A method and system for releasing dynamic section right-of-way of a smart tram based on V2X cooperation

Abstract

The application provides a kind of dynamic section right-of-way release method and system of wisdom railcar based on V2X cooperation, it is related to intelligent rail transit control technical field, the method includes the key node deployment perception network in section based on V2X, and real-time acquisition is carried out to the multi-source data of the section based on the perception network;Real-time information of social vehicles and wisdom railcar is obtained based on the multi-source data;Through the real-time information, dynamically divide, real-time calculation three-level section range, obtain multiple sections, the section includes emergency protection zone, dynamic buffer zone and free traffic zone;Based on three-level section right-of-way release strategy, the social vehicles and wisdom railcar are controlled differently, and the right-of-way release is carried out to each section.The application solves the problem that the traditional fixed section division mode cannot adapt to dynamic change scene and is difficult to meet the reasonable management and control demand of wisdom railcar and social vehicles under the open right-of-way scene.

Description

Technical Field

[0001] This invention relates to the field of intelligent rail transit control technology, and more specifically, to a method and system for dynamic right-of-way release of intelligent rail transit vehicles based on V2X collaboration. Background Technology

[0002] Intelligent rail transit (IRT) is an innovative mode of transportation that integrates the advantages of rail transit and ground public transport. Its core feature is that it achieves rail-like operation through virtual track technology, while dynamically sharing right-of-way with other vehicles in an open road environment. This unique attribute places complex demands on the operation control system that differ from traditional closed rail transit: it must ensure efficient and punctual operation similar to rail transit, while also responding in real time to dynamic disturbances in the open road environment (such as other vehicles weaving in).

[0003] Existing AI-based scheduling methods are primarily applied to closed rail transit systems (such as subways and railways), where traffic participants are limited to trains, right-of-way management is clear, and interference from other vehicles is not a concern. Communication mainly relies on vehicle-to-ground communication, using trackside equipment to relay information between the train and the control system. This design is efficient and stable in closed environments but struggles to adapt to the complex traffic conditions of open urban road environments.

[0004] Furthermore, traffic conditions on intelligent rail transit lines are constantly changing, with information such as the speed, location, and number of other vehicles continuously shifting. Traditional fixed-section division methods cannot adapt to these dynamic changes and fail to meet the needs for reasonable management and control of intelligent rail transit and other vehicles in open right-of-way scenarios.

[0005] Therefore, there is an urgent need for a road right-of-way release method based on intelligent collaborative decision-making, so as to achieve efficient collaboration between vehicles, roads and the cloud, improve the operating efficiency and safety of intelligent rail transit in mixed traffic flow, and promote the evolution of transportation systems towards intelligence and connectivity. Summary of the Invention

[0006] The purpose of this invention is to provide a method and system for dynamic right-of-way release of intelligent rail transit vehicles based on V2X cooperation, in order to improve the above-mentioned problems. To achieve the above objective, the technical solution adopted by this invention is as follows:

[0007] Firstly, this application provides a method for dynamic right-of-way release of intelligent rail transit vehicles based on V2X cooperation, including:

[0008] Based on V2X, a sensing network is deployed at key nodes of the road segment, and multi-source data of the road segment is acquired in real time based on the sensing network.

[0009] Real-time information on social vehicles and intelligent rail transit vehicles is obtained based on the multi-source data.

[0010] The real-time information is used to dynamically divide the area and calculate the range of the three-level sections in real time to obtain multiple sections. The sections include emergency protection zones, dynamic buffer zones, and free passage zones. The free passage zone is the area within the road section other than the emergency protection zone and the dynamic buffer zone.

[0011] Based on a three-tiered segment right-of-way release strategy, differentiated control is implemented for social vehicles and intelligent rail transit vehicles, and right-of-way is released for each segment.

[0012] Secondly, this application also provides a V2X-based intelligent rail transit dynamic right-of-way release system, including:

[0013] The deployment module is used to deploy a sensing network at key nodes of a road segment based on V2X, and to acquire multi-source data of the road segment in real time based on the sensing network.

[0014] The acquisition module is used to acquire real-time information on social vehicles and intelligent rail transit vehicles based on the multi-source data;

[0015] The calculation module is used to dynamically divide the road into three levels of zones based on the real-time information, and calculate the range of the three levels of zones in real time to obtain multiple zones. The zones include emergency protection zones, dynamic buffer zones, and free passage zones. The free passage zones are the areas within the road zones other than the emergency protection zones and dynamic buffer zones.

[0016] The release module is used to differentiate the control of social vehicles and intelligent rail transit vehicles based on the three-level segment right-of-way release strategy, and to release right-of-way for each segment.

[0017] The beneficial effects of this invention are as follows: This invention proposes an innovative solution for intelligent rail transit systems in open urban road environments. It not only considers the operational needs of intelligent rail transit vehicles but also fully takes into account the right-of-way of other vehicles (such as cars and buses). In terms of right-of-way management, a dynamic shared right-of-way strategy is adopted, using intelligent scheduling to coordinate the yielding and lane-changing behaviors of other vehicles, ensuring the priority right-of-way of intelligent rail transit vehicles while minimizing the impact on other vehicles. Furthermore, vehicle-to-vehicle (V2X) communication technology is introduced, enabling direct information interaction between intelligent rail transit vehicles and other vehicles, supporting a wider range of traffic coordination and control strategies. This allows the intelligent rail transit system to operate more flexibly and efficiently in urban road environments, improving the overall intelligence level and operational efficiency of the transportation system.

[0018] Other features and advantages of the invention will be set forth in the following description, and will be apparent in part from the description, or may be learned by practicing embodiments of the invention. The objects and other advantages of the invention may be realized and obtained by means of the structures particularly pointed out in the written description, claims, and drawings. Attached Figure Description

[0019] To more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of the present invention and should not be regarded as a limitation on the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0020] Figure 1 This is a schematic diagram of the process for the dynamic segment right-of-way release method for intelligent rail transit based on V2X collaboration as described in this embodiment of the invention;

[0021] Figure 2 This is a schematic diagram of road segment deployment in an embodiment of the present invention;

[0022] Figure 3 This is a schematic diagram illustrating the entry of social vehicles into the dynamic buffer zone in an embodiment of the present invention;

[0023] Figure 4 This is a schematic diagram illustrating a social vehicle leaving the dynamic buffer zone in an embodiment of the present invention;

[0024] Figure 5 This is a schematic diagram illustrating that social vehicles do not meet the lane-changing conditions in an embodiment of the present invention;

[0025] Figure 6 This is a schematic diagram of coordinated lane changing in an embodiment of the present invention.

[0026] The markings in the diagram are: 1. First millimeter-wave radar array and 5G-V2X roadside unit; 2. Second millimeter-wave radar array and 5G-V2X roadside unit; 3. Ground traffic lights; 4. Multi-device intelligent rail transit vehicle; 5. Social vehicles in the road section; 6. Cloud dispatch center. Detailed Implementation

[0027] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. The components of the embodiments of the present invention described and shown in the accompanying drawings can generally be arranged and designed in various different configurations. Therefore, the following detailed description of the embodiments of the present invention provided in the accompanying drawings is not intended to limit the scope of the claimed invention, but merely to illustrate selected embodiments of the invention. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without inventive effort are within the scope of protection of the present invention.

[0028] It should be noted that similar reference numerals and letters in the following figures indicate similar items; therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures. Furthermore, in the description of this invention, terms such as "first," "second," etc., are used only to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0029] Example 1:

[0030] This embodiment provides a method for dynamic right-of-way release of intelligent rail transit vehicles based on V2X collaboration.

[0031] See Figure 1 The figure shows that the method includes steps S1, S2, S3 and S4.

[0032] Step S1: Deploy a sensing network at key nodes of the road segment based on V2X, and acquire multi-source data of the road segment in real time based on the sensing network;

[0033] It should be noted that this step involves deploying millimeter-wave radar arrays and 5G-V2X roadside units at key nodes of open roads (such as intersections and curves) to form a perception network covering the entire road segment. This perception network also includes high-precision positioning modules, vehicle-mounted sensors, and roadside cameras. The radar employs a 3D point cloud scanning mode, with a vertical field of view optimized to 30° and a detection range extended to 200 meters. It works in conjunction with the roadside unit's directional antenna (30° beamwidth) to establish a low-latency communication link (URLLC mode, latency <20ms), and a dynamic calibration mechanism ensures the positioning accuracy and communication stability of the equipment under different environmental conditions.

[0034] Road section deployment such as Figure 2 As shown, a first millimeter-wave radar array and a 5G-V2X roadside unit 1 are deployed at both ends of the road segment to collect multi-source data on vehicle entry and exit. Multiple second millimeter-wave radar arrays and 5G-V2X roadside units 2 are deployed in the middle of the road segment. Multiple ground traffic lights 3 are installed on the dedicated smart rail transit lane, capable of displaying red, yellow, and green traffic signals for coordinated guidance and display. The multi-device smart rail transit vehicle 4 is equipped with onboard sensors, a high-precision positioning module (GNSS-RTK), and a 5G-V2X onboard terminal. Other vehicles 5 in the road segment are equipped with onboard sensors and 5G-V2X onboard terminals. The sensing network also includes a cloud dispatch center 6.

[0035] Step S2: Obtain real-time information on social vehicles and intelligent rail transit vehicles based on the multi-source data;

[0036] Understandably, this step integrates multi-source data such as radar point clouds, GNSS-RTK positioning data, and roadside camera data, and combines them with an extended Kalman filter algorithm to achieve multi-source data fusion, improving vehicle positioning accuracy to the centimeter level. The real-time processing flow includes: vehicle trajectory tracking, social vehicle intrusion detection (response time <100ms), and abnormal event warning. Key data is synchronized to the roadside unit via 5G-V2X direct communication, providing a basis for subsequent segment calculations.

[0037] Meanwhile, the extended Kalman filter algorithm is combined to achieve real-time prediction of vehicle trajectories. When it is predicted that a social vehicle will intrude into the trajectory of the intelligent rail transit vehicle, an avoidance strategy is actively triggered. Combined with the dynamic adjustment of traffic light timing by the cloud dispatch center, the safety hazards caused by sudden conflicts on open roads are resolved, and the safety and efficiency are improved simultaneously.

[0038] Step S3: Dynamically divide the road using the real-time information, calculate the range of the three-level sections in real time, and obtain multiple sections. The sections include emergency protection zones, dynamic buffer zones, and free passage zones. The free passage zones are the areas within the road sections other than the emergency protection zones and dynamic buffer zones.

[0039] In this embodiment, the ground traffic lights corresponding to the emergency protection zone, dynamic buffer zone, and free passage zone are adjusted so that the ground traffic lights in the emergency protection zone are red, the ground traffic lights in the dynamic buffer zone are yellow, and the ground traffic lights in the free passage zone are green.

[0040] In step S3: the steps for obtaining the emergency protection zone are as follows:

[0041] Step A1: Set the safety redundancy distance;

[0042] In this embodiment, the safety redundancy distance is used to deal with uncertainties (such as weather, road conditions, etc.), and is usually determined based on empirical values ​​or actual test data, for example, 2m.

[0043] Step A2: Calculate the first distance based on the ideal operating speed of the intelligent rail transit vehicle and the first time, where the first time represents the time from when the emergency is detected by the sensing network to when braking is triggered;

[0044] In this embodiment, the first distance is the distance traveled by the intelligent rail transit vehicle from the detection of an emergency to the triggering of braking. The formula for calculating the first distance is:

[0045] D reaction =v design ·t reaction

[0046] In the formula, D reaction v represents the first distance. design The ideal operating speed of the intelligent rail transit vehicle is represented by t.reaction This indicates that the ideal operating speed of the intelligent rail transit vehicle is 27 km / h.

[0047] Step A3: Calculate the second distance based on the ideal operating speed of the intelligent rail transit vehicle and the maximum emergency braking deceleration of the intelligent rail transit vehicle. The second distance represents the distance from emergency braking to complete stop of the intelligent rail transit vehicle.

[0048] In this embodiment, the formula for calculating the second distance is:

[0049]

[0050] In the formula, D brake v represents the second distance. design a represents the ideal operating speed of the intelligent rail transit vehicle. max This represents the maximum emergency braking deceleration of the intelligent rail transit vehicle, taken as 3 m / s². 2 .

[0051] Step A4: Sum the safety redundancy distance, the first distance, and the second distance to obtain the range of the emergency protection zone.

[0052] In this embodiment, the expression for the segment range of the emergency protection zone is:

[0053] D red =D safe +D reaction +D brake

[0054] In the formula, D red D indicates the area of ​​the emergency protection zone. safe D represents the safety redundancy distance. reaction D represents the first distance. brake Indicates the second distance.

[0055] In step S3: the step of obtaining the dynamic buffer is as follows:

[0056] Step B1: Calculate the clearing time based on the average speed of social vehicles, the current speed of the smart rail tram, and the speed of the nearest social vehicle in front of the smart rail tram;

[0057] In this embodiment, the formula for calculating the clearing time is:

[0058]

[0059] In the formula, t clear Indicates the clearing time, v b This indicates the current speed of the smart rail transit vehicle, v. cv represents the speed of the nearest road vehicle ahead of the intelligent rail transit vehicle, d represents the initial distance between the intelligent rail transit vehicle and the nearest road vehicle ahead, and v represents the speed of the nearest road vehicle ahead. avg This indicates the average speed of vehicles in society.

[0060] Step B2: Calculate the safe following distance based on the current speed of the intelligent rail transit vehicle, the safe time interval, and the relative speed, where the relative speed is the speed difference between the intelligent rail transit vehicle and the nearest other vehicle in front;

[0061] In this embodiment, the formula for calculating the safe following distance is:

[0062]

[0063] In the formula, s safe s0 represents the safe following distance, s0 represents the stationary distance, taken as 2.0 meters, v b This represents the current speed of the intelligent rail transit vehicle, τ represents the safety time interval (1.0 second), and a0 represents the maximum acceleration (2.5 m / s²). 2 b represents the comfortable deceleration, taken as 3.0 m / s². 2 Δv represents the relative velocity.

[0064] Step B3: Calculate the clearing distance based on the third distance and the safe following distance. The third distance is calculated using the clearing time and the current speed of the intelligent rail transit vehicle.

[0065] In this embodiment, considering the clearing time, the formula for calculating the clearing distance is as follows:

[0066] D clear =max(s safe ,v b ·t clear )

[0067] In the formula, D clear This represents the clearing distance, and max(·) represents taking the maximum value. safe Indicates the safe following distance, v b t represents the current speed of the intelligent rail transit vehicle. clear Indicates the time of clearing.

[0068] In this step, the clearance distance refers to the distance that other vehicles need to make to allow the upcoming smart rail transit vehicle to pass.

[0069] Step B4: Calculate the number of vehicles in the cleared area based on the clearing distance, the current position of the smart rail transit vehicle in the road segment, the current position of other vehicles in front of the smart rail transit vehicle in the road segment, and the number of vehicles in the current vehicle dynamic list.

[0070] In this embodiment, the formula for calculating the number of vehicles in the cleared area is:

[0071]

[0072] In the formula, N V L represents the number of vehicles in the cleared area. b Indicates the current location of the intelligent rail transit vehicle within the route, L ci D represents the current position of the i-th private vehicle ahead of the intelligent rail transit vehicle in the road segment. clear This indicates the clearing distance, and n represents the number of vehicles in the current vehicle dynamic list.

[0073] Step B5: Calculate the total vehicle reserve length based on the number of vehicles in the cleared area;

[0074] In this embodiment, the formula for calculating the total reserved length of the vehicle is:

[0075]

[0076] In the formula, L total Indicates the total length reserved for the vehicle. Let N represent the physical length of the i-th social vehicle, δ represent the lane-changing allowance, which is taken as 3m, and N... V This indicates the number of vehicles in the cleared area.

[0077] Step B6: Sum the clearing distance and the total reserved length for vehicles to obtain the dynamic buffer distance of the dynamic buffer zone.

[0078] In this embodiment, the expression for the dynamic buffer distance of the dynamic buffer is:

[0079] D yellow =D clear +L total

[0080] In the formula, D yellow D represents the dynamic buffer distance, i.e., the range of the dynamic buffer segment. clear L represents the clearing distance. total This indicates the total length reserved for the vehicle.

[0081] It is understandable that this embodiment divides the three-level sections by the real-time location of social vehicles and intelligent rail transit vehicles. Therefore, it is necessary to use radar point cloud data to construct a local grid map, detect social vehicle intrusion events (response time <100ms), update the current dynamic list of vehicles in the dynamic buffer in real time, and send relevant data to the roadside unit (RSU) through 5G-V2X direct communication (PC5 interface). The packet loss retransmission mechanism ensures reliability.

[0082] Before step S3, the method further includes:

[0083] Step S301: Obtain radar point cloud data of the road segment through the multi-source data;

[0084] Step S302: Construct a local raster map of the road segment based on the radar point cloud data;

[0085] Step S303: Detect social vehicle intrusion events through the local grid map and update the current vehicle dynamic list in the dynamic buffer in real time.

[0086] Step S4: Based on the three-level segment right-of-way release strategy, differentiated control is implemented for social vehicles and intelligent rail transit vehicles, and right-of-way is released for each segment.

[0087] Step S4 includes:

[0088] Step S41: Obtain the location of social vehicles in real time through the sensing network;

[0089] Step S42: If the social vehicle enters the free passage area, the social vehicle is allowed to use the lane without any other operation;

[0090] In this embodiment, except for the emergency protection zone and the dynamic buffer zone, the entire controlled section is a free passage zone. When the intelligent rail transit vehicle does not enter the controlled section, the bus lanes within the controlled section belong to this area, allowing other vehicles to use the lanes.

[0091] Step S43: If the social vehicle enters the emergency protection zone, the intelligent rail transit vehicle will be triggered to perform an emergency braking operation;

[0092] Step S44: If the social vehicle enters the dynamic buffer zone, the social vehicle is guided in a coordinated manner through multi-level instructions.

[0093] In step S44, the coordinated guidance of the social vehicles through multi-level instructions includes:

[0094] Step S441: Send a swap request instruction to the target social vehicle, wherein the target social vehicle is the nearest social vehicle in front of the intelligent rail transit vehicle;

[0095] Step S442: After the target vehicle receives the lane change request instruction, the lane change instruction is displayed on the vehicle terminal of the target vehicle.

[0096] Step S443: Display a yield instruction on the on-board terminal of the social vehicle in the adjacent lane of the target social vehicle;

[0097] Step S444: Cause the target social vehicle to leave the dynamic buffer zone by using lane change and yield instructions;

[0098] Step S445: After the target social vehicle leaves the dynamic buffer zone, remove the target social vehicle from the current vehicle dynamic list of the dynamic buffer zone.

[0099] Step S446: Update the dynamic buffer through the current vehicle dynamic list, and after obtaining the next target social vehicle, perform coordinated guidance until the intelligent rail transit vehicle passes through the target section.

[0100] It should be noted that when a private vehicle is detected intruding into the dynamic buffer zone, a primary instruction, namely a lane-change instruction, is issued to the target private vehicle. Then, a secondary confirmation is performed, and a lane-change request interface pops up on the target private vehicle's onboard terminal, requesting the driver to accept the lane-change instruction in stages. First, in the core instruction stage (0-10 seconds), the target private vehicle's onboard terminal only displays the lane-change instruction text surrounded by a flashing red border. Next, in the roadside coordination stage (10-20 seconds), the onboard terminals of private vehicles in adjacent lanes display the red text "Please give way, private vehicle." Finally, in the suppression and recording stage (after 20 seconds), if the private vehicle does not change lanes for an extended period, its vehicle characteristic data (license plate / VIN code) is recorded, and no further instructions are sent for 30 seconds. The cloud dispatch center marks the vehicle, and the green light time at downstream intersections is automatically extended by 3 seconds.

[0101] Understandably, if a vehicle in a different lane does not change lanes from the smart rail vehicle lane under V2X (refusing to change lanes / not meeting lane change requirements), the driver will control the smart rail vehicle to slow down, and the smart rail vehicle will not change lanes to overtake.

[0102] This embodiment uses the scenario of intelligent rail transit vehicles having priority passage at urban road intersections as an example to demonstrate the complete process of dynamically responding to intrusion events by social vehicles.

[0103] The road environment is a three-lane urban road, with the intelligent rail transit lane located in the innermost lane. Intersections are equipped with roadside units (RSUs) using 5G-V2X wireless communication technology, and road sections (represented below the road in the simulation) are marked with ground traffic lights indicating the color of the sections.

[0104] Both intelligent rail transit vehicles and other vehicles are equipped with onboard terminals (supporting the ETSI ITS-G5 protocol) and millimeter-wave radar.

[0105] First, the millimeter-wave radar on the intelligent rail transit vehicle continuously scans the road ahead, constructs a local grid map using radar point cloud data, calculates the range of each section, and updates the location of other vehicles in real time to the current vehicle dynamic list in the dynamic buffer zone.

[0106] After dynamically calculating the dynamic buffer distance based on the current speed of the intelligent rail transit vehicle, the corresponding ground signal light is switched to yellow. When a vehicle A enters this area, such as... Figure 3The system waits for the driver to determine whether to accept the lane-changing instruction. When the driver of vehicle A accepts the instruction and immediately changes lanes, the lane-changing operation is as follows: Figure 4 As shown, the current vehicle dynamic list in the dynamic buffer is then empty.

[0107] The intelligent rail transit vehicle's millimeter-wave radar continues to scan the road ahead, calculate the range of each section, and update the positions of other vehicles in real time to the dynamic buffer zone's current vehicle dynamic list. When a vehicle appears in the current vehicle dynamic list... Figure 5 When a private vehicle B is in the middle of the lane, a lane-changing instruction is sent. However, since the driver of private vehicle B believes that changing lanes is unsafe at this time, the lane-changing instruction is not carried out.

[0108] Vehicle B refuses a lane-changing request due to continuous traffic flow in the adjacent lane, at which point the roadside coordination phase begins. Vehicle B's real-time location information is broadcast via the 5G-V2X network, sending a yield instruction. Vehicle C in the adjacent lane receives the yield instruction and proactively slows down to yield. During this process, the roadside unit (RSU) continuously monitors vehicle B's trajectory. If it still does not respond to the instruction, the traffic management platform generates an event record. Figure 6 If vehicle B successfully changes lanes, it will be removed from the current vehicle dynamic list in the dynamic buffer.

[0109] If vehicle B fails to change lanes or yield within 20 seconds, its Vehicle Identification Number (VIN) is uploaded to the cloud dispatch center and marked as a vehicle requiring close monitoring. Simultaneously, the intelligent rail transit system adjusts its driving strategy, appropriately reducing its speed to expand the dynamic buffer zone until vehicle B leaves the dynamic buffer zone or completes the yielding maneuver.

[0110] Example 2:

[0111] In this embodiment, SUMO traffic simulation was used to conduct experiments under different traffic flow conditions. The simulation scenario was a survey of the most congested old city section of the Yibin Smart Rail T1 line in Sichuan Province. The research area was approximately 2300 meters from the Times Square Station southward to the intersection of Xufu Road and Hangtian Road, and then approximately 110 meters northward. The research area included 6 typical intersections and 3 smart rail stations. Data verification is shown in Table 1 for simulation test results.

[0112] Table 2 Simulation Test Results

[0113]

[0114] As shown in Table 2, the method of this invention can significantly alleviate traffic congestion. In an open right-of-way environment, through the coordinated scheduling of intelligent rail transit (IRT) vehicles and other vehicles, delays for other vehicles are reduced by up to 15% during low-traffic periods and by 23% during high-traffic periods at normal speeds, significantly improving road efficiency. It also achieves right-of-way sharing on IRT operating routes. Experiments show that while the high-speed operation strategy in high-traffic scenarios slightly increases delays for other vehicles by 2%, it increases IRT capacity by 30% and improves overall road network vehicle turnover efficiency by 18%, demonstrating dynamic optimization of right-of-way allocation.

[0115] In summary, this invention overcomes the limitations of closed system architecture. Existing technologies rely on trackside equipment for vehicle-to-ground communication, limiting their application to closed environments such as subways and railways. This invention, by integrating 5G-V2X and vehicle-to-vehicle (V2V) communication protocols, constructs an information interaction network, enabling intelligent rail transit vehicles to achieve direct communication with other vehicles (including cars and buses) in open road environments, thus solving the problem of insufficient adaptability of closed system architecture to dynamic traffic scenarios.

[0116] Secondly, this invention achieves dynamic adaptive right-of-way management. Since traditional fixed right-of-way allocation cannot coordinate conflicts between different types of vehicles, this invention proposes a dynamic three-segment division strategy based on fused data from millimeter-wave radar arrays, visual sensors, and 5G-V2X. Right-of-way boundaries are dynamically adjusted by calculating vehicle safety thresholds in real time. When a private vehicle intrudes into the dynamic buffer zone of the intelligent rail transit system, a right-of-way negotiation mechanism is automatically triggered to balance the lane-changing needs of private vehicles with the priority right-of-way of the intelligent rail transit system, thus resolving traffic conflicts caused by the fixed right-of-way model.

[0117] Finally, this invention also constructs a hierarchical collaborative control system. Since existing technologies lack proactive intervention methods for vehicles, this invention designs a command coordination mechanism. Primary commands send warning signals through the vehicle-mounted terminal; secondary commands trigger roadside equipment (such as ground traffic lights) for visual cues; and high-level commands are flagged by the cloud dispatch center and synchronized to the traffic management platform. Spatiotemporal coding ensures transmission consistency, resolving command transmission failures in complex scenarios and improving the efficiency of multi-entity collaboration.

[0118] Example 2:

[0119] This embodiment provides a V2X-based intelligent rail transit vehicle dynamic right-of-way release system, the system comprising:

[0120] The deployment module is used to deploy a sensing network at key nodes of a road segment based on V2X, and to acquire multi-source data of the road segment in real time based on the sensing network.

[0121] The acquisition module is used to acquire real-time information on social vehicles and intelligent rail transit vehicles based on the multi-source data;

[0122] The calculation module is used to dynamically divide the road into three levels of zones based on the real-time information, and calculate the range of the three levels of zones in real time to obtain multiple zones. The zones include emergency protection zones, dynamic buffer zones, and free passage zones. The free passage zones are the areas within the road zones other than the emergency protection zones and dynamic buffer zones.

[0123] The release module is used to differentiate the control of social vehicles and intelligent rail transit vehicles based on the three-level segment right-of-way release strategy, and to release right-of-way for each segment.

[0124] The computing module includes:

[0125] The configuration submodule is used to set the safety redundancy distance;

[0126] The first calculation submodule is used to calculate the first distance based on the ideal operating speed of the intelligent rail transit vehicle and the first time, where the first time represents the time from when the emergency is detected by the sensing network to when braking is triggered.

[0127] The second calculation submodule is used to calculate the second distance based on the ideal operating speed of the intelligent rail transit vehicle and the maximum emergency braking deceleration of the intelligent rail transit vehicle. The second distance represents the distance from emergency braking to complete stop of the intelligent rail transit vehicle.

[0128] The third calculation submodule is used to sum the safety redundancy distance, the first distance, and the second distance to obtain the range of the emergency protection zone.

[0129] The computing module also includes:

[0130] The fourth calculation submodule is used to calculate the clearing time based on the average speed of social vehicles, the current speed of the smart rail tram, and the speed of the nearest social vehicle in front of the smart rail tram.

[0131] The fifth calculation submodule is used to calculate the safe following distance based on the current speed of the intelligent rail transit vehicle, the safe time interval, and the relative speed, where the relative speed is the speed difference between the intelligent rail transit vehicle and the nearest social vehicle in front.

[0132] The sixth calculation submodule is used to calculate the clearing distance based on the third distance and the safe following distance. The third distance is calculated using the clearing time and the current speed of the intelligent rail transit vehicle.

[0133] The seventh calculation submodule is used to calculate the number of vehicles in the cleared area based on the clearing distance, the current position of the intelligent rail transit vehicle in the road segment, the current position of social vehicles in front of the intelligent rail transit vehicle in the road segment, and the number of vehicles in the current vehicle dynamic list.

[0134] The eighth calculation submodule is used to calculate the total reserved length of vehicles based on the number of vehicles in the cleared area;

[0135] The ninth calculation submodule is used to sum the clearing distance and the total reserved length of the vehicle to obtain the dynamic buffer distance of the dynamic buffer zone.

[0136] The release module includes:

[0137] The acquisition submodule is used to acquire the location of social vehicles in real time through the sensing network;

[0138] The first release submodule is used to allow social vehicles to pass through the free passage area without taking any other action if the social vehicles enter the free passage area.

[0139] The second release submodule is used to trigger the intelligent rail transit vehicle to perform emergency braking if the social vehicle enters the emergency protection zone.

[0140] The third release submodule is used to coordinately guide the social vehicles through multi-level instructions if the social vehicles enter the dynamic buffer zone.

[0141] It should be noted that the specific methods by which each module performs operations in the system described in the above embodiments have been described in detail in the embodiments related to the method, and will not be elaborated here.

[0142] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

[0143] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in the present invention should be included within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. A method for dynamic right-of-way release of intelligent rail transit vehicles based on V2X collaboration, characterized in that, include: Based on V2X, a sensing network is deployed at key nodes of the road segment, and multi-source data of the road segment is acquired in real time based on the sensing network. Real-time information on social vehicles and intelligent rail transit vehicles is obtained based on the multi-source data. The real-time information is used to dynamically divide the area and calculate the range of the three-level sections in real time to obtain multiple sections. The sections include emergency protection zones, dynamic buffer zones, and free passage zones. The free passage zone is the area within the road section other than the emergency protection zone and the dynamic buffer zone. The steps for obtaining the dynamic buffer are as follows: The clearing time is calculated based on the average speed of other vehicles, the current speed of the smart rail tram, and the speed of the nearest other vehicle in front of the smart rail tram. The safe following distance is calculated based on the current speed of the intelligent rail transit vehicle, the safe time interval, and the relative speed, where the relative speed is the speed difference between the intelligent rail transit vehicle and the nearest other vehicle in front. Calculate the clearance distance based on the third distance and the safe following distance: ； In the formula, Indicates the distance to clear. This indicates taking the maximum value. Indicates the safe following distance. This indicates the current speed of the intelligent rail transit vehicle. The third distance is calculated based on the clearing time and the current speed of the smart rail vehicle. The number of vehicles in the cleared area is calculated based on the clearing distance, the current position of the smart rail tram in the road segment, the current position of other vehicles in front of the smart rail tram in the road segment, and the number of vehicles in the current vehicle dynamic list. Calculate the total reserved length for vehicles based on the number of vehicles in the cleared area; The dynamic buffer distance is obtained by summing the clearing distance and the total reserved length for vehicles; Based on a three-level segment right-of-way release strategy, differentiated control is implemented for social vehicles and intelligent rail transit vehicles, and right-of-way is released for each segment.

2. The method for dynamic segment right-of-way release of intelligent rail transit vehicles based on V2X collaboration according to claim 1, characterized in that... The steps for obtaining the emergency protection zone are as follows: Set a safe redundancy distance; The first distance is calculated based on the ideal operating speed of the intelligent rail transit vehicle and the first time, where the first time represents the time from when the emergency is detected by the sensing network to when braking is triggered. The second distance is calculated based on the ideal operating speed of the intelligent rail transit vehicle and its maximum emergency braking deceleration. The second distance represents the distance from emergency braking to complete stop of the intelligent rail transit vehicle. The range of the emergency protection zone is obtained by summing the safety redundancy distance, the first distance, and the second distance.

3. The method for dynamic segment right-of-way release of intelligent rail transit vehicles based on V2X collaboration according to claim 1, characterized in that... Before dynamically dividing the data using the real-time information and calculating the range of the three-level segments in real time to obtain multiple segments, the method further includes: The radar point cloud data of the road segment is obtained through the multi-source data; A local raster map of the road segment is constructed based on the radar point cloud data; Social vehicle intrusion events are detected using the local grid map, and the current vehicle dynamic list in the dynamic buffer is updated in real time.

4. The method for dynamic segment right-of-way release of intelligent rail transit vehicles based on V2X collaboration according to claim 1, characterized in that... The three-level segment right-of-way release strategy for differentiated control of social vehicles and intelligent rail transit vehicles, including right-of-way release for each segment, includes: The location of social vehicles is obtained in real time through the sensing network. If a private vehicle enters the free passage zone, it is permitted to use the lane without further intervention. If a private vehicle enters the emergency protection zone, the intelligent rail transit vehicle will be triggered to perform an emergency braking operation. If the social vehicles enter the dynamic buffer zone, they will be guided in a coordinated manner through multi-level instructions.

5. The method for dynamic segment right-of-way release of intelligent rail transit vehicles based on V2X collaboration according to claim 4, characterized in that... The method of coordinating and guiding social vehicles through multi-level commands includes: Send a switch-out request instruction to the target social vehicle, wherein the target social vehicle is the nearest social vehicle in front of the intelligent rail transit vehicle; After the target vehicle receives the lane change request instruction, the lane change instruction is displayed on the vehicle's onboard terminal. The vehicle-mounted terminal of the social vehicle in the adjacent lane of the target social vehicle displays a yield instruction; The target social vehicles are driven out of the dynamic buffer zone by lane change instructions and yield instructions. After the target social vehicle leaves the dynamic buffer zone, remove the target social vehicle from the current vehicle dynamic list of the dynamic buffer zone. The dynamic buffer is updated by updating the current vehicle dynamic list, and the next target social vehicle is obtained and coordinated guidance is carried out until the intelligent rail transit vehicle passes through the target section.

6. A V2X-based intelligent rail transit vehicle dynamic segment right-of-way release system, used in any one of the V2X-based intelligent rail transit vehicle dynamic segment right-of-way release methods according to claims 1-5, characterized in that, include: The deployment module is used to deploy a perception network at key nodes of a road segment based on V2X, and to acquire multi-source data of the road segment in real time based on the perception network. The acquisition module is used to acquire real-time information on social vehicles and intelligent rail transit vehicles based on the multi-source data; The calculation module is used to dynamically divide the road into three levels of zones based on the real-time information, and calculate the range of the three levels of zones in real time to obtain multiple zones. The zones include emergency protection zones, dynamic buffer zones, and free passage zones. The free passage zones are the areas within the road zones other than the emergency protection zones and dynamic buffer zones. The release module is used to differentiate the control of social vehicles and intelligent rail transit vehicles based on the three-level segment right-of-way release strategy, and to release right-of-way for each segment.

7. The V2X-based intelligent rail transit dynamic right-of-way release system according to claim 6, characterized in that, The computing module includes: The configuration submodule is used to set the safety redundancy distance; The first calculation submodule is used to calculate the first distance based on the ideal operating speed of the intelligent rail transit vehicle and the first time, where the first time represents the time from when the emergency is detected by the sensing network to when braking is triggered. The second calculation submodule is used to calculate the second distance based on the ideal operating speed of the intelligent rail transit vehicle and the maximum emergency braking deceleration of the intelligent rail transit vehicle. The second distance represents the distance from emergency braking to complete stop of the intelligent rail transit vehicle. The third calculation submodule is used to sum the safety redundancy distance, the first distance, and the second distance to obtain the range of the emergency protection zone.

8. The V2X-based intelligent rail transit dynamic right-of-way release system according to claim 7, characterized in that, The release module includes: The acquisition submodule is used to acquire the location of social vehicles in real time through the sensing network; The first release submodule is used to allow social vehicles to pass through the free passage area without taking any other action if the social vehicles enter the free passage area. The second release submodule is used to trigger the intelligent rail transit vehicle to perform emergency braking if the social vehicle enters the emergency protection zone. The third release submodule is used to coordinately guide the social vehicles through multi-level instructions if the social vehicles enter the dynamic buffer zone.

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