Safety warning method and electronic equipment for road working vehicles in a vehicle-road collaborative environment

Abstract

The present invention discloses a safety warning method and electronic device for road working vehicles in a vehicle-road collaborative environment. The method comprises the following steps: S01. controlling the road working vehicle to start working and synchronously turning on the safety warning function; S02. obtaining real-time motion status information of the road working vehicle and surrounding vehicles through roadside equipment; S03. dividing a plurality of warning ring areas with the current road working vehicle as the center based on the obtained real-time vehicle motion status information; S04. evaluating traffic conflicts of vehicles surrounding the current road working vehicle based on the obtained real-time vehicle motion status information, and determining the risk level of each warning ring area; S05. making warning decisions for vehicles behind the road working vehicle within the warning ring area based on the risk level assessment results; and S06. dynamically updating the vehicle information within the required monitoring range. The present invention can provide timely safety warnings to vehicles surrounding the road working vehicle based on vehicle-road collaborative technology.

Description

Technical Field

[0001] The present invention relates to the field of vehicle safety control technology, and in particular to a safety warning method and electronic equipment for vehicles working on roads in a vehicle-road collaborative environment. Background Art

[0002] Road work vehicles, including municipal sanitation vehicles and municipal engineering vehicles, typically operate at an average speed significantly lower than other vehicles on urban roads due to their operational requirements and unique characteristics. As traffic volume increases on urban roads, these vehicles not only reduce road efficiency but also cause traffic problems such as emergency deceleration and lane change conflicts for surrounding vehicles. Traditional safety management measures for municipal sanitation vehicles, such as those used for sanitation work, typically involve avoiding peak traffic periods and limiting operating hours, which can impact the normal operation of road work vehicles. Alternatively, they employ traffic signs to provide warnings. For example, patent application CN205711837U discloses a municipal vehicle-mounted road warning sign. This design utilizes a small motor to rotate a rotating disk, driving reflective blades to warn distant vehicles. This simple traffic sign approach fails to provide advance warning to other vehicles and guide them to avoid the situation. Vehicles rely solely on the driver's observation to detect and make decisions, lacking any auxiliary warnings or guidance for other vehicles in this scenario.

[0003] Vehicle-road cooperative technology is mainly implemented through the support of four basic equipments, namely vehicle-side equipment, roadside equipment, cloud equipment and operation services. It involves the layered collaborative perception of vehicles, roads and clouds, providing more sufficient data and new methods for the management of urban roads, and providing support for the operation efficiency of the traffic system and the improvement of traffic safety. The use of vehicle-road cooperative technology for road warning can achieve timely safety warnings. For example, patent application CN114694397A discloses a method, device, electronic equipment and medium for road warning. The solution can obtain traffic status information in real time through video monitoring equipment, etc., and when it is determined that there is an accident event, the warning information used to characterize the preset road event is sent to the roadside unit around the accident area, so that the roadside unit can send the warning information to the on-board unit of the surrounding vehicles, so that the purpose of guiding vehicles passing through the area can be achieved by generating a detour route based on the warning information by the on-board unit of the vehicle.

[0004] Existing VIS technologies typically only address road congestion caused by heavy traffic, but are unable to effectively manage the safety of road-use vehicles and surrounding vehicles. Therefore, there is an urgent need to provide a safety warning method for road-use vehicles in a VIS environment. This method combines VIS technology with the safety management of road-use vehicles to provide timely safety warnings for vehicles behind the road-use vehicle. Summary of the Invention

[0005] The technical problem to be solved by the present invention is: in response to the technical problems existing in the prior art, the present invention provides a road working vehicle safety warning method and electronic equipment in a vehicle-road collaborative environment with a simple implementation method, low cost, high warning efficiency and reliability.

[0006] In order to solve the above technical problems, the technical solution proposed by the present invention is:

[0007] A safety warning method for road vehicles in a vehicle-road collaborative environment, comprising the following steps:

[0008] Step S01. After the road work vehicle starts working, it continuously sends vehicle information to the outside to simultaneously turn on the safety warning function;

[0009] Step S02. Obtain real-time motion status information of road working vehicles and surrounding vehicles within a specified range through roadside equipment;

[0010] Step S03. Based on the real-time motion status information of each vehicle, a plurality of warning ring areas are divided from near to far with the current road working vehicle as the center, each of which corresponds to a different ring radius and a different safety warning threshold;

[0011] Step S04. Based on the real-time motion status information of each vehicle, the road work vehicle is evaluated for the size of the conflict with the vehicles in each warning ring area, and the risk level of collision between each vehicle in each warning ring and the road work vehicle is comprehensively evaluated;

[0012] Step S05. Based on the risk level assessment results of the vehicles in each warning ring area, a warning decision is made for the vehicles behind the road working vehicle in each warning ring area and corresponding warning decision information is issued to induce the rear vehicles to drive safely;

[0013] Step S06: After dynamically updating the vehicle information within the required monitoring range, return to step S03 until exiting the early warning control.

[0014] Furthermore, in step S01, after the road work vehicle starts working, it continuously sends vehicle information to the outside through the on-board OBU (On-board Unit) system, and simultaneously turns on the safety warning state during operation; in step S02, the real-time motion status information of the road work vehicle and vehicles within the surrounding specified range is obtained through the roadside equipment. At the same time, the roadside equipment receives the vehicle internal parameters sent by the on-board OBU system of the vehicle in step S01, matches them with the corresponding vehicle external dynamic information, and sends them to the roadside edge computing unit for subsequent steps.

[0015] Further, in step S03, a three - level warning ring area is set. The warning ring radii of each level of warning ring area satisfy R1 < R2 < R3, and the safety warning thresholds of each level of warning ring area satisfy TTC1 < TTC2 < TTC3, where TTC1, TTC2, and TTC3 are the safety warning thresholds of the first - level, second - level, and third - level warning ring areas respectively, and R1, R2, and R3 are the radii of the first - level, second - level, and third - level warning ring areas respectively.

[0016] Further, in step S03, the warning ring radius is obtained from the safety warning threshold and the difference between the average speed of current road vehicles and the speed of road working vehicles. The warning ring radius changes in real - time with time, so that the corresponding warning decisions also change in real - time, and the change frequency is determined by the update frequency of vehicle information obtained by roadside and on - vehicle devices.

[0017] The radius R of the warning ring area is specifically calculated by the following formula:

[0018]

[0019] In the formula, I is the warning ring level, TTC I is the I - th safety warning threshold, where TTC1 = 1(s), TTC2 = 2.5(s), TTC3 = 4(s);

[0020] —— the average speed of current road vehicles, (m / s);

[0021] V is the speed of road working vehicles, (m / s).

[0022] Further, in step S04, first, traffic conflicts of all vehicles in each warning ring area are calculated with TTC as an index. The traffic conflicts include two parts. One is the traffic conflict between the rear vehicle n and the front road working vehicle, and the other is the traffic conflict between the rear vehicle n and other surrounding vehicles. The total number of all surrounding vehicles of the rear vehicle n is M, and M includes one road working vehicle. The overall accident risk of vehicle n is judged by MTTC (Modified Time - to - collision), and the calculation method is as follows:

[0023]

[0024] In the formula, when there is more than one satisfied in the traffic conflict between the n - th vehicle in the I - th warning ring and its surrounding vehicles, this vehicle is judged as a dangerous vehicle, and the larger MTTC n is, the greater the accident risk of vehicle n is.

[0025] In step S04, the average single-vehicle risk AT, the regional risk density TD, and the maximum single-vehicle risk MT are used to construct a comprehensive risk assessment index within the warning ring area, so as to assess the risk level of collision between each vehicle in each warning ring area and a road work vehicle, wherein:

[0026] The average cycling risk AT (average MTTC):

[0027]

[0028] The regional risk density TD (MTTC of Density):

[0029]

[0030] The maximum bicycle risk MT (Maximum MTTC):

[0031] MT I =Max[MTTC n ]

[0032] Where AT is the average accident risk of all dangerous vehicles in the area;

[0033] N k — the number of dangerous vehicles in the area;

[0034] TD - number of dangerous vehicles per unit area of ​​the region;

[0035] S I ——Regional area, (m 2 );

[0036] MT – accident risk of the most dangerous vehicle in the warning loop, i.e., maximum MTTC(s);

[0037] Furthermore, the step S04 of evaluating the risk level of collision between vehicles and road working vehicles in each warning ring area includes normalizing the average single vehicle risk AT, regional risk density TD and maximum single vehicle risk MT into f i * , and finally get the objective function F * , in order to establish a three-indicator comprehensive evaluation model:

[0038]

[0039]

[0040] Among them, F *is the dimensionless objective function after transformation, α1, α2, α3 are the weights of the optimization objective, and satisfy α1, α2, α3∈[0,1], α1+2+3=1;

[0041] Based on F * The numerical range determines the risk level of surrounding vehicles.

[0042] Furthermore, the weights α1, α2, and α3 in the three-index comprehensive evaluation model are determined using the hierarchical analysis method. * When the value range is used to determine the risk level of surrounding vehicles, * When the vehicle is less than the preset threshold, it is judged as a low-risk vehicle. * When the value is greater than the preset threshold, it is judged as a high-risk vehicle.

[0043] Furthermore, in step S05, the warning decision information includes section-level guidance information, lane-level guidance information and vehicle-level guidance information. The section-level guidance information is the guidance information released through traffic lights at intersections, the lane-level guidance information is the guidance information released through roadside equipment, and the vehicle-level guidance information is the guidance information transmitted through vehicle-mounted OBU equipment.

[0044] Furthermore, when making a warning decision in step S05, for vehicles determined to be at a high risk level in the first-level warning ring area, the decision is to prohibit entry or follow the vehicle at a low speed according to the risk level; for vehicles determined to be at a normal risk level, the decision is to prohibit entry, follow the vehicle at a low speed or slow down and change lanes according to the risk level; for vehicles determined to be at a high risk level in the second-level warning ring area, the decision is to prohibit entry, slow down and change lanes or follow the vehicle at a low speed according to the risk level; for vehicles determined to be at a normal risk level, the decision is to prohibit entry or slow down and change lanes according to the risk level; for vehicles determined to be at a high risk level in the third-level warning ring area, the decision is to prohibit entry or slow down and change lanes according to the risk level; for vehicles determined to be at a normal risk level, the decision is to prohibit entry or slow down and change lanes according to the risk level, and the distances between the first-level warning ring area, the second-level warning ring area and the third-level warning ring area and the road engineering vehicles increase successively.

[0045] An electronic device includes a processor and a memory, wherein the memory is used to store a computer program, and the processor is used to execute the computer program to perform the above method.

[0046] Compared with the prior art, the advantages of the present invention are:

[0047] 1. The present invention realizes safety warning of vehicles behind road working vehicles based on vehicle-road cooperative technology. According to the real-time dynamic motion information of the road working vehicle and surrounding vehicles, multiple warning ring areas are constructed with the road working vehicle as the center to form a safety warning area. The risk level of vehicles in each warning ring area is then evaluated. According to the risk level evaluation results, safety warning decisions are configured for surrounding vehicles. It can provide vehicles with appropriate driving decisions based on the risk level, give early warnings and guide rear vehicles to reasonably avoid the road working vehicle, reduce traffic congestion or traffic accidents caused by road vehicle work, and improve vehicle traffic efficiency.

[0048] 2. The present invention updates the size of the warning ring based on the collected real-time data, and can also cover the safety warning to the entire area, forming a global warning model, and realizing safety warning for vehicles working on roads in the entire area. BRIEF DESCRIPTION OF THE DRAWINGS

[0049] Figure 1 This is a detailed flowchart of the road vehicle safety warning method in the vehicle-road collaborative environment of this embodiment.

[0050] Figure 2 It is a schematic diagram of the principle of dividing the safety warning areas in this embodiment.

[0051] Figure 3 It is a schematic diagram of the system structure for realizing safety warning of road working vehicles in a vehicle-road collaborative environment in a specific application embodiment of the present invention. DETAILED DESCRIPTION

[0052] The present invention will be further described below in conjunction with the accompanying drawings and specific preferred embodiments, but the scope of protection of the present invention is not limited thereby.

[0053] like Figures 1 to 3 As shown, the detailed steps of the road vehicle safety warning method in the vehicle-road collaborative environment in this embodiment include:

[0054] Step S01. Warning activation: After controlling the road work vehicle to start working, it continuously sends vehicle information to the outside to simultaneously turn on the safety warning function.

[0055] In this embodiment, when a road work vehicle starts operating, it transmits its operating status information based on onboard satellite positioning technology. This information is continuously transmitted externally, and a safety warning function is simultaneously activated, ensuring that the system maintains a real-time warning status throughout the vehicle's operation. The road work vehicle also has an onboard OBU system that transmits internal vehicle parameters to the roadside edge computing unit.

[0056] In a specific application embodiment, based on onboard satellite positioning technology, when a road work vehicle is activated, the vehicle's operating status signal is transmitted to a cloud management platform and a road warning system. The onboard OBU system is also activated, continuously transmitting internal vehicle parameters to the outside world while the road work vehicle is in motion. These internal vehicle parameters specifically include vehicle model and speed. Specifically, for road work vehicles, additional information such as the vehicle's normal operating speed setting and operating path can also be transmitted. These internal vehicle parameters are collected in real time by roadside equipment in step S02 for analysis and calculation in steps S03 through S05.

[0057] The aforementioned on-board OBU system can be a terminal device, such as the vehicle's factory-installed onboard computer or the driver's own smartphone. Equipped with the relevant safety warning software, it enables two-way communication with the roadside edge computing unit. Specifically, different terminal devices, equipped with the relevant software system, can implement the same safety warning functions without interfering with each other's operating states. The on-board OBU system can accurately locate vehicles on the road, thereby improving the accuracy of safety warning decision-making information.

[0058] In a specific application embodiment, the safety warning function is turned on by default when the vehicle is started, but the relevant function can also be enabled or disabled through the vehicle's on-board display screen or smartphone software according to the driver's personal needs.

[0059] Step S02. Vehicle dynamic information acquisition: Real-time motion status information of working vehicles on the road and vehicles within a specified range is acquired through roadside equipment. The real-time motion status information includes position, speed and other information.

[0060] Roadside equipment can utilize poles such as streetlight poles, monitoring poles, and signal light poles, as well as the surrounding ground space, to carry traffic status monitoring equipment, LED display screens, and other devices, achieving "multiple uses on one pole." In addition to receiving traffic status monitoring information collected by traffic status monitoring equipment, the roadside equipment can also receive vehicle internal parameters transmitted by the onboard OBU system in step S01, enabling the collection of dynamic information both inside and outside the vehicle. Traffic status monitoring equipment can specifically utilize a method that combines video and microwave radar, where video is used to identify vehicle characteristics such as model and size, and microwave radar is used to collect motion information such as vehicle location, speed, and distance. The specific specifications, number, and installation method of each of the aforementioned devices can be determined based on actual traffic conditions and needs. The basic requirement is that the monitoring range covers the entire road section in real time.

[0061] In a specific application embodiment, when a road working vehicle or a general vehicle drives into the monitoring range of the traffic state monitoring device, the external dynamic information of the vehicle will be collected by the traffic state monitoring device. The external dynamic information of the vehicle specifically includes information such as the vehicle coordinate position, the lane where the vehicle is located, the traffic flow, the traffic flow speed, and the vehicle distance. At the same time, the roadside device receives the internal parameters of the vehicle sent by the vehicle-mounted OBU system in step S01, matches them with the corresponding external dynamic information of the vehicle, and sends them to the roadside edge computing unit for subsequent processing.

[0062] Step S03. Early warning area division: According to the obtained real-time motion state information of the vehicle, multiple early warning ring areas are divided from near to far with the current road working vehicle as the center. Each early warning ring area corresponds to a different ring radius and a different safety early warning threshold.

[0063] Based on the internal and external dynamic information of the vehicle received by the traffic state monitoring device in steps S01 and S02, the data is transmitted to the roadside edge computing unit to calculate the early warning ring radius, so as to construct a safety early warning model for the vehicles behind the road working vehicle. The size and threshold of the safety early warning ring area are jointly determined by the motion states of the road working vehicle and the surrounding vehicles.

[0064] As Figure 2 shown, in this embodiment, specifically with the road working vehicle as the center of the ring, three layers of warning rings, namely the first-level, second-level, and third-level, are set around it in sequence from the inside to the outside to form a three-level warning ring area. The warning ring radii of each warning ring area satisfy R1 < R2 < R3, and the safety warning thresholds of each warning ring area satisfy TTC1 < TTC2 < TTC3, where TTC1, TTC2, and TTC3 are the safety warning thresholds of the first-level, second-level, and third-level warning ring areas respectively, and R1, R2, and R3 are the radii of the first-level, second-level, and third-level warning ring areas respectively. After the internal and external dynamic information of the vehicle collected by the traffic state monitoring device is transmitted to the roadside edge computing unit, the roadside edge computing unit calculates the warning ring radius. The warning ring radius is obtained from the safety warning threshold and the difference between the average speed of the current road vehicle and the speed of the road working vehicle. That is, the radius R of the warning ring area can be specifically calculated by the following formula:

[0065]

[0066] In the formula, I - warning threshold level, TTC I is the I-th safety warning threshold, where TTC1 = 1(s), TTC2 = 2.5(s), TTC3 = 4(s);

[0067] —— average speed of the current road vehicle, (m / s);

[0068] V - speed of the road working vehicle, (m / s).

[0069] As can be seen from formula (1), the radius of the warning ring will change in real time over time, and thus the corresponding warning decision will also change in real time. The specific frequency of change is determined by the vehicle information update frequency obtained by the roadside and on-board equipment. The triple warning rings calculated and determined according to the above method will not overlap in geometric relationship and are arranged continuously. A continuous three-level warning ring vehicle safety warning area with the road working vehicle as the center is constructed, such as Figure 2 As shown, the distribution compactness of different vehicle safety warning areas can be guaranteed.

[0070] It can be understood that this embodiment customizes the triple-ring safety warning area. Of course, other levels of warning rings can also be set. The specific values ​​can be determined according to actual road traffic conditions and needs, such as the prescribed working speed of road work vehicles on the reference road section and the prescribed driving speed of surrounding general vehicles.

[0071] In a specific application embodiment, when a road-operating vehicle and surrounding vehicles enter the monitoring range of the traffic status monitoring device, the traffic information obtained through steps S01 and S02, as well as the various parameters required for calculating the warning radius R obtained by the traffic status monitoring device, are transmitted to the roadside edge computing unit to calculate R according to formula (1). During this process, the traffic status monitoring device monitors the traffic flow and transmits data in real time, thereby achieving dynamic updates of the data flow and warning ring.

[0072] In particular, for the surrounding vehicles of the road working vehicle, if the safety warning threshold TTC of the surrounding vehicles is calculated I If the value is greater than a preset value, it is determined that the surrounding vehicles are not within the safety warning range and the next step is not performed. Otherwise, the process proceeds to step S04 to perform a safety warning, that is, subsequent safety warnings are only performed for surrounding vehicles within the safety warning range. The above preset value can be set according to actual road traffic conditions, needs, and experience.

[0073] Step S04: Based on the acquired real-time motion status information of each vehicle, the conflict between the road work vehicle and the vehicles in each warning ring area is evaluated, and the risk level of collision between each vehicle in each warning ring and the road work vehicle is comprehensively assessed.

[0074] In this embodiment, traffic conflicts are first calculated for all vehicles within each warning ring area using TTC as an indicator. Traffic conflicts include two parts: one is the traffic conflict between the rear vehicle n and the road work vehicle in front, and the other is the traffic conflict between the rear vehicle n and other surrounding vehicles. The total number of all surrounding vehicles of the rear vehicle n is M, where M includes the current road work vehicle. MTTC is used to determine the overall accident risk of vehicle n, and the calculation method is as follows:

[0075]

[0076] In the formula, when the nth vehicle in the Ith warning ring has a traffic conflict with surrounding vehicles, there is more than one meeting When the vehicle is identified as a dangerous vehicle, MTTC n The larger the value, the greater the accident risk of vehicle n.

[0077] In this embodiment, the three parameters of average single-vehicle risk AT, regional risk density TD, and maximum single-vehicle risk MT are used to construct a comprehensive risk assessment index within the warning ring area to evaluate the accident risk level of the safety warning area, thereby comprehensively judging the risks within the ring.

[0078] Average bicycle risk AT (average TIT):

[0079]

[0080] Regional risk density TD (TIT of Density):

[0081]

[0082] Maximum TIT (Maximum TIT):

[0083] MT I =MAX[MTTC n ] (5)

[0084] Where N * — the number of dangerous vehicles in the area;

[0085] TD - number of dangerous vehicles per unit area of ​​the region;

[0086] S I ——Regional area, (m 2 );

[0087] MT – accident risk of the most dangerous vehicle in the warning loop.

[0088] In this embodiment, after the roadside calculation unit calculates the above three parameters AT, TD, and MT, it uses the hierarchical analysis method to calculate and analyze the three parameters to obtain the risk assessment index. Specifically, the three parameters are normalized and converted into f i * , and finally get the objective function F * :

[0089]

[0090]

[0091] Among them, F * is the dimensionless objective function after transformation; α1, α2, α3 are the weights of the optimization objective, satisfying α1, α2, α3∈[0,1], α1+α2+α3=1.

[0092] Furthermore, according to the judgment matrix in the hierarchical analysis method, the weight vector is calculated and the weights α1, α2, and α3 of the optimization target are specifically assigned, and a three-index comprehensive evaluation model is established. At this time, the above three parameters AT, TD, and MT obtained by comprehensive calculation can be used to calculate the objective function F * The quantitative value of is used to determine the risk level of surrounding vehicles based on this value. The specific form of the above judgment matrix can be determined based on actual needs or experience.

[0093] The above F * The quantitative value of is any value between 0 and 1. In specific implementation, different numerical intervals are divided between 0 and 1, and different risk levels are determined based on the number of intervals. * The numerical range in which the risk level of surrounding vehicles is assessed. In this embodiment, when F * When the vehicle is less than the preset threshold, it is judged as a low-risk vehicle. * When the value of F is greater than the preset threshold, it is determined to be a high-risk vehicle. For example, the surrounding vehicles can be divided into two levels: * ∈[0,0.5), it is judged as a low-risk vehicle; when F * ∈[0.5,1], it is determined to be a high-risk vehicle. It is understandable that, of course, the surrounding vehicles can be divided more finely according to actual needs, and the divided area range can also be configured according to actual needs.

[0094] It should be noted that the above analysis method used in this embodiment is only a demonstration of a feasible solution and does not limit the scope of protection of the present invention. Based on the calculated AT, TD, and MT parameters, other decision analysis methods can also be used to calculate risk assessment indicators according to actual needs, such as the entropy weight method.

[0095] Step S05. Warning decision: Based on the risk level assessment results of vehicles in each warning ring area, a warning decision is made for the vehicles behind the road working vehicle in the warning ring area and corresponding warning decision information is issued to guide the rear vehicles to drive safely.

[0096] In this embodiment, vehicle-road collaborative technology is used to integrate the vehicle dynamic information obtained in step S02, the vehicle safety warning area in the warning loop in step S03, and the risk level assessment results in step S04 to make warning decisions for vehicles in the dangerous area behind the road work vehicle, guiding them to safe driving. Warning decision information specifically includes section-level guidance information, lane-level guidance information, and vehicle-level guidance information. Section-level guidance information is issued through traffic lights at intersections, lane-level guidance information is issued through roadside equipment, and vehicle-level guidance information is transmitted through on-board OBU equipment.

[0097] In a specific application embodiment, the guidance information at each level is released in the following manner:

[0098] (1) When releasing the road section guidance information, the LED display screen will release the road section guidance information at all traffic lights at the intersection. The guidance information content includes: real-time update of the road where the municipal vehicle is located and its congestion situation;

[0099] (2) When issuing lane-level guidance information, the LED display screen will issue lane-level guidance information at the roadside equipment of urban roads. The guidance information includes: dynamically updating the lane position of the municipal vehicle and conveying guidance information of early lane change to the vehicles behind the municipal vehicle;

[0100] (3) When vehicle-level guidance information is released, the vehicle-level information guidance will be transmitted through the on-board OBU equipment in the form of sound effects, images, etc.

[0101] In this embodiment, as shown in Table 1, when making a warning decision, for vehicles determined to be at a high risk level in the first-level warning ring area, the decision is to prohibit entry or follow the vehicle at a low speed according to the risk level; for vehicles determined to be at a normal risk level, the decision is to prohibit entry, follow the vehicle at a low speed, or slow down and change lanes according to the risk level; for vehicles determined to be at a high risk level in the second-level warning ring area, the decision is to prohibit entry, slow down and change lanes, or follow the vehicle at a low speed according to the risk level; for vehicles determined to be at a normal risk level, the decision is to prohibit entry or slow down and change lanes according to the risk level; for vehicles determined to be at a high risk level in the third-level warning ring area, the decision is to prohibit entry or slow down and change lanes according to the risk level; for vehicles determined to be at a normal risk level, the decision is to prohibit entry or slow down and change lanes according to the risk level. The distances between the first-level warning ring area, the second-level warning ring area, and the third-level warning ring area and the road engineering vehicles increase in sequence.

[0102] Table 1: Safety warning decision

[0103]

[0104] Due to the different TTC thresholds, the risk of the three-level warning ring gradually decreases from the inside to the outside, that is, the first-level warning ring has the highest risk level in the area, the second-level warning ring is second, and the third-level warning ring has the lowest risk level. At the same time, the risk level of each vehicle in the ring is divided into high risk and normal risk. For high-risk vehicles in the first-level warning ring, giving "no entry" guidance can reduce the risk of safety accidents, and normal-risk vehicles can effectively avoid risks by following the vehicle at a low speed; for high-risk vehicles in the second-level warning ring, giving "low-speed following" guidance to avoid collisions, normal-risk vehicles can slow down and change lanes to avoid risks if conditions permit; the risk level of the third-level warning ring is the lowest, so both high- and low-risk vehicles in the ring can take measures to slow down and change lanes to reduce the probability of accidents.

[0105] It should be noted that the above security warning decision will be different according to the different classification of risk levels in step S04. The above security warning decision is only described as a preferred embodiment, and other decision configuration methods can also be adopted according to actual needs.

[0106] In a specific application embodiment, based on the traffic vehicle dynamic information, safety warning range information, and risk level information obtained in steps S02, S03, and S04, the roadside edge computing unit issues different guidance information based on different guidance levels. For example, for a municipal work vehicle operating in the leftmost lane of a road section, based on the relevant information collected in the previous steps and the real-time traffic network information collected by the cloud management platform, the roadside edge computing unit displays the road section where the municipal work vehicle is located, along with road network statistics such as traffic volume and number of vehicles, on an LED display terminal near the road section where the work vehicle is traveling. The roadside edge computing unit also displays the specific lane where the work vehicle is located on the roadside equipment, displaying available detour lanes in advance. Simultaneously, the roadside edge computing unit accurately locates vehicles surrounding the work vehicle and transmits the corresponding avoidance guidance measures for the specific vehicle to the vehicle's onboard OBU. The onboard OBU system then updates and informs the driver of information such as the work vehicle's speed, its own speed, lane it is in, detour plans, and following plans in real time through images and sound, until the vehicle leaves the safety warning zone set in step S03.

[0107] Step S06. Dynamic information update: After dynamically updating the vehicle information within the required monitoring range, return to step S03 until exiting the early warning control.

[0108] After the current vehicle information is collected by the traffic status monitoring equipment and processed by the roadside edge computing unit through steps S02 to S05, safety warning decision information is obtained and fed back to the vehicle. Taking into account the real-time changes in vehicle movement information and position information in actual traffic scenarios, the vehicle information within the monitoring range of the traffic status monitoring equipment is updated in real time. In this embodiment, the roadside equipment transmits road surface information to the roadside edge computing unit to update the vehicle information within the monitoring range of the traffic status monitoring equipment in real time. The processed vehicle information and safety warning decision information are sent to the on-board OBU system and the cloud management platform via the mobile communication base station for storage and update. Based on continuous information interaction, dynamic updates of the safety warning range, safety risk level and safety warning decision information are achieved.

[0109] In a specific application embodiment, based on steps S02 to S05, after the traffic status monitoring device identifies and tracks a specific vehicle, it continuously collects vehicle dynamic information and transmits it to the roadside edge computing unit for computational processing. The roadside edge computing unit transmits the processed continuous vehicle information to a mobile communication base station and then to a cloud management platform. Based on this continuous information transmission, the cloud management platform continuously stores and updates vehicle information, monitors the number of vehicles in the area in real time, calculates and displays vehicle distribution at the road network level, and dynamically analyzes the continuous information using software. The analyzed safety warning decision information is transmitted back to the roadside edge computing unit via the same transmission path. Finally, the roadside edge computing unit feedbacks the dynamic safety warning decision information in steps S01 and S05. The cloud management platform maintains information exchange and updates with the roadside edge computing unit via the mobile network, thereby updating and revising various parameters in steps S03 and S05. The cloud management platform's information is also available to various traffic management platforms, and can also be used to report special traffic conditions such as accidents and congestion within the road network.

[0110] The present invention addresses the potential traffic hazards caused by road work vehicle operations and implements safety warnings for vehicles behind the road work vehicle based on vehicle-road collaborative technology. First, the safety warning function is activated during the operation of the road work vehicle. Then, based on the real-time dynamic motion information of the road work vehicle and surrounding vehicles, multiple warning rings are constructed with the road work vehicle as the center to form a safety warning area. The risk level of vehicles within each warning ring area is then assessed. Based on the risk level assessment results, safety warning decisions are configured for surrounding vehicles, and corresponding warning decision information is transmitted. This provides vehicles with appropriate driving decisions based on risk level, reminding and guiding vehicles behind to reasonably avoid the road work vehicle, reducing traffic congestion or traffic accidents caused by road work, and improving vehicle traffic efficiency. By providing early safety warnings to all vehicles in the area surrounding the road work vehicle, the safety risks of vehicles surrounding the road work vehicle can be fundamentally alleviated, minimizing safety hazards and ensuring road safety. The size of the warning rings is updated based on the collected real-time data, and the safety warning can also be covered throughout the entire area, forming a global warning model to achieve safety warnings for the entire area.

[0111] This embodiment also provides an electronic device comprising a processor and a memory. The memory is configured to store a computer program, and the processor is configured to execute the computer program to perform the aforementioned method. The electronic device can receive and process traffic information from roadside equipment to provide safety warnings for roadside vehicles. The electronic device can be installed on a roadside vehicle, a standard vehicle, or a remote control terminal, depending on actual needs.

[0112] like Figure 3 As shown, the system of this embodiment for the road vehicle safety warning method in the vehicle-road collaborative environment described above specifically includes:

[0113] Traffic status monitoring equipment is used to collect dynamic information about municipal work vehicles and surrounding vehicles. Vehicle dynamic information includes vehicle movement information, vehicle location information, vehicle type, vehicle lane information, driver information, etc.

[0114] The roadside edge computing unit is used to send and receive vehicle dynamic information, calculate safety warning areas and risk level indicators, build a warning loop model for vehicles behind road working vehicles (corresponding to steps S03 to S05), and interact with the cloud management platform to modify and update calculation parameters in real time.

[0115] The cloud management platform can store and update the collected vehicle characteristics and dynamic information in real time, so that the information stored in the cloud municipal management platform can be called up when assessing the vehicle risk level. At the same time, it can interact with multiple traffic information platforms to realize road network-level traffic statistics and warning reports.

[0116] The LED display screen is a high-definition variable information board used to issue vehicle driving guidance information and decision plans to traffic participants when the vehicle is in the warning loop.

[0117] Specifically, the aforementioned traffic status monitoring equipment can utilize a combination of video and microwave radar. Video is used to identify vehicle characteristics such as vehicle model and size, while microwave radar collects motion information such as vehicle location, speed, and distance. The cloud-based management platform can utilize vehicle-infrastructure collaboration technology, a connected vehicle cloud control platform, and connected vehicle-infrastructure collaboration equipment. The connected vehicle cloud control platform updates and distributes signal timing, and can also integrate with the connected vehicle cloud control platform and connected vehicle-infrastructure collaboration equipment to update dynamic safety warning and decision-making information.

[0118] The LED display screen can be set up based on the "one pole for multiple uses" type of roadside traffic facilities, that is, using existing street light poles, monitoring poles, signal light poles and other poles to carry LED display screens. Preferably, it can be set up at traffic nodes with large traffic volume such as intersections.

[0119] The above description is merely a preferred embodiment of the present invention and does not constitute any form of limitation to the present invention. Although the present invention has been disclosed above with reference to the preferred embodiment, it is not intended to limit the present invention. Therefore, any simple modifications, equivalent variations, and modifications to the above embodiment that do not depart from the technical solution of the present invention and are based on the technical essence of the present invention shall fall within the scope of protection of the technical solution of the present invention.

Claims

1. A safety warning method for road vehicles in a vehicle-road collaborative environment, characterized by the following steps: include: Step S01. After the road work vehicle starts working, it continuously sends vehicle information to the outside to simultaneously turn on the safety warning function; Step S02. Obtain real-time motion status information of road working vehicles and surrounding vehicles within a specified range through roadside equipment; Step S03. Based on the real-time motion status information of each vehicle, a plurality of warning ring areas are divided from near to far with the current road working vehicle as the center, each of which corresponds to a different ring radius and a different safety warning threshold; Step S04. Based on the real-time motion status information of each vehicle, the road working vehicle is evaluated to determine the size of the conflict between the vehicle and the vehicle in each warning ring area, and the risk level of collision of the vehicle in each warning ring is comprehensively evaluated; Step S05. Based on the risk level assessment results of the vehicles in each warning ring area, a warning decision is made for the vehicles behind the road working vehicle in each warning ring area and corresponding warning decision information is issued to induce the rear vehicles to drive safely; Step S06. After dynamically updating the vehicle information within the required monitoring range, return to step S03 until the warning control is exited; In step S04, traffic conflicts are calculated for all vehicles in each warning ring area using TTC as an indicator. Traffic conflicts include two parts: one is the traffic conflict between the rear vehicle n and the road working vehicle in front, and the other is the traffic conflict between the rear vehicle n and other vehicles around it. The total number of all surrounding vehicles of the rear vehicle n is M, where M includes the current road working vehicle. The average single vehicle risk is used according to the calculated TTC indicator. , regional risk density and the highest cycling risk Construct a comprehensive risk assessment index within the warning ring area to evaluate the risk level of vehicle collision in each warning ring area.

2. The method for early warning of road vehicle safety in a vehicle-road collaborative environment according to claim 1, characterized in that: In step S01, after the road work vehicle starts working, it continuously sends vehicle information to the outside through the on-board OBU system, and simultaneously turns on the safety warning state during operation; in step S02, the real-time motion status information of the road work vehicle and vehicles within the surrounding specified range is obtained through the roadside equipment. At the same time, the roadside equipment receives the vehicle internal parameters sent by the on-board OBU system of the vehicle in step S01, matches them with the corresponding vehicle external dynamic information, and sends them to the roadside edge computing unit.

3. The method for early warning of road vehicle safety in a vehicle-road collaborative environment according to claim 1, characterized in that: In step S03, the first, second and third level warning ring areas are set from the inside to the outside, and the warning ring radius of each level of warning ring area meets , the safety warning thresholds of the warning ring areas at all levels meet ,in 、 、 They are the safety warning thresholds for the first, second and third warning ring areas respectively. , , These are the radii of the first, second, and third level warning ring areas respectively.

4. The method for early warning of road vehicle safety in a vehicle-road collaborative environment according to claim 1, characterized in that: In step S03, the radius of the warning ring is obtained by the safety warning threshold and the difference between the average speed of the current road vehicles and the speed of the road working vehicles. The radius of the warning ring changes in real time over time, so that the corresponding warning decision changes in real time. The frequency of change is determined by the update frequency of vehicle information obtained by the roadside and on-board equipment. The radius of the warning ring area The specific calculation is done using the following formula: Where I is the warning ring level, is the Ith safety warning threshold; is the current average speed of vehicles on the road; V is the speed of the road working vehicle.

5. The method for early warning of road vehicle safety in a vehicle-road collaborative environment according to claim 1, characterized in that: In step S04, MTTC is used to determine the overall accident risk of vehicle n, and the calculation method is as follows: ， In the formula, when the nth vehicle in the Ith warning ring has a traffic conflict with surrounding vehicles, there is more than one meeting When the vehicle is identified as a dangerous vehicle, The larger the value, the greater the accident risk of vehicle n. is the Ith safety warning threshold.

6. The method for early warning of road vehicle safety in a vehicle-road collaborative environment according to claim 1, characterized in that: In step S04, the average bicycle risk : Risk density in the area : The highest cycling risk : Among them, I is the warning ring level, is the number of dangerous vehicles in the area; TD is the number of dangerous vehicles per unit area of ​​the region; is the area of ​​the region; MT is the accident risk of the most dangerous vehicle in the warning loop.

7. The road vehicle safety warning method in a vehicle-road collaborative environment according to any one of claims 1 to 6, characterized in that: In step S05, the warning decision information includes section-level guidance information, lane-level guidance information and vehicle-level guidance information. The section-level guidance information is the guidance information released through traffic lights at intersections, the lane-level guidance information is the guidance information released through roadside equipment, and the vehicle-level guidance information is the guidance information transmitted through the on-board OBU equipment.

8. The road vehicle safety warning method in a vehicle-road collaborative environment according to any one of claims 1 to 6, characterized in that: When making a warning decision in step S05, for vehicles in the first-level warning ring area that are determined to be at a high risk level, a decision is made to prohibit entry according to the risk level; for vehicles determined to be at a normal risk level, a decision is made to follow the vehicle at a low speed according to the risk level; For vehicles in the secondary warning ring area that are judged to be at a high risk level, the decision is made to follow the vehicle at a low speed based on the risk level. For vehicles judged to be at a normal risk level, the decision is made to slow down and change lanes based on the risk level. For vehicles judged to be at a high risk level within the third-level warning ring area, the decision is to slow down and change lanes according to the risk level. For vehicles judged to be at a normal risk level, the decision is to slow down and change lanes according to the risk level. The distances between the first-level warning ring area, the second-level warning ring area and the third-level warning ring area and road engineering vehicles increase successively.

9. An electronic device comprising a processor and a memory, wherein the memory is used to store a computer program, wherein: The processor is configured to execute the computer program to perform the method according to any one of claims 1 to 8.

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