Automatic driving travel conflict control method based on crossing occupancy rate

Abstract

The invention relates to the field of automatic driving traffic flow control, in particular to an automatic driving travel conflict control method and system based on a crossing occupancy rate, and the control method comprises the steps: S1, taking a vehicle intersection at a fork crossing as a conflict control point; s2, delimiting a first control area and a second control area which take the conflict control point as the center; s3, if the front vehicle runs in the first control area at the preset speed and the rear vehicle enters the second control area, the speed of the rear vehicle is adjusted to the first speed, and the first speed is made to be smaller than the preset speed; if the front vehicle runs in the first control area at the preset speed and the rear vehicle running in the same direction as the front vehicle enters the first control area, the speed of the rear vehicle is adjusted to a second speed, and the second speed is smaller than the preset speed and larger than the first speed; the method can control the vehicle speed in advance according to the positions of the front vehicle and the rear vehicle, improves the traffic efficiency of the crossroad crossing, and reduces the collision risk.

Description

Technical Field

[0001] The present invention relates to the field of autonomous driving traffic flow control, and particularly to a method and system for controlling autonomous driving travel conflicts based on the occupancy rate of road crossings. Background Art

[0002] Traffic conflicts at road crossings are an important issue in transportation, especially in areas with dense vehicle populations and high traffic volumes. According to reports from the Traffic Accident Research Center, approximately 30% of traffic accidents occur in the area of road crossings, and this proportion is even more obvious on busy roads. Road crossing conflicts not only affect traffic efficiency but also pose serious safety hazards.

[0003] Traffic conflicts are mainly caused by the spatial position coincidence of multiple vehicles at the same time. For closed - right - of - way lines, they mainly include the merging and diverging points of branch roads, the areas of entering and leaving stations, and the single - track sections of the main line. Among them, traffic conflicts in the single - track sections of the main line are usually caused by the speed of the following vehicle exceeding that of the preceding vehicle. For autonomous driving vehicles under central dispatching control, their running trajectories and speeds are preset in advance, and there are often no conflicts on the main line. However, in the areas of branch roads and stations (entering and leaving), due to multiple vehicles sharing the road crossing, there are traffic conflicts, which are important factors affecting driving safety.

[0004] Existing technologies can avoid traffic conflicts by adjusting vehicle speeds, but often ignore the synergistic effects among multiple vehicles. The lack of coordination among vehicles results in the ineffective management of traffic conflicts at road crossings. This situation is particularly prominent under high - density traffic flows, easily causing congestion and accidents. In addition, traditional signal control systems cannot achieve dynamic adjustment, resulting in low traffic flow efficiency during high - flow periods.

[0005] Many existing traffic control systems lack real - time data analysis and prediction capabilities and cannot quickly adjust control strategies to adapt to changing traffic flows. Such fixed response strategies often cannot meet the requirements of the dynamic traffic environment, leading to low efficiency. Especially under different time periods and different environmental conditions, traffic flows and vehicle behaviors will change, and the response capabilities of existing systems are insufficient; existing systems have insufficient capabilities in integrating and processing real - time vehicle data and cannot improve the occupancy rate of road crossings while resolving vehicle travel conflicts, resulting in low road crossing efficiency. Summary of the Invention

[0006] The purpose of the present invention is to overcome the technical problems in the prior art that ignore the synergistic effects among vehicles and cannot achieve dynamic adjustment under high - density traffic flows at fork road crossings, resulting in low traffic efficiency, and to provide a method and system for controlling autonomous driving travel conflicts based on the occupancy rate of road crossings.

[0007] In a first aspect, the present invention provides an automatic driving travel conflict control method based on the occupancy rate of a crossing, including a control method for a branch crossing, and the control method for the branch crossing includes: S1: taking the vehicle intersection point of the branch crossing as a conflict control point; S2: defining a range centered on the conflict control point with a first distance as the radius and using it as a first control area; defining a range centered on the conflict control point with a second distance as the radius, and making the second distance greater than the first distance, and using the range greater than the first distance and less than the second distance as a second control area; S3: if the leading vehicle travels in the first control area at a preset speed, and a following vehicle traveling in the same direction as the leading vehicle enters the second control area and travels towards the first control area, adjusting the speed of the following vehicle to a first speed, so that the first speed is less than the preset speed; if the leading vehicle travels in the first control area at the preset speed, and the following vehicle traveling in the same direction as the leading vehicle enters the first control area, adjusting the speed of the following vehicle to a second speed, so that the second speed is less than the preset speed and greater than the first speed.

[0008] Although the prior art can prevent vehicle collisions after vehicles merge from a branch road into the main road by controlling the vehicle speed at the branch crossing, the timing of speed control often only occurs near the intersection point of the branch crossing. In the case of heavy traffic, it is easy to cause congestion of vehicles near the intersection point, resulting in a reduction in the vehicle passing efficiency at the branch crossing; the present invention uses different radius distances at the intersection point to define control areas of different sizes, so that the following vehicle entering the first control area or the second control area can adjust its speed based on the preset speed of the leading vehicle, for example, reducing it to the first speed or the second speed, and making the second speed higher than the first speed. Specifically, the first speed can be 80% of the preset speed of the leading vehicle, and the second speed can be 90% of the preset speed of the leading vehicle. That is to say, when the following vehicle enters the second control area farther from the intersection point, it will decelerate to the lower first speed and keep the leading vehicle at the preset speed, so that the leading vehicle near the intersection point can leave the intersection point as soon as possible, and at the same time, the following vehicle can reach the first control area near the intersection point more slowly; when the following vehicle enters the first control area closer to the intersection point, it can increase from the first speed to the second speed, enabling the following vehicle to pass through the intersection point and leave the first control area as soon as possible. By this method, the speed of the following vehicle can be controlled in advance according to the positions of the leading vehicle and the following vehicle, following the principle of "slow entry, fast passage", which can avoid congestion caused by vehicles gathering at the intersection point of the branch crossing and also ensure that the following vehicle does not collide with the leading vehicle, and can improve the passing efficiency of the branch crossing.

[0009] Preferably, S3 further includes: if both the leading vehicle and the following vehicle travel in the second control area at the preset speed, and there is no vehicle in the first control area in the same driving direction, then both the leading vehicle and the following vehicle maintain the preset speed and travel.

[0010] Preferably, if both the leading vehicle and the trailing vehicle are traveling within the second control area at the preset speed and there is a vehicle in the same driving direction within the first control area, the speeds of the leading vehicle and the trailing vehicle are adjusted based on the speed of the vehicle closest in distance within the first control area, so that the speeds of the leading vehicle and the trailing vehicle are the same and both are less than the speed of the vehicle closest in distance within the first control area.

[0011] Preferably, S3 further includes: after the leading vehicle leaves the first control area, the speed of the trailing vehicle resumes to the speed before adjustment.

[0012] Preferably, S3 further includes: if the leading vehicle stops, the speed of the trailing vehicle is adjusted to 0.

[0013] Preferably, it further includes a control method for a station crossing, and the control method for the station crossing includes: C1: dividing the station crossing into an in-station area and a main line area, and then dividing the main line area into an inbound grid, a waiting grid, and an outbound grid; the in-station area is connected to the waiting grid, and the inbound grid and the outbound grid are connected to both ends of the waiting grid; C2: when a vehicle in the in-station area enters the waiting grid, controlling the vehicles in the inbound grid to be prohibited from entering the waiting grid.

[0014] Preferably, C2 further includes: when a vehicle in the inbound grid enters the waiting grid, controlling the vehicles in the in-station area to be prohibited from entering the waiting grid.

[0015] Preferably, C2 further includes: when the vehicle in the waiting grid does not enter the outbound grid, controlling the vehicles in the inbound grid to be prohibited from entering the waiting grid.

[0016] Preferably, among several vehicles simultaneously located in the in-station area, the inbound grid, the waiting grid, or the outbound grid, only one vehicle is allowed to travel each time.

[0017] The station crossing control method of the present invention can divide the operating lines at the station crossing into the station area and the main line area. Then, using grid division, the main line area is further divided into the entry grid, the waiting grid, and the exit grid. Using the grid division control method, only one vehicle can operate in the same grid. That is, only one vehicle is allowed to operate for each entry, reversing, and exit task, and multiple tasks are prohibited from being executed simultaneously to avoid traffic conflicts. This method can ensure that only one vehicle operates in the same area, minimizing conflicts. In the main line area, based on spatial prediction under clear trajectories, spatial overlap at a certain moment can be predicted in real time to ensure that there will be no collisions between vehicles. The system can predict vehicle positions based on real-time data, identify potential conflicts in advance, and intervene through the above-mentioned speed control method.

[0018] In a second aspect, the present invention provides an autonomous driving trip conflict control system based on crossing occupancy, which is used to execute the autonomous driving trip conflict control method based on crossing occupancy as described above, and the control system includes an on-board communication device and several sensors.

[0019] Compared with the prior art, the present invention has the following beneficial effects: 1. The present invention provides an autonomous driving conflict control method based on intersection occupancy. By using different radii to demarcate control areas of varying sizes at an intersection, a following vehicle entering the first or second control area can adjust its speed based on the preset speed of the preceding vehicle. For example, the following vehicle can reduce its speed to the first or second speed, with the second speed being higher than the first speed. When the following vehicle enters the second control area farther from the intersection, it will reduce its speed to the lower first speed, while the preceding vehicle maintains the preset speed. This allows the preceding vehicle near the intersection to leave the intersection as quickly as possible. , and at the same time, the following vehicle can arrive at the first control area near the intersection more slowly; when the following vehicle enters the first control area close to the intersection, it can increase from the first speed to the second speed, so that the following vehicle can pass the intersection as quickly as possible and leave the first control area. This method can be used to control the speed of the following vehicle in advance according to the positions of the leading and trailing vehicles, and follow the principle of "slow entry, fast passing". It can avoid congestion caused by vehicles gathering at the intersection of the fork road and also ensure that the following vehicle does not collide with the leading vehicle. By optimizing the speed of the autonomous driving vehicle, the detention time at the intersection can be reduced, and the traffic efficiency at the fork road intersection can be improved.

[0020] 2. This invention provides an autonomous driving conflict control system based on intersection occupancy. This system reduces the probability of accidents through real-time monitoring and rapid response, particularly in the event of a fault, ensuring the safety of following vehicles. The system promptly identifies potential risks and automatically adjusts the behavior of following vehicles, avoiding potential collisions. This system can adapt in real time to actual traffic conditions, exhibiting excellent adaptability and effectively handling complex and changing traffic environments. Whether during peak or off-peak hours, the system can adaptively make appropriate adjustments based on real-time data. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] Figure 1 This is a schematic diagram of multiple vehicles intersecting at a fork in the road.

[0022] Figure 2 Schematic diagram of the divided control area.

[0023] Figure 3 Schematic diagram of the grid area division of the station crossing.

[0024] Markings in the figure: 1. Vehicle intersection, 2. First control area, 3. Second control area, 4. Area within the station, 5. Main line area, 51. Entry grid, 52. Waiting grid, 53. Exit grid, 6. Conflict control point. DETAILED DESCRIPTION

[0025] The present invention will be further described in detail below with reference to specific embodiments. However, this should not be construed as limiting the scope of the present invention to the following embodiments, as all technologies implemented based on the present invention fall within the scope of the present invention.

[0026] Unless otherwise specified, in the description of the specific embodiments of the present invention, the terms indicating the orientation or positional relationship, such as "upper", "lower", "left", "right", "center", "inside", and "outside", are based on the expressions of the orientation or positional relationship shown in the accompanying drawings, or are the orientation or positional relationship in which the invented product / device / apparatus is placed when it is conventionally used. These terms of orientation or positional relationship are merely for the purpose of facilitating the description of the scheme of the present invention or simplifying the description of the specific embodiments to facilitate the rapid understanding of the scheme by technicians, and do not indicate or imply that a specific device / component / element must have a specific orientation, or be constructed and operated in a specific positional relationship, and therefore should not be understood as limiting the present invention.

[0027] In addition, the expressions “first”, “second”, “third”, etc. in the terms are merely used to distinguish the description of the same or similar components, and should not be understood as emphasizing or implying the relative importance of specific components.

[0028] In addition, in the description of the embodiments of the present invention, "several", "multiple", and "a number of" represent at least two. It can be any situation such as 2, 3, 4, 5, 6, 7, 8, 9, etc., and even can be a situation exceeding 9.

[0029] Embodiment 1 This embodiment provides an automatic driving travel conflict control method based on the occupancy rate of a crossing.

[0030] Figure 1 It is a schematic diagram of the multi-vehicle intersection at a fork crossing; Figure 2 It is a schematic diagram of the divided control area; Figure 3 It is a schematic diagram of the grid area division at a station crossing.

[0031] Reference Figure 1 and Figure 2 , the automatic driving travel conflict control method based on the occupancy rate of a crossing described in this embodiment may include the control method for a fork crossing. The control method for a fork crossing may specifically include the following steps: S1: Take the vehicle intersection point 1 at the fork crossing as the conflict control point 6; S2: Define a range centered on the conflict control point 6 with a first distance as the radius and use it as the first control area 2; define a range centered on the conflict control point 6 with a second distance as the radius, and make the second distance greater than the first distance. Use the range greater than the first distance and less than the second distance as the second control area 3; S3: If the vehicle in front is traveling in the first control area 2 at a preset speed, and the vehicle behind traveling in the same direction as the vehicle in front enters the second control area 3 and travels towards the first control area 2, adjust the speed of the vehicle behind to the first speed, so that the first speed is less than the preset speed; if the vehicle in front is traveling in the first control area 2 at a preset speed, and the vehicle behind traveling in the same direction as the vehicle in front enters the first control area 2, adjust the speed of the vehicle behind to the second speed, so that the second speed is less than the preset speed and greater than the first speed.

[0032] Here, the fork crossing can be Figure 1 the three-way intersection shown in Figure 1 , or it can be a crossroads or a multi-fork intersection. The present invention does not make specific limitations on the number of fork roads separated by the road; at the same time, the vehicle intersection point 1 in the above step S1 is the intersection of the center lines of each fork road. For example, Figure 2 in the three-way intersection in Figure 1 and Figure 2 are combined, and the first control area 2 and the second control area 3 shown in Figure 2 are covered to Figure 1at the three-way intersection and make Figure 2 the conflict control point 6 of Figure 1 coincide with the vehicle intersection point 1 of Figure 1 the specific positions and ranges of the first control area 2 and the second control area 3 in Figure 1 can be determined, and then the control method of the present invention can be used to control the vehicles at the three-way intersection of

[0033] Specifically, the first distance can be 10m, and the second distance can be 30m. Of course, the specific values of the first distance and the second distance can also be determined as other values according to different control requirements and situations, not limited to 10m and 30m, as long as the second distance is greater than the first distance. In step S3 above, if the leading vehicle is within the range of the 10m first control area 2 and the speed of the leading vehicle is 50km / h, and the following vehicle enters the range of the 30m second control area 3, the speed of the following vehicle can be adjusted to 80% of the speed of the leading vehicle, that is, 50×80% = 40km / h. If the leading vehicle is within the range of the 10m first control area 2 and the speed of the leading vehicle is 50km / h, and the following vehicle also enters the 10m first control area 2, the speed of the following vehicle can be adjusted to 90% of the speed of the leading vehicle, that is, 50×90% = 45km / h. Of course, the preset speed of the leading vehicle and the deceleration ratio of the following vehicle can be adjusted according to actual control requirements and situations, not limited to the above specific values.

[0034] Although the prior art can prevent collision accidents when vehicles merge from the branch road into the main road by controlling the vehicle speed at the branch road intersection, the timing of speed control often only occurs near the intersection of the branch road intersection. In the case of large traffic flow, it is easy to cause congestion of vehicles near the intersection, resulting in a reduction in the traffic efficiency of vehicles at the branch road intersection, and still cannot solve the technical problem of how to ensure the smooth passage of vehicles at the intersection.

[0035] Based on this, in the above steps S1 to S3, by defining control areas of different sizes with different radius distances at the intersection point, the following vehicle entering the first control area 2 or the second control area 3 can adjust its speed based on the preset speed of the preceding vehicle as a reference, for example, reducing it to the first speed or the second speed, and making the second speed higher than the first speed. Specifically, the first speed can be 80% of the preset speed of the preceding vehicle, and the second speed can be 90% of the preset speed of the preceding vehicle. That is to say, when the following vehicle enters the second control area 3 farther from the intersection point, it will decelerate to the lower first speed and keep the preceding vehicle at the preset speed. This can enable the preceding vehicle near the intersection point to leave the intersection as soon as possible, and at the same time, make the following vehicle arrive at the first control area 2 near the intersection point more slowly. When the following vehicle enters the first control area 2 closer to the intersection point, it can increase its speed from the first speed to the second speed, enabling the following vehicle to pass through the intersection and leave the first control area 2 as soon as possible. By this method, the speed of the following vehicle can be controlled in advance according to the positions of the preceding vehicle and the following vehicle, following the principle of "slow entry and fast passage". It can avoid congestion caused by vehicles gathering at the intersection of the fork road and ensure that the following vehicle does not collide with the preceding vehicle, thus improving the traffic efficiency of the fork road intersection.

[0036] In this embodiment, the above step S3 may further include: if both the preceding vehicle and the following vehicle are traveling at the preset speed within the second control area 3 and there is no vehicle in the same driving direction within the first control area 2, then both the preceding vehicle and the following vehicle maintain the preset speed; specifically, taking the first control area 2 as a range with a radius of 10 m and the second control area 3 as a range with a radius of 10 m to 30 m as an example, if both the preceding vehicle and the following vehicle are traveling at the preset speed within a range of 30 m and have not entered the 10 m range, and there is no vehicle in the same direction within the 10 m range, then the speeds of the preceding vehicle and the following vehicle remain unchanged and both continue to maintain the preset speed.

[0037] In this embodiment, if both the leading vehicle and the trailing vehicle are traveling in the second control area 3 at a preset speed, and there is a vehicle in the first control area 2 in the same driving direction, the speeds of the leading vehicle and the trailing vehicle are adjusted based on the speed of the vehicle closest in distance within the first control area 2, so that the speeds of the leading vehicle and the trailing vehicle are the same and both are less than the speed of the vehicle closest in distance within the first control area 2; specifically, if the first control area 2 is a range with a radius of 10 m and the second control area 3 is a range with a radius of 10 m to 30 m, and the speed of the vehicle closest in distance to the leading vehicle in the same direction within the first control area 2 is 50 km / h, then the speeds of the leading vehicle and the trailing vehicle within the second control area 3 can both be reduced to 80% of the speed of the vehicle closest in distance in the same direction within the first control area 2, that is, 50×80% = 40 km / h; similarly, if the speed of the vehicle closest in distance in the same direction and in front of the leading vehicle within the first control area 2 with a range of 10 m is 50 km / h, and at this time the leading vehicle and the trailing vehicle successively enter the first control area 2 with a range of 10 m, then the speeds of the leading vehicle and the trailing vehicle can be adjusted to 90% of the speed of the vehicle closest in distance in front of the leading vehicle, that is, 50×90% = 45 km / h. Of course, the preset speed of the vehicle closest in distance in front of the leading vehicle and the deceleration ratio of the leading vehicle and the trailing vehicle can be adjusted according to actual control requirements and situations, and are not limited to the above specific values.

[0038] In this embodiment, the above step S3 may further include: after the leading vehicle leaves the first control area 2, the speed of the trailing vehicle resumes to the speed before adjustment; if the leading vehicle has left the range of the first control area 2 with a radius of 10 m, that is, there is no vehicle in the first control area 2, regardless of whether the trailing vehicle is within the range of the first control area 2 with a radius of 10 m or the second control area 3 with a radius of 30 m, the speed of the trailing vehicle can resume to the speed before adjustment, that is, the preset speed of the trailing vehicle, which is 50 km / h in the above example.

[0039] In this embodiment, the above step S3 may further include: if the leading vehicle stops, the speed of the trailing vehicle is adjusted to 0; here, as long as the leading vehicle stops, whether due to a breakdown, an accident or other reasons, and regardless of the specific positions of the leading vehicle and the trailing vehicle, the trailing vehicle should also stop immediately to avoid colliding with the leading vehicle.

[0040] Reference Figure 3 , in this embodiment, the automatic driving trip conflict control method based on the crossing occupancy rate may further include a control method for the station crossing, and the control method for the station crossing may include the following steps: C1: Divide the station crossing into an in-station area 4 and a main line area 5, and then divide the main line area 5 into an inbound grid 51, a waiting grid 52, and an outbound grid 53; the in-station area 4 is connected to the waiting grid 52, and the inbound grid 51 and the outbound grid 53 are connected to both ends of the waiting grid 52; C2: When a vehicle in area 4 of the station enters the waiting grid 52, control the vehicles in the inbound grid 51 to be prohibited from entering the waiting grid 52.

[0041] In this embodiment, C2 further includes: when a vehicle in the inbound grid 51 enters the waiting grid 52, control the vehicles in area 4 of the station to be prohibited from entering the waiting grid 52.

[0042] In this embodiment, C2 further includes: when the vehicle in the waiting grid 52 does not enter the outbound grid 53, control the vehicles in the inbound grid 51 to be prohibited from entering the waiting grid 52.

[0043] In this embodiment, among several vehicles located in area 4 of the station, inbound grid 51, waiting grid 52 or outbound grid 53 at the same time, only one vehicle is allowed to drive each time.

[0044] The control method of the station crossing of the present invention can divide the operation line at the station crossing into area 4 of the station and the main line area 5, and then use grid division to further divide the main line area 5 into an inbound grid 51, a waiting grid 52 and an outbound grid 53. Adopting the control method of grid division, only one vehicle can operate in the same grid, that is, only one vehicle is allowed to drive for tasks such as inbound, reversing, and outbound, and multiple tasks are prohibited from being executed simultaneously to avoid traffic conflicts.

[0045] For example, Figure 3 if a vehicle in area 4 of the station drives into the waiting grid 52, at this time, the vehicle located in the inbound grid 51 needs to be controlled to be prohibited from entering the waiting grid 52 to avoid collision between the vehicle entering the waiting grid 52 from the inbound grid 51 and the vehicle entering the waiting grid 52 from area 4 of the station; similarly, if a vehicle in the inbound grid 51 drives into the waiting grid 52, at this time, the vehicle located in area 4 of the station needs to be controlled to be prohibited from entering the waiting grid 52 to avoid collision between the vehicle entering the waiting grid 52 from area 4 of the station and the vehicle entering the waiting grid 52 from the inbound grid 51; in addition, when there are still vehicles in the waiting grid 52 and they have not left the waiting grid 52 to enter the outbound grid 53, the vehicles in the inbound grid 51 also need to be controlled to be prohibited from entering the waiting grid 52 to avoid collision between the vehicle entering the waiting grid 52 from the inbound grid 51 and the vehicle that has not left the waiting grid 52 yet.

[0046] Through this method, it can be ensured that only one vehicle operates in the same area, minimizing conflicts to the greatest extent. In the main line area 5, based on the spatial prediction under a clear trajectory, by predicting the spatial coincidence at a certain moment in real time, it can be ensured that there will be no collision between vehicles. The system can predict the vehicle position according to real-time data, identify potential conflicts in advance, and intervene through the above speed control method.

[0047] Embodiment 2 This embodiment provides an autonomous driving travel conflict control system based on intersection occupancy rate.

[0048] The autonomous driving trip conflict control system based on crossing occupancy described in this embodiment can be used to execute the autonomous driving trip conflict control method based on crossing occupancy as described in Example 1. The control system may include an on-board communication device and multiple sensors.

[0049] Sensors can be used to monitor the speed and position of vehicles in real time, and the data is analyzed by the central dispatch system; the sensors have high precision and high frequency characteristics to ensure the real-time and accuracy of the data.

[0050] Vehicle-to-everything (V2X) communication enables information sharing between vehicles and roads, and between vehicles themselves, ensuring that all vehicles receive real-time information on intersection occupancy and status adjustments. This system requires low latency and high bandwidth to ensure rapid information transmission.

[0051] Data analysis and test results: Data collection: During the test, sensors collect data on crossing traffic, including the speed, location, and crossing time of each vehicle.

[0052] Analysis results: Experimental data show that before implementing the automatic driving travel conflict control method based on intersection occupancy rate of the present invention, Figure 1 The average travel time at a fork in the road was 15 seconds, but after implementation, it was reduced to 10 seconds, improving traffic efficiency by 33.3%. The accident rate dropped from 0.25% before implementation to 0.05%, demonstrating a significant improvement in safety. During testing, the system successfully responded to two vehicle failures, promptly adjusting the driving status of subsequent vehicles and avoiding potential collisions.

[0053] In summary, the automatic driving travel conflict control method based on the crossing occupancy rate of the present invention can delimit control areas of different sizes by using different radius distances at the intersection, so that the following vehicle entering the first control area or the second control area can adjust the speed based on the preset speed of the preceding vehicle, for example, reducing to the first speed or the second speed, and making the second speed higher than the first speed. When the following vehicle enters the second control area farther from the intersection, it will decelerate to the lower first speed and keep the preceding vehicle at the preset speed. This can make the preceding vehicle near the intersection drive away from the intersection as soon as possible, and at the same time make the following vehicle arrive at the first control area near the intersection a little slower. When the following vehicle enters the first control area closer to the intersection, it can be increased from the first speed to the second speed, enabling the following vehicle to pass through the intersection and drive away from the first control area as soon as possible. By this method, the speed of the following vehicle can be controlled in advance according to the positions of the preceding vehicle and the following vehicle, following the principle of "slow entry, fast passage". It can avoid congestion caused by vehicles gathering at the intersection of the fork road and also ensure that the following vehicle does not collide with the preceding vehicle. By optimizing the speed of the autonomous vehicle, the residence time at the crossing can be reduced, and the traffic efficiency of the fork road crossing can be improved. The automatic driving travel conflict control system based on the crossing occupancy rate of the present invention can reduce the probability of accidents through real-time monitoring and a rapid response mechanism. Especially in case of failure, the safety of subsequent vehicles is ensured. The system can timely identify potential risks and automatically adjust the behavior of subsequent vehicles, avoiding possible collision accidents. This system can be adjusted in real time according to the actual traffic situation, has good adaptability, and can effectively cope with complex and changeable traffic environments. Whether it is the peak period or the off-peak period, the system can make corresponding adjustments according to real-time data.

[0054] The above are only the preferred embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent replacements, and improvements made within the spirit and principle of the present invention shall be included in the protection scope of the present invention.

Claims

1. An automatic driving trip conflict control method based on crossing occupancy rate, characterized in that, Control method for a fork road intersection, the control method for the fork road intersection comprising: S1: Taking the vehicle intersection point (1) of the fork road intersection as the conflict control point (6); S2: Defining a range centered on the conflict control point (6) with a first distance as the radius and taking it as the first control area (2); Defining a range centered on the conflict control point (6) with a second distance as the radius, and making the second distance greater than the first distance, and taking the range greater than the first distance and less than the second distance as the second control area (3); S3: If the leading vehicle travels within the first control area (2) at a preset speed, and a following vehicle traveling in the same direction as the leading vehicle enters the second control area (3) and travels towards the first control area (2), adjusting the speed of the following vehicle to a first speed, such that the first speed is less than the preset speed; If the leading vehicle travels within the first control area (2) at the preset speed, and the following vehicle traveling in the same direction as the leading vehicle enters the first control area (2), adjusting the speed of the following vehicle to a second speed, such that the second speed is less than the preset speed and greater than the first speed.

2. The method for controlling the conflict of an automatic driving itinerary based on the occupancy rate of a level crossing according to claim 1, wherein The S3 further includes: If both the leading vehicle and the following vehicle travel within the second control area (3) at the preset speed, and there is no vehicle in the first control area (2) in the same-direction travel direction, then both the leading vehicle and the following vehicle maintain the preset speed for travel.

3. The method for controlling an automatic driving trip conflict based on the occupancy rate of a level crossing according to claim 2, wherein If both the leading vehicle and the following vehicle travel within the second control area (3) at the preset speed, and there is a vehicle in the first control area (2) in the same-direction travel direction, then the speeds of both the leading vehicle and the following vehicle are adjusted based on the speed of the vehicle closest in distance within the first control area (2), such that the speeds of the leading vehicle and the following vehicle are the same and both are less than the speed of the vehicle closest in distance within the first control area (2).

4. The method for controlling the conflict of an automatic driving journey based on the occupancy rate of a level crossing according to claim 1, wherein The S3 further includes: After the leading vehicle leaves the first control area (2), the speed of the following vehicle resumes to the speed before adjustment.

5. The method for controlling the travel conflict of an autonomous vehicle based on the occupancy rate of a crossing according to claim 1, wherein The S3 further includes: If the leading vehicle stops, the speed of the following vehicle is adjusted to 0.

6. The method for controlling an automatic driving trip conflict based on the occupancy rate of a level crossing according to claim 1, characterized in that Also includes a control method for a station intersection, the control method for the station intersection comprising: C1: Dividing the station intersection into a station internal area (4) and a main line area (5), and then dividing the main line area (5) into an inbound grid (51), a waiting grid (52), and an outbound grid (53); The station internal area (4) is connected to the waiting grid (52), and the inbound grid (51) and the outbound grid (53) are connected to both ends of the waiting grid (52); C2: When a vehicle in the station internal area (4) enters the waiting grid (52), controlling the vehicles in the inbound grid (51) to be prohibited from entering the waiting grid (52).

7. The method for controlling the travel conflict of an autonomous vehicle based on the occupancy rate of a level crossing according to claim 6, wherein The C2 further includes: When a vehicle in the inbound grid (51) enters the waiting grid (52), controlling the vehicles in the station internal area (4) to be prohibited from entering the waiting grid (52).

8. The method for controlling the conflict of an autonomous driving itinerary based on the occupancy rate of a level crossing according to claim 6, wherein, The C2 further includes: When the vehicle in the to-be-traveled grid (52) does not enter the outbound grid (53), control the vehicle in the inbound grid (51) to be prohibited from entering the to-be-traveled grid (52).

9. The method for controlling an automatic driving trip conflict based on the crossing occupancy rate according to any one of claims 6 to 8, characterized in that Among several vehicles located in the station inner area (4), the inbound grid (51), the to-be-traveled grid (52), or the outbound grid (53), only one vehicle is allowed to travel each time.

10. An automatic driving trip conflict control system based on the occupancy rate of a level crossing, characterized in that, A control system for implementing the automatic driving travel conflict control method based on crossing occupancy rate according to any one of claims 1 to 9, the control system including an in-vehicle communication device and several sensors.

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