present disclosure. Those skilled in the art will readily appreciate that various modifications and variations are possible. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of the present disclosure shall be included within the scope of protection of the present disclosure.

[0122] Although the above describes the specific implementation methods of the present disclosure in conjunction with the accompanying drawings, it is not intended to limit the scope of protection of the present disclosure. Those skilled in the art should understand that on the basis of the technical solution of the present disclosure, various modifications or variations that can be made by those skilled in the art without creative work are still within the scope of protection of the present disclosure.

Claims

1. The unmanned driving control system based on the flexible track approach lattice structure is characterized by: include: Road surface monitoring devices, roadside monitoring devices and control centers; The road surface monitoring device is arranged on a road divided into a number of floating dynamic operation sections, and is used to monitor the road condition in real time and transmit the information to the roadside monitoring device; The control center receives information uploaded by all roadside monitoring devices in the area, performs logical analysis and judgment, and transmits the results to the unmanned vehicle-mounted equipment in real time, so as to monitor the road conditions and vehicle conditions on the highway from all angles without blind spots and control the operation of vehicles; When the current vehicle's speed is a certain value and the speed of the following vehicle is greater than the value, the control center sets the lane at a certain distance from the leading vehicle as a locked section, prohibiting the following vehicle from entering. A locked lane notification is sent to the on-board controller, and the following vehicle is allowed to overtake while ensuring the safety of other lanes. When a car leaves the current lane or is far enough away from the host car, the car needs to unlock the lane to change lanes, that is, the lane is not occupied, and an unlock notification is sent to the vehicle controller; When the control center performs interlocking control of adjacent vehicles and routes, once the route of the vehicle is opened, all sections on the route are locked, and other vehicles can no longer arrange routes to these locked sections, thus achieving locking; When a vehicle approaches a locked section, it cannot arrange an approach to the section, thus achieving approach locking. At the same time, the onboard controller cannot issue a control command to turn to the approach, thus achieving control locking. When non-autonomous vehicles are allowed to drive, they must be equipped with an on-board display to show that the section ahead is locked, and they are not allowed to drive into the locked section; There are matching resistors and signal control diodes at the end of the entire area. The closed resistance of the sensor in the normal alarm state will not exceed 100Ω, which can be reliably distinguished from the closed signal formed by the sensor trigger. At the same time, the diode connected to the matching resistor can effectively ensure the flow of the signal when the sensor signal is scanned, and there will be no interference between each other through the matching resistor when multiple points are triggered. Determine the integrity of the dot matrix sensor area within the floating section: First, a positive pulse electrical signal is sent to a column, and each row is judged. If each row can detect the non-contact short-circuit closed loop information transmitted by the large-resistance matching resistor, it means that the horizontal sensors are all intact. Similarly, a pulse electrical signal is sent to this row, and each column is judged. If each column can detect the pulse signal transmitted by the matching resistor, it means that the vertical sensors are all intact. The signal scanning process of the dot matrix sensor in the floating section: First, a pulse electrical signal is sent to a column, and each row is judged. If any row or multiple rows can detect the contact short-circuit pulse signal transmitted by the closed sensor, it is judged that the intersection is in the sensor trigger state; similarly, a pulse electrical signal is sent to a column, and each row is judged to determine the contact closure state of the intersection sensor; Follow this sequence to quickly cycle through the sensors in the entire area. The role of the diode is that when multiple points in the same column are triggered, due to the unidirectional conduction of the diode, the signal will not interfere with other areas through the matching resistor.

2. The unmanned driving control system based on the flexible track approach lattice structure according to claim 1 is characterized in that: Each approach to the road is divided into a dot matrix with adjustable length and width, each approach dot matrix position is provided with a unique number, and each approach dot matrix position is provided with the road surface monitoring device capable of monitoring the road surface without blind spots.

3. The unmanned driving control system based on the flexible track approach lattice structure according to claim 1 is characterized in that: The road surface monitoring device includes a plurality of monitoring modules placed at set intervals along the vehicle's travel direction and sensors arranged in a dot matrix manner, and the plurality of monitoring modules are connected to the roadside monitoring device via different bus modes.

4. The unmanned driving control system based on the flexible track approach lattice structure according to claim 1 is characterized in that: The sensors arranged in the dot matrix are numbered according to their arrangement rows and columns, and a plurality of floating dynamic operation sections are divided by adjusting sensors with different numbers, that is, the length and position of the floating dynamic operation section are adjustable.

5. The unmanned driving control system based on the flexible track approach lattice structure according to claim 1 is characterized in that: It also includes a monitoring station located in the service area, and the roadside monitoring device in the service area communicates with the monitoring station in the service area.

6. The unmanned driving control system based on the flexible track approach lattice structure according to claim 1 is characterized in that: The control center is a vehicle-mounted control system, which includes a vehicle-mounted controller. The monitoring station in the service area transmits vehicle and road condition information to the vehicle-mounted controller. The vehicle-mounted controller directly obtains real-time information on road occupation, obstruction and vehicle condition based on full-route dot matrix monitoring to control vehicle operation.

7. The unmanned driving control system based on the flexible track approach lattice structure according to claim 1 is characterized in that: The control center is a centralized control system, which includes a monitoring station located in the service area. When an unmanned vehicle sends a navigation request, the vehicle is controlled by a nearby service area monitoring station: vehicles in autonomous driving mode completely follow the commands issued by the monitoring station; vehicles without autonomous driving operate according to the command information received from the server; when there are no other vehicles around the vehicle, there are no autonomous driving vehicles, and it travels freely according to the flexible rail traffic rules.

8. The unmanned driving control system based on the flexible track approach lattice structure as claimed in claim 1 is characterized in that: The control center is a cloud-based control system, including cloud-based devices. The monitoring station directly transmits real-time dynamic information on ground road conditions and vehicle conditions to the cloud-based devices. The cloud-based devices uniformly plan the road tracks, formulate driving routes for each vehicle, lock the routes, and realize interlocking control of adjacent vehicles and routes.

9. The unmanned driving control method based on the flexible track approach lattice structure according to any one of claims 1 to 8, characterized in that: include: Divide the highway into several approaches according to certain rules, further divide each approach into an approach dot matrix, connect all the dot matrices to divide them into track sections, and lock and unlock the approaches according to vehicle and road conditions; Each entry point is provided with a unique number, and each entry point is provided with a road surface monitoring device capable of monitoring the road surface without blind spots; The on-board controller makes real-time judgment and analysis based on the received road and vehicle conditions to control vehicle operation. The on-board display receives real-time dynamic information on road and vehicle conditions sent from the service area, updates it in real time, and clearly displays the road and vehicle conditions, including the clear display of the locked track approach status.

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