Traffic management method, terminal equipment and storage medium based on vehicle-road collaboration

Abstract

The present application belongs to the field of vehicle-road collaboration, and in particular, relates to a traffic management method, terminal equipment and storage medium based on vehicle-road collaboration, wherein the method can infer the degree of undulation of the road surface at various locations through the driving trajectories of vehicles that have passed through the road in the past, and then determine the settlement of the road surface. When a new vehicle enters the road surface, the vehicle's driving can be adjusted according to the settlement of the road surface to avoid or smoothly pass through the undulating local road surface. The entire process does not require human participation, saving time and effort, and can achieve real-time updates of the road surface settlement, thereby ensuring the accuracy of monitoring and thus ensuring the safety of moving vehicles.

Description

Technical Field

[0001] The present application belongs to the field of vehicle-road collaboration, and in particular, relates to a traffic management method, terminal equipment and storage medium based on vehicle-road collaboration. Background Art

[0002] Pavement subsidence refers to the phenomenon that the road surface sinks due to changes in underground soil or structure, which may be caused by uneven foundation, changes in groundwater level, construction impact, etc. In most cases, the magnitude of pavement subsidence is not large and is difficult to detect with the naked eye or camera, but it will still affect the driving of the car, especially for cars traveling at a faster speed, which may experience problems such as deviation and bouncing when driving on such a road surface. In order to ensure the safe driving of the car, the existing technology often requires staff to use a flatness tester to test the flatness of each part of the road surface one by one to determine the settlement of the entire road surface. However, this method is not only time-consuming and labor-intensive, but also the pavement subsidence that occurs between two tests cannot be detected, and it is difficult to ensure the accuracy and timeliness of the corresponding pavement subsidence detection. Summary of the invention

[0003] In view of this, an embodiment of the present application provides a traffic management method, terminal device and storage medium based on vehicle-road collaboration, which can solve the above-mentioned technical problems.

[0004] A first aspect of an embodiment of the present application provides a traffic management method based on vehicle-road collaboration, and the traffic management method based on vehicle-road collaboration includes:

[0005] S1: Obtain monitoring videos of all vehicles that have passed through a set road section in the past set time;

[0006] S2: Sort the vehicles in order of the time difference between the monitoring time and the current time from short to long to obtain a first sequence;

[0007] S3: Generate an ideal road surface corresponding to a set road section;

[0008] S4: taking the first ranked vehicle in the first sequence as the target vehicle;

[0009] S5: determining a three-dimensional trajectory of the target vehicle based on the monitoring video of the target vehicle, and identifying a local offset trajectory on the three-dimensional trajectory;

[0010] S6: for each local deviation trajectory, determining the instantaneous force state of the target vehicle when the trajectory deviation corresponding to the local deviation trajectory occurs;

[0011] S7: adjusting the ideal road surface according to the instantaneous stress state to form a local undulating road surface causing the trajectory deviation on the ideal road surface;

[0012] S8: taking the next vehicle in the first sequence as the target vehicle, and executing steps S5 to S8 until all the local undulating roads corresponding to each vehicle in the first sequence are formed on the ideal road surface;

[0013] S9: When any new vehicle enters the set road section, the position of the vehicle is monitored and compared with the position on the ideal road surface to determine whether the vehicle will pass through the actual road surface corresponding to the local undulating road surface. If so, maneuvering information is sent to the vehicle to make the vehicle avoid the actual road surface or pass through the actual road surface smoothly.

[0014] A second aspect of an embodiment of the present application provides a terminal device, including a memory and a processor, wherein the memory stores a computer program, and when the computer program is executed by the processor, the processor executes the steps of the traffic management method based on vehicle-road collaboration.

[0015] A third aspect of an embodiment of the present application provides a storage medium having a computer program stored thereon. When the computer program is executed by a processor, the processor executes the steps of the traffic management method based on vehicle-road collaboration.

[0016] Compared with the prior art, the embodiments of the present application have the following beneficial effects: the method provided by the present invention comprises obtaining monitoring videos of all vehicles that have passed through a set road section in the past set time period; sorting each vehicle in order from short to long according to the time difference between the monitoring time and the current time to obtain a first sequence; generating an ideal road surface corresponding to the set road section; taking the first-ranked vehicle in the first sequence as the target vehicle; determining the three-dimensional trajectory of the target vehicle based on the monitoring video of the target vehicle, and identifying a local offset trajectory on the three-dimensional trajectory; for each local offset trajectory, determining the instantaneous force state of the target vehicle when the trajectory offset corresponding to the local offset trajectory occurs; adjusting the ideal road surface based on the instantaneous force state to form a local undulating road surface on the ideal road surface that causes the trajectory offset; taking the next vehicle in the first sequence as the target vehicle, and repeating the above steps until a first undulating road surface is formed on the ideal road surface. all local undulating road surfaces corresponding to each vehicle in the sequence; when any new vehicle enters the set road section, the position of the vehicle is monitored, and the position is compared with the position on the ideal road surface to determine whether the vehicle will pass through the actual road surface corresponding to the local undulating road surface. If so, a maneuvering message is sent to the vehicle to make the vehicle avoid the actual road surface or make the vehicle pass through the actual road surface smoothly; in the present application, the degree of undulation of the road surface at various places can be inferred through the driving trajectory of vehicles that have passed through in the past, and then the settlement of the road surface can be determined. When a new vehicle enters the road surface, the driving of the vehicle can be mobilized according to the settlement of the road surface to make it avoid or pass smoothly through the undulating local road surface. The whole process does not require manual participation, saving time and effort, and can realize real-time updating of the road surface settlement, ensuring the accuracy of monitoring, and then ensuring the safety of moving vehicles. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative labor.

[0018] Figure 1 It is a schematic diagram of the implementation process of the traffic management method based on vehicle-road collaboration provided in an embodiment of the present application;

[0019] Figure 2 It is a schematic diagram of an implementation environment of a traffic management method based on vehicle-road collaboration provided in an embodiment of the present application;

[0020] Figure 3 It is a three-dimensional path schematic diagram of the traffic management method based on vehicle-road collaboration provided in an embodiment of the present application;

[0021] Figure 4 is a schematic diagram of a tangent vector of a traffic management method based on vehicle-road collaboration provided in an embodiment of the present application;

[0022] Figure 5 It is a schematic diagram of adjusting an ideal road surface of a traffic management method based on vehicle-road collaboration provided in an embodiment of the present application;

[0023] Figure 6 It is a schematic diagram of a terminal device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0024] In the following description, specific details such as specific system structures, technologies, etc. are provided for the purpose of illustration rather than limitation, so as to provide a thorough understanding of the embodiments of the present application. However, it should be clear to those skilled in the art that the present application may also be implemented in other embodiments without these specific details. In other cases, detailed descriptions of well-known systems, devices, circuits, and methods are omitted to prevent unnecessary details from obstructing the description of the present application.

[0025] In order to illustrate the technical solution described in this application, a specific embodiment is provided below for illustration.

[0026] Figure 1 A traffic management method based on vehicle-road collaboration provided in Embodiment 1 of the present application is shown, and the traffic management method based on vehicle-road collaboration includes:

[0027] S1: Obtain monitoring videos of all vehicles that have passed through a set road section in the past set time;

[0028] S2: Sort the vehicles in order of the time difference between the monitoring time and the current time from short to long to obtain a first sequence;

[0029] S3: Generate an ideal road surface corresponding to a set road section;

[0030] S4: taking the first ranked vehicle in the first sequence as the target vehicle;

[0031] S5: determining a three-dimensional trajectory of the target vehicle based on the monitoring video of the target vehicle, and identifying a local offset trajectory on the three-dimensional trajectory;

[0032] S6: for each local deviation trajectory, determining the instantaneous force state of the target vehicle when the trajectory deviation corresponding to the local deviation trajectory occurs;

[0033] S7: adjusting the ideal road surface according to the instantaneous stress state to form a local undulating road surface causing the trajectory deviation on the ideal road surface;

[0034] S8: taking the next vehicle in the first sequence as the target vehicle, and executing steps S5 to S8 until all the local undulating roads corresponding to each vehicle in the first sequence are formed on the ideal road surface;

[0035] S9: When any new vehicle enters the set road section, the position of the vehicle is monitored and compared with the position on the ideal road surface to determine whether the vehicle will pass through the actual road surface corresponding to the local undulating road surface. If so, maneuvering information is sent to the vehicle to make the vehicle avoid the actual road surface or pass through the actual road surface smoothly.

[0036] In this embodiment, if Figure 2 As shown, the method is executed in a terminal device, which may be an independent physical server or terminal, or a server cluster composed of multiple physical servers, or a cloud server that provides basic cloud computing services such as cloud servers, cloud databases, cloud storage, and CDN; the monitoring video is collected by a visual device (such as a road test high-definition camera) arranged next to a set section of road, and the visual device communicates with the terminal device and can send the collected monitoring video to the terminal device for the terminal device to process the video; each vehicle is provided with a vehicle end (such as an on-board processor), and the vehicle end can communicate with the terminal device. When the vehicle end of a vehicle is about to enter the set section of road, a guidance request can be sent to the terminal device, and then the terminal device can guide the vehicle to pass through the set section of road based on all the determined local undulating road surfaces.

[0037] In this embodiment, the set road section is a road surface area of ​​a preset set size (the length is a set length, such as 50 meters, 100 meters or other lengths, and the width is the width of the corresponding driving road). In a long driving road, it can be divided into multiple set road sections, and then this method can be executed for each set road section; the position of the visual device can make the field of view of the visual device cover the entire set road section, and then monitor each vehicle entering the set road section; the visual equipment monitors in real time, and the video it collects is an uninterrupted long-term video (hereinafter referred to as the total video), and the monitoring video of each vehicle is a video segment of the vehicle from entering the set road section to leaving the set road section, which can be cut out from the total video, and if there are other vehicles in the video segment, the other vehicles can also be hidden.

[0038] In this embodiment, the ideal road surface is a completely flat road surface generated by a computer device and having a size consistent with a set road section; the monitoring time of a vehicle is the time when the monitoring of a vehicle begins (i.e., the time when the vehicle enters the set road section), and the vehicles are sorted in order from short to long according to the time difference between the monitoring time and the current time, that is, the later the vehicle enters the set road section, the higher its ranking in the first sequence; the set duration is the maximum duration of the total video that the visual device can store (such as 3 days, 7 days, etc.); the three-dimensional trajectory is the trajectory of the vehicle in three dimensions in space. When the vehicle passes through a road with local undulations, the trajectory will deviate. This deviation is often more in the third dimension (i.e., the vertical dimension), and the vehicle is not as good as being bounced off the ground. Therefore, it is necessary to analyze the three-dimensional trajectory of the vehicle.

[0039] In the present application, monitoring videos of each vehicle that has passed through a set section of road in the past set time can be obtained. For each vehicle, the local undulations of the road surface can be inferred based on the offset of the three-dimensional trajectory of the vehicle in the corresponding monitoring video. Since the monitoring time has a certain time span (set time), many vehicles pass through the set section of road in this time period, and the road surface areas of different vehicles passing through the set section of road are not completely consistent. Therefore, the inference method of the present application can almost determine all the local undulations in the entire set section of road, and can then guide the subsequent vehicles entering the set section of road to pass through the set section of road safely and smoothly. The present method can update the road surface undulations in a timely manner every certain period of time (for example, 7 days) to cope with the ongoing road surface settlement.

[0040] In the present application, the degree of undulation of the road surface at various locations can be inferred through the driving trajectories of vehicles that have passed through the road in the past, and then the settlement of the road surface can be determined. When a new vehicle enters the road surface, the vehicle's driving can be adjusted according to the settlement of the road surface to avoid or smoothly pass through the undulating local road surface. The entire process does not require human participation, saving time and effort, and can achieve real-time updates of the road surface settlement conditions, ensuring the accuracy of monitoring and thus ensuring the safety of moving vehicles.

[0041] As a preferred embodiment, a first spatial coordinate system is preset at a set position of a set road section in each monitoring video, and determining the three-dimensional trajectory of the target vehicle according to the monitoring video of the target vehicle includes:

[0042] S51: taking the first frame image of the monitoring video as the target image;

[0043] S52: Identify the vehicle body contour in the target image, and then identify the vehicle feature points on the vehicle contour;

[0044] S53: Identify the spatial coordinates of the vehicle feature points;

[0045] S54: Determine the spatial coordinates of the geometric center of the vehicle based on the spatial coordinates of the vehicle feature points;

[0046] S55: taking the next frame image of the monitoring video as the target image, and executing steps S52 to S55 until the spatial coordinates of the geometric center of the vehicle corresponding to each frame image in the monitoring video are determined;

[0047] S56: Generate corresponding trajectory points according to the spatial coordinates of the geometric center of each vehicle;

[0048] S57: Connect each track point to obtain the three-dimensional track of the target vehicle.

[0049] In this embodiment, the set road section in the monitoring video is an approximate rectangular area, and the set position can be a corner point of the rectangular area. A first spatial coordinate system is established with the corner point as the origin. The first spatial coordinate system in each monitoring video is in the same position, so that the spatial coordinates in each monitoring video can correspond one to one. In the frame image of the monitoring video, only the partial outline of the vehicle can be seen. The terminal device can identify the model of the vehicle, and call out the model of the vehicle from the model model library, and place the model at the position of the vehicle in the frame image, so that the outline of the vehicle coincides with the outline of the model, and then the vehicle can be obtained in the image. The complete body contour of the vehicle (invisible contours can be represented by dotted lines), the vehicle feature points can be the edge corner points of the body contour, and the geometric center of the vehicle is set in the vehicle model, so that the relative position of the geometric center and the vehicle feature points on the vehicle model can be determined (such as the distance and direction of the geometric center relative to each vehicle feature point). The spatial coordinates of the geometric center can be derived based on the spatial coordinates and relative positions of the vehicle feature points on the body contour identified in the image; by processing each frame image by the above method, each trajectory point of the geometric center of the vehicle can be determined, thereby obtaining the three-dimensional trajectory of the vehicle.

[0050] As a preferred embodiment, Figure 3 As shown, identifying the local offset trajectory on the stereo trajectory includes:

[0051] Identify each straight line segment in the same direction on the three-dimensional trajectory, wherein any two straight line segments in the same direction are parallel to each other;

[0052] The connecting line segment between every two adjacent straight line segments in the same direction is determined as the local offset trajectory.

[0053] Determining the instantaneous force state of the target vehicle when the trajectory deviation corresponding to the local deviation trajectory occurs includes:

[0054] Identifying a starting track point of the local offset track on the stereo track, and determining a set number of track points after the starting track point as associated track points;

[0055] The determined starting track point and the frame image corresponding to the associated track point are called out in the monitoring video;

[0056] For each frame image retrieved, the body contour of the target vehicle is identified, and the body contour is supplemented according to the model of the target vehicle to form a complete body contour;

[0057] The retrieved frame images are superimposed, and the wheel offset direction of each wheel is determined according to the position of the complete vehicle body contour of each frame image. For each wheel of the target vehicle, the force direction of the wheel is determined according to the wheel offset direction of the wheel.

[0058] like Figure 4 As shown, the frame images retrieved are superimposed, and the wheel offset direction of each wheel is determined according to the position of the complete vehicle body contour of each frame image. For each wheel of the target vehicle, the force direction of the wheel is determined according to the wheel offset direction of the wheel, including:

[0059] Overlapping the retrieved frame images in a sequence corresponding to the time points in the monitoring video;

[0060] For each superimposed frame image, adjusting the transparency of the frame image so that the frame image is displayed blurred, thereby making the complete vehicle body contour on each superimposed frame image displayed simultaneously;

[0061] For each wheel of the target vehicle, determine the wheel bottom end point of the wheel on each complete vehicle body contour;

[0062] Use a smooth curve to connect the bottom end points of each wheel, and draw a tangent vector at the bottom end point of the earliest wheel at the acquisition time point of the corresponding frame image. The direction of the tangent vector is the force direction of the wheel.

[0063] In this embodiment, after the vehicle enters the set road section, the visual device can identify the direction of travel of the vehicle. In the case of not being affected by the undulations of the road surface, the vehicle moves forward in a straight line in the direction of travel (the corresponding local three-dimensional track is a straight line). When passing through the undulating road surface, the vehicle deviates (the corresponding local three-dimensional track has irregular bends). After passing through the local road surface, the vehicle continues to move forward in a straight line in the direction of travel (the corresponding local three-dimensional track is a straight line). That is, the three-dimensional track of the vehicle is not affected by the undulations of the road surface, and the straight lines are in the same direction and parallel, that is, a number of straight line segments in the same direction are formed;

[0064] The irregular curved line segments connecting the straight line segments in the same direction are the local offset trajectories. In addition, some local offset trajectories are formed due to the vehicle changing lanes. Therefore, it is possible to identify whether the straight line segments in the same direction before and after the local offset trajectory are in the same lane. If they are not in the same lane, the local offset trajectory is removed.

[0065] In this embodiment, the method for determining the complete vehicle body contour is the same as the above method and will not be repeated here. The set number can be 5. The vehicle in the frame image corresponding to the starting trajectory point has been subjected to a force that causes it to deviate, but has not yet deviated. The frame image corresponding to the associated trajectory point represents the position and state of the vehicle just after the force is applied, and this position and state are mainly caused by the force that causes the vehicle to deviate. The bottom end point of the wheel is a point that is simplified to the bottom end of the wheel (that is, the part that will contact the ground). Since the vehicle receives the force of the road surface through the bottom end point of the wheel, the position change of the bottom end point of the wheel is mainly related to the direction of the force it receives. Therefore, the force state of the bottom end of the wheel is determined by the position change of the bottom end point of the wheel (the force state refers to the force direction). Since the direction of the force formed on the bottom end of the wheel by different road undulations is also different, the corresponding local undulating road surface can be determined according to the determined force direction. The tangent direction is roughly the same as the extension direction of the smooth curve, and the angle between the two is generally less than 60°.

[0066] As a preferred embodiment, a second spatial coordinate system is preset on the generated ideal road surface, and the relative position of the second spatial coordinate system and the ideal road surface is consistent with the relative position of the first spatial coordinate system and the set road section;

[0067] like Figure 5 As shown, adjusting the ideal road surface according to the instantaneous stress state to form a local undulating road surface causing the trajectory deviation on the ideal road surface includes:

[0068] S71: Identify the coordinates of the vehicle feature point on the complete vehicle body contour in the first space coordinate system at the earliest acquisition time point of the corresponding frame image;

[0069] S72: generating the complete vehicle body contour in the second space coordinate system, and adjusting the position of the complete vehicle body contour so that the coordinates of the complete vehicle body contour in the second space coordinate system are consistent with the coordinates of the complete vehicle body contour in the first space coordinate system;

[0070] S73: adjusting the undulation of the local road surface under each wheel of the complete vehicle body contour in the ideal road surface so that the local road surface contacts the bottom end point of the wheel and the direction of the force generated by the local road surface on the bottom end point of the wheel is consistent with the direction of the force received by the corresponding wheel;

[0071] S74: The local road surface to be adjusted is the local undulating road surface, and the local undulating road surface is retained on the ideal road surface.

[0072] In step S8, if the local road surface adjusted for the subsequent vehicle in the first sequence coincides with the previously adjusted local road surface, the previously adjusted local road surface is retained on the ideal road surface.

[0073] In this embodiment, the second spatial coordinate system is set at a position in the ideal road surface corresponding to the set position of the set road section (such as a set corner point of a rectangle), and each axis of the second spatial coordinate system is aligned with the corresponding axis of the first spatial coordinate system, so that the coordinates in the second airborne coordinate system can correspond to the coordinates in the first spatial coordinate system one by one, and the position of the complete vehicle body contour in the second spatial coordinate system can be determined based on the coordinates of the complete vehicle body contour in the first spatial coordinate system, and then the ideal road surface at that position is locally adjusted to form a locally undulating road surface; after the corresponding road surface adjustment is made for the local offset of each vehicle, the adjusted ideal road surface can be made to highly simulate the actual road surface; in addition, the local road surfaces adjusted for different vehicles on the ideal road surface may be the same. At this time, since the adjustment made earlier is closer to the current moment, it can better represent the current road surface settlement condition, so only the adjustment made earlier is retained at this position.

[0074] As a preferred embodiment, monitoring the position of the vehicle and comparing the position with the position on the ideal road surface to determine whether the vehicle will pass through the actual road surface corresponding to the local undulating road surface, and if so, sending maneuvering information to the vehicle to make the vehicle avoid the actual road surface or make the vehicle pass through the actual road surface smoothly includes:

[0075] Determine a complete body contour of the vehicle in the monitoring video corresponding to the vehicle, and identify vehicle feature points of the complete body contour to determine a first coordinate of each vehicle feature point in a first spatial coordinate system;

[0076] Generating the complete vehicle body contour on the adjusted ideal road surface, and keeping the second coordinate of each vehicle feature point on the complete vehicle body contour in the second space coordinate system consistent with the corresponding first coordinate;

[0077] Identify the direction of travel of the vehicle, and control the complete body contour of the vehicle to simulate movement in the direction of travel on an ideal road surface;

[0078] determining whether the complete vehicle body contour will pass through the adjusted local undulating road surface during the simulated movement process, and if so, generating an avoidance path according to the current position of the vehicle, and sending first maneuvering information including the avoidance path to the vehicle, so that the vehicle travels according to the avoidance path to avoid the actual road surface corresponding to the local undulating road surface;

[0079] If it is monitored that the vehicle does not travel according to the avoidance path, a second maneuvering information including deceleration information is sent to the vehicle to slow down the vehicle and thus smoothly pass through the actual road surface corresponding to the local undulating road surface.

[0080] In this embodiment, for any new vehicle entering the set road section (the vehicle has sent a guidance request to the terminal device), its travel direction can be determined according to the extension direction of the straight segment of the initial segment of the three-dimensional path of the vehicle, and then the vehicle is simulated to move on the ideal road surface according to the real-time position of the new vehicle (which can be determined according to the coordinate position of the vehicle in the monitoring video) and the travel direction, and then it is determined whether it will pass through the local undulating road surface. If so, an avoidance path is generated according to the distribution of the local undulating road surface on the ideal road surface (the vehicle will not pass through the local undulating road surface when driving on the avoidance path). After the avoidance path is sent to the vehicle end of the vehicle through the first maneuvering information, the driver of the vehicle can drive the vehicle according to the avoidance path, and then avoid the actual road surface corresponding to the local undulating road surface;

[0081] In this embodiment, in some cases, due to traffic congestion or other limiting factors, the vehicle cannot change the travel path. At this time, the second maneuvering information including the deceleration information can be sent to the vehicle end of the vehicle. After receiving the deceleration information, the driver can reduce the vehicle speed, so as to smoothly pass the actual road surface corresponding to the local undulating road surface; in addition, when it is necessary to send the second maneuvering information, the undulation degree of the local undulating road surface that the vehicle is about to pass can be determined first, and then the undulation degree range in which the undulation degree falls can be determined, and then the maximum speed limit corresponding to the undulation degree range can be determined, wherein corresponding maximum speed limits are preset for different undulation degree ranges;

[0082] The steps to determine the degree of fluctuation are as follows:

[0083] Determine the distance difference between each point on the local undulating road surface before and after adjustment;

[0084] Calculate the average value of the distance difference corresponding to each point on the local undulating road surface, that is, the undulation degree of the local undulating road surface.

[0085] After the maximum speed limit is determined, the maximum speed limit is added to the second maneuver information so that the driver can keep the driving speed within the corresponding maximum speed limit.

[0086] A terminal device provided in a second embodiment of the present application includes a memory and a processor, wherein a computer program is stored in the memory, and when the computer program is executed by the processor, the processor executes the steps of the traffic management method based on vehicle-road collaboration, specifically including:

[0087] S1: Obtain monitoring videos of all vehicles that have passed through a set road section in the past set time;

[0088] S2: Sort the vehicles in order of the time difference between the monitoring time and the current time from short to long to obtain a first sequence;

[0089] S3: Generate an ideal road surface corresponding to a set road section;

[0090] S4: taking the first ranked vehicle in the first sequence as the target vehicle;

[0091] S5: determining a three-dimensional trajectory of the target vehicle based on the monitoring video of the target vehicle, and identifying a local offset trajectory on the three-dimensional trajectory;

[0092] S6: for each local deviation trajectory, determining the instantaneous force state of the target vehicle when the trajectory deviation corresponding to the local deviation trajectory occurs;

[0093] S7: adjusting the ideal road surface according to the instantaneous stress state to form a local undulating road surface causing the trajectory deviation on the ideal road surface;

[0094] S8: taking the next vehicle in the first sequence as the target vehicle, and executing steps S5 to S8 until all the local undulating roads corresponding to each vehicle in the first sequence are formed on the ideal road surface;

[0095] S9: When any new vehicle enters the set road section, the position of the vehicle is monitored and compared with the position on the ideal road surface to determine whether the vehicle will pass through the actual road surface corresponding to the local undulating road surface. If so, maneuvering information is sent to the vehicle to make the vehicle avoid the actual road surface or pass through the actual road surface smoothly.

[0096] A storage medium is provided in Embodiment 2 of the present application. A computer program is stored on the storage medium. When the computer program is executed by a processor, the processor executes the steps of the traffic management method based on vehicle-road collaboration, specifically including:

[0097] S1: Obtain monitoring videos of all vehicles that have passed through a set road section in the past set time;

[0098] S2: Sort the vehicles in order of the time difference between the monitoring time and the current time from short to long to obtain a first sequence;

[0099] S3: Generate an ideal road surface corresponding to a set road section;

[0100] S4: taking the first ranked vehicle in the first sequence as the target vehicle;

[0101] S5: determining a three-dimensional trajectory of the target vehicle based on the monitoring video of the target vehicle, and identifying a local offset trajectory on the three-dimensional trajectory;

[0102] S6: for each local deviation trajectory, determining the instantaneous force state of the target vehicle when the trajectory deviation corresponding to the local deviation trajectory occurs;

[0103] S7: adjusting the ideal road surface according to the instantaneous stress state to form a local undulating road surface causing the trajectory deviation on the ideal road surface;

[0104] S8: taking the next vehicle in the first sequence as the target vehicle, and executing steps S5 to S8 until all the local undulating roads corresponding to each vehicle in the first sequence are formed on the ideal road surface;

[0105] S9: When any new vehicle enters the set road section, the position of the vehicle is monitored and compared with the position on the ideal road surface to determine whether the vehicle will pass through the actual road surface corresponding to the local undulating road surface. If so, a warning is issued to the vehicle.

[0106] It should be understood that the size of the serial numbers of the steps in the above embodiments does not mean the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present application.

[0107] It should be understood that when used in the present application specification, the term "comprising" indicates the presence of described features, wholes, steps, operations, elements and / or components, but does not exclude the presence or addition of one or more other features, wholes, steps, operations, elements, components and / or combinations thereof.

[0108] It should also be understood that the term “and / or” used in the specification of the present application refers to any combination and all possible combinations of one or more of the associated listed items, and includes these combinations.

[0109] As used in the present specification, the term "if" can be interpreted as "when" or "uponce" or "in response to determining" or "in response to detecting" depending on the context. Similarly, the phrase "if it is determined" or "if [the described condition or event] is detected" can be interpreted as meaning "uponce it is determined" or "in response to determining" or "uponce [the described condition or event] is detected" or "in response to detecting [the described condition or event]" depending on the context.

[0110] In addition, in the description of the present specification, the terms "first", "second", "third", etc. are only used to distinguish descriptions, and cannot be understood as indicating or implying relative importance. It should also be understood that although the terms "first", "second", etc. are used to describe various elements in some embodiments of the present application in the text, these elements should not be limited by these terms. These terms are only used to distinguish one element from another element. For example, the first table can be named as the second table, and similarly, the second table can be named as the first table, without departing from the scope of the various described embodiments. The first table and the second table are both tables, but they are not the same table.

[0111] References to "one embodiment" or "some embodiments" etc. described in the specification of this application mean that one or more embodiments of the present application include specific features, structures or characteristics described in conjunction with the embodiment. Therefore, the statements "in one embodiment", "in some embodiments", "in some other embodiments", "in some other embodiments", etc. that appear in different places in this specification do not necessarily refer to the same embodiment, but mean "one or more but not all embodiments", unless otherwise specifically emphasized in other ways. The terms "including", "comprising", "having" and their variations all mean "including but not limited to", unless otherwise specifically emphasized in other ways.

[0112] The traffic management method based on vehicle-road collaboration provided in the embodiment of the present application can be applied to terminal devices such as mobile phones, tablet computers, wearable devices, vehicle-mounted devices, augmented reality (AR) / virtual reality (VR) devices, laptops, ultra-mobile personal computers (UMPC), netbooks, personal digital assistants (PDA), etc. The embodiment of the present application does not impose any restrictions on the specific type of terminal devices.

[0113] For example, the terminal device can be a station (STAION, ST) in a WLAN, a cellular phone, a cordless phone, a Session Initiation Protocol (SIP) phone, a Wireless Local Loop (WLL) station, a Personal Digital Assistant (PDA) device, a handheld device with wireless communication function, a computing device or other processing device connected to a wireless modem, a vehicle-mounted device, a vehicle networking terminal, a computer, a laptop computer, a handheld communication device, a handheld computing device, a satellite wireless device, a wireless modem card, a TV set top box (STB), a customer premises equipment (CPE) and / or other devices for communicating on a wireless system and a next-generation communication system, such as a mobile terminal in a 5G network or a mobile terminal in a future evolved Public Land Mobile Network (PLMN) network, etc.

[0114] As an example but not limitation, when the terminal device is a wearable device, the wearable device can also be a general term for wearable devices that are intelligently designed and developed using wearable technology for daily wear, such as glasses, gloves, watches, clothing and shoes. A wearable device is a portable device that is worn directly on the body or integrated into the user's clothes or accessories. Wearable devices are not just hardware devices, but also achieve powerful functions through software support, data interaction, and cloud interaction. Broadly speaking, wearable smart devices include those that are fully functional, large in size, and can achieve complete or partial functions without relying on smartphones, such as smart watches or smart glasses, as well as those that only focus on a certain type of application function and need to be used in conjunction with other devices such as smartphones, such as various smart bracelets and smart jewelry for vital sign monitoring.

[0115] Figure 6 Schematic diagram of the structure of a terminal device provided by an embodiment of the present application. Figure 6 As shown, the terminal device of this embodiment includes: at least one processor ( Figure 6 Only one is shown in the figure), a memory, wherein the memory stores a computer program that can be run on the processor. When the processor executes the computer program, the steps in the above-mentioned traffic management method embodiments based on vehicle-road collaboration are implemented, such as Figure 1 Steps S1 to S9 are shown.

[0116] The terminal device may be a computing device such as a desktop computer, a notebook, a PDA, or a cloud server. The terminal device may include, but is not limited to, a processor and a memory. Those skilled in the art will understand that Figure 6 It is only an example of a terminal device and does not constitute a limitation of the terminal device. It may include more or fewer components than shown in the figure, or a combination of certain components, or different components. For example, the terminal device may also include an input sending device, a network access device, a bus, etc.

[0117] The processor may be a central processing unit (CPU), other general-purpose processors, digital signal processors (DSP), application-specific integrated circuits (ASIC), field-programmable gate arrays (FPGA) or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. A general-purpose processor may be a microprocessor or any conventional processor, etc.

[0118] In some embodiments, the memory may be an internal storage unit of the terminal device, such as a hard disk or memory of the terminal device. The memory may also be an external storage device of the terminal device, such as a plug-in hard disk, a smart media card (SMC), a secure digital (SD) card, a flash card, etc. equipped on the terminal device. Furthermore, the memory may include both an internal storage unit and an external storage device of the terminal device. The memory is used to store an operating system, an application program, a boot loader (BootLoader), data, and other programs, such as the program code of the computer program. The memory may also be used to temporarily store data that has been sent or is to be sent.

[0119] In addition, each functional unit in each embodiment of the present application may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit. The above-mentioned integrated unit may be implemented in the form of hardware or in the form of software functional units.

[0120] An embodiment of the present application provides a computer program product. When the computer program product is run on a mobile terminal device, the mobile terminal device can implement the steps in the above-mentioned method embodiments when executing the computer program product.

[0121] If the integrated module / unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the present application implements all or part of the processes in the above-mentioned embodiment method, and can also be completed by instructing the relevant hardware through a computer program. The computer program can be stored in a computer-readable storage medium, and the computer program can implement the steps of the above-mentioned various method embodiments when executed by the processor. Among them, the computer program includes computer program code, and the computer program code can be in source code form, object code form, executable file or some intermediate form. The computer-readable medium may include: any entity or device that can carry the computer program code, recording medium, U disk, mobile hard disk, disk, optical disk, computer memory, read-only memory (ROM), random access memory (RAM), electrical carrier signal, telecommunication signal and software distribution medium, etc.

[0122] In the above embodiments, the description of each embodiment has its own emphasis. For parts that are not described or recorded in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0123] Those of ordinary skill in the art will appreciate that the units and algorithm steps of each example described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professional and technical personnel can use different methods to implement the described functions for each specific application, but such implementation should not be considered to be beyond the scope of this application.

[0124] The units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed on multiple network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0125] The embodiments described above are only used to illustrate the technical solutions of the present application, rather than to limit them. Although the present application has been described in detail with reference to the aforementioned embodiments, a person skilled in the art should understand that the technical solutions described in the aforementioned embodiments may still be modified, or some of the technical features may be replaced by equivalents. Such modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present application, and should all be included in the protection scope of the present application.

Claims

1. A traffic management method based on vehicle-road collaboration, characterized in that: The traffic management method based on vehicle-road collaboration includes: S1: Obtain monitoring videos of all vehicles that have passed through a set road section in the past set time; S2: Sort the vehicles in order of the time difference between the monitoring time and the current time from short to long to obtain a first sequence; S3: Generate an ideal road surface corresponding to a set road section; S4: taking the first ranked vehicle in the first sequence as the target vehicle; S5: determining a three-dimensional trajectory of the target vehicle based on the monitoring video of the target vehicle, and identifying a local offset trajectory on the three-dimensional trajectory; S6: for each local deviation trajectory, determining the instantaneous force state of the target vehicle when the trajectory deviation corresponding to the local deviation trajectory occurs; S7: adjusting the ideal road surface according to the instantaneous stress state to form a local undulating road surface causing the trajectory deviation on the ideal road surface; S8: taking the next vehicle in the first sequence as the target vehicle, and executing steps S5 to S8 until all the local undulating roads corresponding to each vehicle in the first sequence are formed on the ideal road surface; S9: When any new vehicle enters the set road section, the position of the vehicle is monitored and compared with the position on the ideal road surface to determine whether the vehicle will pass through the actual road surface corresponding to the local undulating road surface. If so, maneuvering information is sent to the vehicle to make the vehicle avoid the actual road surface or pass through the actual road surface smoothly.

2. The traffic management method based on vehicle-road collaboration according to claim 1 is characterized in that: A first spatial coordinate system is preset at a set position of a set road section in each monitoring video, and determining a three-dimensional trajectory of the target vehicle according to the monitoring video of the target vehicle includes: S51: taking the first frame image of the monitoring video as the target image; S52: Identify the vehicle body contour in the target image, and then identify the vehicle feature points on the vehicle body contour; S53: Identify the spatial coordinates of the vehicle feature points; S54: Determine the spatial coordinates of the geometric center of the vehicle based on the spatial coordinates of the vehicle feature points; S55: taking the next frame image of the monitoring video as the target image, and executing steps S52 to S55 until the spatial coordinates of the geometric center of the vehicle corresponding to each frame image in the monitoring video are determined; S56: Generate corresponding trajectory points according to the spatial coordinates of the geometric center of each vehicle; S57: Connect each track point to obtain the three-dimensional track of the target vehicle.

3. The traffic management method based on vehicle-road collaboration according to claim 1 is characterized in that: Identifying a local offset trajectory on the stereo trajectory includes: Identify each straight line segment in the same direction on the three-dimensional trajectory, wherein any two straight line segments in the same direction are parallel to each other; The connecting line segment between every two adjacent straight line segments in the same direction is determined as the local offset trajectory.

4. The traffic management method based on vehicle-road collaboration according to claim 3 is characterized in that: Determining the instantaneous force state of the target vehicle when the trajectory deviation corresponding to the local deviation trajectory occurs includes: Identifying a starting track point of the local offset track on the stereo track, and determining a set number of track points after the starting track point as associated track points; The determined starting track point and the frame image corresponding to the associated track point are called out in the monitoring video; For each frame image retrieved, the body contour of the target vehicle is identified, and the body contour is supplemented according to the model of the target vehicle to form a complete body contour; The retrieved frame images are superimposed, and the wheel offset direction of each wheel is determined according to the position of the complete vehicle body contour of each frame image. For each wheel of the target vehicle, the force direction of the wheel is determined according to the wheel offset direction of the wheel.

5. The traffic management method based on vehicle-road collaboration according to claim 4 is characterized in that: The retrieved frame images are superimposed, and the wheel offset direction of each wheel is determined according to the position of the complete vehicle body contour of each frame image. For each wheel of the target vehicle, the force direction of the wheel is determined according to the wheel offset direction of the wheel, including: Overlapping the retrieved frame images in a sequence corresponding to the time points in the monitoring video; For each superimposed frame image, adjusting the transparency of the frame image so that the frame image is displayed blurred, thereby making the complete vehicle body contour on each superimposed frame image displayed simultaneously; For each wheel of the target vehicle, determine the wheel bottom end point of the wheel on each complete vehicle body contour; Use a smooth curve to connect the bottom end points of each wheel, and draw a tangent vector at the bottom end point of the earliest wheel at the acquisition time point of the corresponding frame image. The direction of the tangent vector is the force direction of the wheel.

6. The traffic management method based on vehicle-road collaboration according to claim 5 is characterized in that: A second spatial coordinate system is preset on the generated ideal road surface, and the relative position of the second spatial coordinate system and the ideal road surface is consistent with the relative position of the first spatial coordinate system and the set road section; Adjusting the ideal road surface according to the instantaneous stress state to form a local undulating road surface causing the trajectory deviation on the ideal road surface includes: S71: Identify the coordinates of the vehicle feature point on the complete vehicle body contour in the first space coordinate system at the acquisition time point of the corresponding frame image; S72: generating the complete vehicle body contour in the second space coordinate system, and adjusting the position of the complete vehicle body contour so that the coordinates of the complete vehicle body contour in the second space coordinate system are consistent with the coordinates of the complete vehicle body contour in the first space coordinate system; S73: adjusting the undulation of the local road surface under each wheel of the complete vehicle body contour in the ideal road surface so that the local road surface contacts the bottom end point of the wheel and the direction of the force generated by the local road surface on the bottom end point of the wheel is consistent with the direction of the force received by the corresponding wheel; S74: The local road surface to be adjusted is the local undulating road surface, and the local undulating road surface is retained on the ideal road surface.

7. The traffic management method based on vehicle-road collaboration according to claim 6 is characterized in that: In step S8, if the local road surface adjusted for the subsequent vehicle in the first sequence coincides with the previously adjusted local road surface, the previously adjusted local road surface is retained on the ideal road surface.

8. The traffic management method based on vehicle-road collaboration according to claim 7 is characterized in that: Monitoring the position of the vehicle and comparing the position with the position on the ideal road surface to determine whether the vehicle will pass through the actual road surface corresponding to the local undulating road surface, and if so, sending maneuvering information to the vehicle to make the vehicle avoid the actual road surface or make the vehicle pass through the actual road surface smoothly includes: Determine a complete body contour of the vehicle in the monitoring video corresponding to the vehicle, and identify vehicle feature points of the complete body contour to determine a first coordinate of each vehicle feature point in a first spatial coordinate system; Generating the complete vehicle body contour on the adjusted ideal road surface, and keeping the second coordinate of each vehicle feature point on the complete vehicle body contour in the second space coordinate system consistent with the corresponding first coordinate; Identify the direction of travel of the vehicle, and control the complete body contour of the vehicle to simulate movement in the direction of travel on an ideal road surface; determining whether the complete vehicle body contour will pass through the adjusted local undulating road surface during the simulated movement process, and if so, generating an avoidance path according to the current position of the vehicle, and sending first maneuvering information including the avoidance path to the vehicle, so that the vehicle travels according to the avoidance path to avoid the actual road surface corresponding to the local undulating road surface; If it is monitored that the vehicle does not travel according to the avoidance path, a second maneuvering information including deceleration information is sent to the vehicle to slow down the vehicle and thus smoothly pass through the actual road surface corresponding to the local undulating road surface.

9. A terminal device, characterized in that: It includes a memory and a processor, wherein the memory stores a computer program, and when the computer program is executed by the processor, the processor executes the steps of the traffic management method based on vehicle-road collaboration as described in any one of claims 1 to 8.

10. A storage medium, characterized in that: The storage medium stores a computer program, and when the computer program is executed by the processor, the processor executes the steps of the traffic management method based on vehicle-road collaboration as described in any one of claims 1 to 8.

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