Scheduling and passing sorting method for vehicle-road collaborative traffic

Abstract

The invention relates to a vehicle-road collaborative traffic scheduling and passing sequencing method, which is applied to a system comprising a roadside unit and vehicles, and is characterized in that the roadside unit receives a multi-vehicle passing request, and the request carries vehicle driving intentions, current positions and speeds, and data information of an allowable time range for entering a conflict passing area; the road side unit determines candidate vehicles based on the data information and generates a candidate passing sequence; the roadside unit issues revocable pre-occupation passage authorizations to a preset number of preorder candidate vehicles according to a sequence, wherein the authorizations comprise a pre-occupation valid period, a time window allowed to enter and passage constraints needing to be met; the road side unit receives vehicle feedback within the valid period, and if no feedback is fed out overtime or the feedback indicates that the constraint cannot be met, the authorization is cancelled and the authorization is reissued to the subsequent vehicles of the sequence; and if the feedback shows that the constraint can be met, confirming that the authorization is the final passage authorization, and generating and issuing a passage sorting result.

Description

Technical Field

[0001] This invention relates to the field of vehicle-road cooperative control technology, specifically to a method for scheduling and sequencing vehicle-road cooperative traffic. Background Technology

[0002] As can be seen from the technical solutions in Chinese patent documents CN119132056A and CN119479283A, although the current scheduling and traffic sequencing methods for vehicle-road cooperative traffic have made some progress in areas such as cooperative passage at unsignalized intersections, fleet formation, right-of-way optimization, and speed guidance, there are still significant shortcomings and drawbacks in complex dynamic traffic environments. These problems may adversely affect the system's stability, fairness, and scheduling convergence when applied in practice. Taking CN119132056A as an example, this scheme is based on the IVCPS architecture. It classifies and judges vehicle density. In low-density scenarios, it uses a three-vehicle model and trajectory modeling to solve the vehicle passage order and speed planning. In high-density scenarios, it introduces vehicle platooning and two-layer control planning. The upper layer uses an improved MCTS algorithm to plan the platoon passage order, and the lower layer uses the MPC algorithm for trajectory control. The outstanding feature of this scheme is that it emphasizes global optimization and trajectory continuity. However, its core scheduling logic is highly dependent on centralized modeling and unified solution of the current traffic state. Once the vehicle state changes suddenly during the scheduling process, such as vehicle deceleration, driver intention change, or communication delay, the above method often needs to re-perform global planning or re-execute the search and optimization process. This not only brings high computational complexity, but also easily causes frequent fluctuations in scheduling results, thereby affecting the stability and predictability of the passage order. Furthermore, in determining the passage order, this scheme focuses more on the optimal position of the convoy or vehicle in the overall model, but lacks a phased confirmation and risk control mechanism for the issued passage decisions. If a vehicle fails to complete the passage as expected during the execution phase, its impact on subsequent vehicles is often mitigated by recalculating the overall model, making it difficult to achieve refined local correction and rapid convergence. As a result, it is easy to cause a decrease in traffic efficiency or even local congestion under high load or mixed traffic conditions.

[0003] On the other hand, CN119479283A proposes a method for vehicle right-of-way decision-making and speed guidance at unsignalized intersections. This method divides the intersection into planning zones and merging zones, assigns platoons based on vehicle intent-based platooning rules, and constructs a right-of-way optimization model to determine the entry time of each vehicle or platoon into the merging zone. It then combines this with a speed suggestion algorithm to provide online speed guidance. Theoretically, this scheme balances efficiency and safety, and its mathematical optimization model clarifies constraints and objective functions, demonstrating strong formal expression capabilities. However, from the perspective of scheduling and traffic sequencing, it still has significant shortcomings. First, the right-of-way decision-making in this scheme mainly revolves around the platoon level. Once a vehicle is assigned to a platoon, its traffic order remains relatively fixed for a considerable period, lacking dynamic correction capabilities for individual vehicle-level execution states. When individual vehicles within the platoon exhibit abnormal behavior or fail to comply with speed suggestions, it often requires rule degradation to a first-come, first-served approach or re-platooning. This approach can easily disrupt the planned order, thus affecting the traffic experience of other vehicles. Secondly, although the scheme introduces a speed suggestion algorithm and considers the intensity of collision risk, its scheduling decision is essentially still the execution of a one-time planning result. It lacks a phased management mechanism for the passage authorization process. For example, it does not distinguish between different states such as pre-reservation authorization and confirmation authorization, nor does it provide clear control logic for the order of revocation, reissue, and confirmation. This means that when there is a sudden drop in traffic capacity or external disturbances, the system can only indirectly respond by resolving the optimization model or adjusting the speed suggestion, making it difficult to achieve fine-grained control over the number of passage slots and the order. In addition, existing schemes generally lack a long-term guarantee mechanism for the fairness of vehicle passage order. When a vehicle is delayed due to a brief abnormal state, it often re-participates in the sorting in subsequent scheduling cycles, and is prone to repeated delays, especially under high traffic conditions. The comparative documents do not propose a design idea for similar position retention or order compensation. Furthermore, both of the above schemes assume that the scheduling environment is relatively stable within a certain time scale, and have limited support for dynamic adjustment of key parameters such as the allowed entry time window and the upper limit of traffic capacity. Once the actual traffic capacity of the intersection decreases due to the intervention of non-cooperative vehicles or sudden events, the existing methods can usually only adapt by overall optimization and recalculation or parameter reconfiguration. They lack a mechanism to directly tighten the upper limit of traffic and suspend new scheduling during the execution phase, which may lead to insufficient system response in actual engineering applications.

[0004] In summary, while existing vehicle-road cooperative traffic scheduling and traffic sequencing methods are relatively mature in terms of theoretical modeling and optimization solutions, they generally suffer from problems such as high computational complexity, insufficient adaptability to dynamic disturbances, lack of risk layering control in the traffic authorization execution phase, and insufficient guarantee of vehicle sequence stability and fairness. Summary of the Invention

[0005] The purpose of this invention is to provide a method for scheduling and traffic sequencing in vehicle-road cooperative traffic, thereby addressing some of the drawbacks and shortcomings pointed out in the background art.

[0006] The present invention adopts the following technical solution to solve the above-mentioned technical problems: a vehicle-road cooperative traffic scheduling and passage sequencing method, applied to a system containing roadside units and vehicles, including: the roadside unit receiving multiple vehicle passage requests, the requests carrying data information such as the vehicle's driving intention, current position and speed, and the allowed time range for entering the conflict passage area;

[0007] The roadside unit determines candidate vehicles and generates a candidate passage sequence based on the data information; the roadside unit issues revocable pre-occupancy passage authorizations to a predetermined number of preceding candidate vehicles according to the sequence, and the authorizations include the validity period of the pre-occupancy, the time window for allowed entry, and the passage constraints that must be met.

[0008] The roadside unit receives vehicle feedback within the validity period. If no feedback is received within the time limit or the feedback indicates that the constraints cannot be met, the authorization is revoked and a new authorization is issued to subsequent vehicles in the sequence. If the feedback indicates that the constraints can be met, the authorization is confirmed as the final passage authorization, and the passage ranking result is generated and issued.

[0009] Furthermore, when determining the predetermined number, the roadside unit makes a judgment based on the upper limit of the number of authorized vehicles that can be accepted within the allowed entry time window and the number of vehicles whose final passage authorization has been confirmed. Only when the upper limit of the number of authorized vehicles that can be accepted is greater than the number of confirmed vehicles will the revocable pre-reservation passage authorization be issued to the preceding candidate vehicles in the candidate passage sequence; otherwise, the issuance of new pre-reservation passage authorizations will be suspended, and only the cancellation, reissue, or confirmation process will be executed.

[0010] Furthermore, the vehicle feedback includes a first feedback and a second feedback: the first feedback is used to confirm receipt of the pre-occupancy passage authorization, and the second feedback is used to confirm that the passage constraints can still be met within a preset lead time before the start of the allowed entry time window; when the roadside unit receives the first feedback within the valid pre-occupancy period but does not receive the second feedback within the lead time, it revokes the corresponding pre-occupancy passage authorization and reissues authorization to subsequent vehicles in the candidate passage sequence.

[0011] Furthermore, when the roadside unit revokes the pre-reservation passage authorization, it generates and binds a position reservation identifier to the passage request for the corresponding candidate vehicle; when the candidate vehicle re-enters the candidate vehicle set within a preset time, the roadside unit inserts itself into the candidate passage sequence at a position no lower than the relative order position when it was last revoked, based on the position reservation identifier, and the insertion does not change the relative order of the vehicles whose final passage authorization has been confirmed.

[0012] Furthermore, the roadside unit will specify the allowed entry time window. According to the safe time interval threshold Divided into several authorizable time slots, the upper limit of the number of authorized applications can be accepted. The number of authorized time slots, and satisfying:

[0013]

[0014] in, The start time of the allowed entry time window. The end time of the allowed entry time window. The preset safe time interval threshold, This indicates a floor function; when a conflict passage area is detected to be occupied or a preset disturbance triggering condition is met, the roadside unit adjusts the upper limit of the number of authorized passages to [value]. Triggering a pause in the issuance of newly reserved access authorizations, and the aforementioned satisfy:

[0015]

[0016] in, To preset the reduction amount, This indicates that the larger value is taken during the operation, which is used to ensure that the adjusted upper limit of the number of authorized applications is not less than zero.

[0017] Furthermore, during the process of suspending the issuance of new pre-occupied passage authorizations, the roadside unit processes the issued but unconfirmed pre-occupied passage authorizations according to a predetermined processing order: first, it cancels authorizations for which the remaining time of the allowed entry time window is less than a preset remaining time threshold and which have not been confirmed; then, it reissues authorizations to subsequent candidate vehicles in the candidate passage sequence; and finally, it confirms vehicles that have been reported as meeting the passage constraints.

[0018] Furthermore, the position reservation identifier includes a cancellation reason category identifier and a reservation validity period identifier; when the candidate vehicle re-enters the candidate vehicle set within the preset time, the roadside unit determines the insertion permission based on the cancellation reason category identifier: if the cancellation reason is no feedback within the time limit, insertion is allowed; if the cancellation reason is failure to meet the traffic constraints, insertion is allowed after receiving reconfirmation feedback.

[0019] Furthermore, when the roadside unit inserts based on the position reservation identifier, it reserves a placeholder unit corresponding to the previously revoked relative order position for the candidate vehicle, and restricts it to be reused only by the candidate vehicle within the preset time. If the placeholder unit is not reused when the preset time expires, it is released, and the candidate passage sequence accepts subsequent insertions according to the preset sorting rules, without changing the relative order of the vehicles that have been confirmed as having final passage authorization.

[0020] Furthermore, when the roadside unit detects a preset change in the passage request of the candidate vehicle within the preset time, it cancels the reuse qualification of the occupant unit and releases the occupant unit in advance. The preset change includes a change in driving intention or a change in the allowed entry time range.

[0021] Furthermore, when multiple occupant units exist, the roadside unit is renewed or released according to a preset processing order: if the candidate vehicle initiates a reuse request within a preset time and the occupant unit does not conflict with the vehicle whose final passage authorization has been confirmed, the occupant unit is renewed and its relative order position is maintained; otherwise, the occupant unit is released and subsequent insertions are accepted according to a preset sorting rule.

[0022] The beneficial effects of this invention are as follows: The vehicle-road cooperative traffic scheduling and traffic sequencing method proposed in this invention, by introducing a revocable pre-reservation traffic authorization mechanism and a multi-stage feedback confirmation process, transforms traffic sequencing from a traditional static priority determination into a dynamically adjustable and rollback scheduling process. Under the premise of limiting the upper limit of the number of authorizations that can be accepted, the roadside unit issues pre-reservation authorizations to candidate vehicles in stages, and cancels, reissues, or confirms them based on the actual feedback results from the vehicles. This effectively avoids traffic sequencing failures caused by changes in vehicle status, communication delays, or insufficient execution capabilities, thereby improving the reliability and security of traffic scheduling. Simultaneously, by only processing and confirming existing authorizations during the suspension of new authorizations, the stability of the traffic order is ensured, reducing traffic fluctuations caused by frequent rescheduling.

[0023] Furthermore, this invention, by setting a position reservation flag and a vacancy unit mechanism, retains the relative passage order rights of candidate vehicles even after the pre-reservation passage authorization is revoked. This allows vehicles to receive order compensation when they re-participate in scheduling within a reasonable time, ensuring scheduling fairness without affecting the order of vehicles with confirmed final passage authorization. Combined with an orderly handling strategy for disturbances, changes in passage requests, and multiple vacancy units, this method can achieve local adjustments and rapid recovery of passage order in complex and dynamic traffic environments. Attached Figure Description

[0024] Figure 1 This is a flowchart of the pre-occupancy-confirmation logic judgment for vehicle-road cooperative traffic scheduling in this invention.

[0025] Figure 2 This is a diagram showing the relationship between the authorization control and feedback functions of the vehicle-road cooperative traffic scheduling of the present invention.

[0026] Figure 3 This is a state evolution diagram of pre-authorization and position occupancy under the paused new addition state of this invention.

[0027] Figure 4 This is a schematic diagram of the pre-occupancy access authorization and two-stage feedback processing in Embodiment 1 of the present invention.

[0028] Figure 5 This is a schematic diagram of the candidate passage sequence insertion and order protection driven by the position preservation identifier in Embodiment 1 of the present invention.

[0029] Figure 6 This is a schematic diagram illustrating the step adjustment of the upper limit of the number of passage authorizations that can be accepted in Embodiment 1 of the present invention as triggered by a disturbance.

[0030] Figure 7 This is a schematic diagram of the orderly handling process during the suspension of new pre-occupancy access authorization in Embodiment 2 of the present invention.

[0031] Figure 8 This is a schematic diagram of the validity period of the position retention identifier and the differentiated insertion permission mechanism in Embodiment 2 of the present invention.

[0032] Figure 9 This is a schematic diagram illustrating the early release of the placeholder unit triggered by the passage request change and the renewal and release of multiple placeholder units in Embodiment 2 of the present invention. Detailed Implementation

[0033] The specific embodiments of the present invention will now be described in detail with reference to the accompanying drawings.

[0034] Combined with appendix Figure 1 This invention discloses a vehicle-road cooperative traffic scheduling and passage sequencing method. A roadside unit establishes an information exchange connection with multiple vehicles entering its jurisdiction via vehicle-road cooperative communication. Before approaching a conflict zone, each vehicle sends a passage request message to the roadside unit. The passage request message characterizes the vehicle's current and expected passage status, and its content includes at least the vehicle's driving intention information, current location and speed information, and the time range within which the vehicle is permitted to enter the conflict zone.

[0035] Specifically, the driving intention information indicates the vehicle's expected direction or action when passing through the conflict zone, enabling the roadside unit to identify potential traffic conflicts between vehicles. Current location and speed information reflects the vehicle's real-time operating status, which the roadside unit uses to determine the time feasibility of the vehicle reaching the conflict zone and its temporal relationship with other vehicles. The permitted time range for entering the conflict zone defines the acceptable entry time interval for vehicles, providing a time constraint basis for subsequent traffic scheduling and sequencing.

[0036] After receiving passage request data from multiple vehicles, the roadside unit processes and analyzes the data. Based on the vehicles' travel intentions, current location and speed, and the permitted time range for entering the conflict zone, the roadside unit assesses the feasibility of each vehicle entering the conflict zone in the future and selects vehicles with a possibility of passage within a preset scheduling time domain as candidate vehicles. Subsequently, the roadside unit sorts the candidate vehicles according to their arrival time sequence, direction conflict, and permitted entry time range, generating a corresponding candidate passage sequence.

[0037] After generating the candidate passage sequence, the roadside unit does not issue passage instructions to all candidate vehicles at once. Instead, based on the candidate passage sequence, it selects a predetermined number of preceding candidate vehicles from the front of the sequence and issues revocable pre-reservation passage authorizations to them. Revocable pre-reservation passage authorizations are used to pre-allocate potential passage opportunities to corresponding vehicles before the formal confirmation of the passage order. The pre-reservation passage authorization includes at least the pre-reservation validity period information, used to limit the effective time range of the authorization; it also includes time window information allowing entry into conflict passage areas, used to indicate that vehicles are eligible to enter the passage area within that time window; and passage constraint information, used to constrain the speed conditions, spacing conditions, or other safe passage requirements that vehicles must follow when performing passage.

[0038] After issuing a revocable pre-reservation passage authorization to a preceding candidate vehicle, the roadside unit continuously receives feedback information from the vehicle within the corresponding pre-reservation validity period. This feedback information characterizes the vehicle's response to the pre-reservation passage authorization and whether it possesses the ability to meet passage constraints within the permitted entry time window. The roadside unit assesses the timeliness and validity of each feedback message to determine whether the pre-reservation passage authorization remains valid.

[0039] If the roadside unit does not receive feedback from the corresponding vehicle within the valid pre-reservation period, or if the received feedback indicates that the vehicle cannot meet the preset traffic constraints within the permitted entry time window, the roadside unit determines that the pre-reservation access authorization has expired and cancels it. After cancellation, the roadside unit selects vehicles that have not been issued pre-reservation access authorizations from the subsequent candidate vehicles in the candidate traffic sequence according to the sequence order, and issues them new revocable pre-reservation access authorizations to maintain the continuity of available traffic opportunities in the candidate traffic sequence.

[0040] When the roadside unit receives vehicle feedback within the valid pre-occupancy period indicating that the vehicle can meet the traffic constraints within the permitted entry time window, the roadside unit confirms the corresponding pre-occupancy passage authorization as the final passage authorization and locks the vehicle's passage sequence into an irrevocable state. Subsequently, the roadside unit generates the corresponding passage sequencing result based on the confirmed final passage authorization and distributes the passage sequencing result to the relevant vehicles through vehicle-road cooperative communication to guide vehicles to enter the conflict passage area in the determined passage sequence, thereby achieving safe and orderly traffic scheduling.

[0041] Combined with appendix Figure 2 During traffic scheduling, roadside units need to manage the number of vehicles simultaneously in a pre-occupancy state to avoid allocating more traffic authorizations than the system can handle within the same permitted entry time window. Therefore, when determining the predetermined number of revocable pre-occupancy traffic authorizations to be issued, the roadside unit does not set a fixed number, but rather dynamically determines it based on the upper limit of the number of authorizations that can be accepted within the permitted entry time window and the number of vehicles currently confirmed with final traffic authorizations.

[0042] The roadside unit determines the upper limit of the number of authorizations that can be accepted based on the traffic capacity of the conflict zone within the permitted entry time window. Subsequently, the roadside unit counts the number of vehicles whose final access authorizations have been confirmed within the current scheduling cycle and compares this number with the upper limit of the number of authorizations that can be accepted. When it is determined that the upper limit of the number of authorizations that can be accepted exceeds the number of vehicles with confirmed final access authorizations, the roadside unit considers that there is still available traffic capacity. Therefore, according to the candidate traffic sequence, it selects a predetermined number of preceding candidate vehicles from the front end and issues the corresponding revocable pre-reservation access authorizations.

[0043] When the maximum number of authorized permits that can be accepted is determined to be no greater than the number of vehicles with confirmed final passage permits, the roadside unit suspends the issuance of revocable pre-reservation passage permits to new candidate vehicles. In this suspended state, the roadside unit does not introduce new pre-reservation objects, but only performs cancellation, reissue, or confirmation operations on already issued pre-reservation passage permits. This is to ensure that existing pre-reservation permits converge as quickly as possible, thereby guaranteeing the stability of the passage sequencing results and preventing scheduling chaos or safety risks caused by excessive pre-reservation.

[0044] After receiving a revocable pre-reservation passage authorization from the roadside unit, the vehicle returns response information to the roadside unit through a phased feedback mechanism to ensure the executability and reliability of the traffic scheduling results. Vehicle feedback includes a first feedback and a second feedback. The first feedback confirms that the vehicle has successfully received the pre-reservation passage authorization and indicates that the vehicle possesses the communication and control conditions to participate in subsequent traffic scheduling. Upon receiving the first feedback, the roadside unit marks the corresponding vehicle as having responded and continues to maintain the validity of the vehicle's pre-reservation passage authorization.

[0045] The second feedback is used to reconfirm, before the start of the time window for allowing entry into the conflict passage area, that the vehicle's current operating status still meets the passage constraints stipulated in the pre-reservation passage authorization. A preset lead time is used to limit the submission time of the second feedback, ensuring that the roadside unit has sufficient processing time before the passage window begins to make necessary adjustments to the passage sequencing results. The second feedback reflects the vehicle's feasibility assessment in the approaching execution phase, used to reduce the risk of passage failure due to changes in vehicle status.

[0046] When the roadside unit receives the first feedback from a vehicle within the valid pre-reservation period, but fails to receive the corresponding second feedback within a preset lead time, the roadside unit determines that the vehicle failed to reconfirm its execution capability in the approaching passage phase, thus considering the pre-reservation passage authorization at risk of invalidation. Based on this determination, the roadside unit revokes the corresponding vehicle's pre-reservation passage authorization and, according to the candidate passage sequence, issues new revocable pre-reservation passage authorizations to subsequent candidate vehicles to ensure the continuity of the traffic scheduling process and overall traffic efficiency.

[0047] When a roadside unit revokes a candidate vehicle's pre-reservation passage authorization due to a lack of feedback, timeout of feedback, or feedback indicating inability to meet passage constraints, it does not simply remove the vehicle from the scheduling process. Instead, it generates a position reservation identifier for the candidate vehicle and binds this identifier to the corresponding passage request. The position reservation identifier records the candidate vehicle's relative position in the candidate passage sequence at the time of revocation of its pre-reservation passage authorization, as well as the validity period information related to that order, thus providing a sequence reference for subsequent re-participation in scheduling.

[0048] When a candidate vehicle re-enters the candidate vehicle set within a preset time and re-initiates a passage request, the roadside unit identifies the position reservation identifier bound to the passage request during the process of regenerating the candidate passage sequence. Based on the position reservation identifier, the roadside unit inserts the candidate vehicle into the candidate passage sequence at a position no lower than its relative order when it was last revoked, thereby compensating to some extent for the order loss caused by the revocation of the pre-reserved passage authorization. Simultaneously, during the insertion operation, the roadside unit protects the order of vehicles with confirmed final passage authorization, ensuring that the insertion does not change the relative order of vehicles with confirmed final passage authorization in the passage ranking result, thus ensuring the stability and consistency of the passage scheduling result.

[0049] In the process of traffic scheduling and sequencing, to effectively control the number of traffic authorizations that can be processed simultaneously within a certain time range for the same conflicting traffic area, the roadside unit first discretizes the time window in which vehicles are allowed to enter the conflicting traffic area. Specifically, the roadside unit obtains the allowed entry time window, and its start time is recorded as... The end time is recorded as And based on the preset safe time interval threshold The time window is divided to ensure that basic safe passage requirements are met between adjacent authorized time slots.

[0050] Using the above division method, the allowed entry time window can be decomposed into several consecutive and non-overlapping authorizable time slots. The roadside unit determines the number of authorizable time slots as the upper limit of the number of authorizations that can be accepted within that time window, denoted as [the upper limit of the number of authorizations that can be accepted]. Their computational relationship satisfies:

[0051]

[0052] in, This indicates the start time of the allowed entry time window. This indicates the end time of the allowed entry window. This represents a preset safe time interval threshold, used to limit the minimum time interval required between adjacent vehicles entering the conflict passage area. This indicates a floor function, used to ensure that the maximum number of authorizations that can be processed is an integer, thereby avoiding the allocation of authorizations that exceed the actual capacity of the time window.

[0053] During traffic scheduling, when the roadside unit detects that a conflict zone is already occupied by vehicles, or when the detection result meets preset disturbance triggering conditions (such as sudden changes in traffic conditions or increased uncertainty in vehicle behavior), the roadside unit will no longer use the original upper limit of the number of authorized passages, but will dynamically adjust it. The adjusted upper limit of the number of authorized passages is denoted as... It is used to trigger the suspension of the issuance of new pre-reservation passage authorizations to prevent the scale of pre-reservation from continuing to expand under unfavorable traffic conditions.

[0054] The adjusted maximum number of authorized applications satisfies the following relationship:

[0055]

[0056] in, This is a preset derating amount, used to indicate the amount of authorization that needs to be reduced when abnormal or disruptive conditions are detected. This indicates that the operation takes the larger value to ensure that the adjusted upper limit of the number of authorized applications is not less than zero, thus avoiding negative authorization numbers in extreme cases.

[0057] Combined with appendix Figure 3When the roadside unit enters the state of suspending the issuance of new pre-reservation passage authorizations, it no longer allocates pre-reservation passage authorizations to new candidate vehicles. Instead, it orderly processes pre-reservation passage authorizations that have been issued but not yet confirmed. To avoid disorderly recovery or frequent rescheduling during traffic scheduling, the roadside unit processes unconfirmed pre-reservation passage authorizations in stages according to a pre-set processing order to ensure the stability and continuity of the traffic sequencing process.

[0058] The roadside unit identifies all issued but unconfirmed pre-reservation passage authorizations and calculates the remaining duration of their corresponding allowed entry time windows. When the remaining duration is less than a preset threshold and the corresponding vehicle has not yet confirmed its entry, the roadside unit determines that the pre-reservation passage authorization is nearing its expiration date and prioritizes its revocation to release unusable passage resources in a timely manner. By prioritizing the revocation of such authorizations, the impact of unused passage opportunities occupying time windows on subsequent scheduling can be avoided.

[0059] After completing the aforementioned cancellation operation, the roadside unit selects suitable vehicles from the subsequent candidate vehicles that have not yet received pre-reservation passage authorization, based on the order of the candidate passage sequence, and issues new pre-reservation passage authorizations to them to fill the passage gaps released by the cancellation operation. Finally, the roadside unit performs a confirmation operation on vehicles that have indicated they meet the passage constraints, converting their corresponding pre-reservation passage authorizations into final passage authorizations, and locking the passage sequence accordingly.

[0060] When a roadside unit revokes a candidate vehicle's pre-reservation passage authorization, the position reservation identifier generated for the candidate vehicle includes a revocation reason category identifier and a reservation validity period identifier. The revocation reason category identifier is used to distinguish the specific reason for the revocation of the pre-reservation passage authorization, and the reservation validity period identifier is used to limit the time range during which the position reservation identifier can be referenced in subsequent passage scheduling, thereby avoiding interference with the scheduling results due to the long-term retention of invalid order information.

[0061] When a candidate vehicle re-enters the candidate vehicle set and rejoins traffic scheduling within a preset time, the roadside unit first identifies the position reservation identifier bound to the traffic request and determines whether to allow it to insert into the candidate traffic sequence based on the cancellation reason category identifier therein. When the cancellation reason category identifier indicates cancellation due to failure to respond within a timeout period, the roadside unit considers the cancellation to be mainly caused by communication or response delays and does not directly reflect insufficient vehicle traffic capacity. Therefore, it allows the candidate vehicle to insert into the candidate traffic sequence according to the order position indicated by the position reservation identifier.

[0062] When the cancellation reason category identifier indicates cancellation due to inability to meet traffic constraints, the roadside unit considers that the vehicle had insufficient execution capability in the previous dispatch. In this case, the roadside unit will not allow the candidate vehicle to insert itself into the candidate traffic sequence based on its position reservation identifier until it receives reconfirmation feedback regarding the traffic constraints. Only when the reconfirmation feedback indicates that the vehicle's current operating status can meet the corresponding traffic constraints will the roadside unit allow the candidate vehicle to re-insert itself into the candidate traffic sequence at the position indicated by the position reservation identifier, thus ensuring both traffic safety and dispatch fairness.

[0063] When the roadside unit performs a re-insertion operation on a candidate vehicle based on the position reservation identifier, it does not directly write the candidate vehicle into the candidate passage sequence. Instead, it first reserves a placeholder unit for the candidate vehicle. The placeholder unit corresponds to the relative sequential position of the candidate vehicle in the candidate passage sequence when its pre-reservation passage authorization was revoked. It is used to temporarily occupy that sequential position in the candidate passage sequence, thereby preventing other candidate vehicles from inserting prematurely at that position and ensuring the feasibility of sequence compensation.

[0064] After a designated space is reserved, the roadside unit sets a reuse restriction on that space for a preset time. This restriction ensures that only candidate vehicles associated with that space can reuse it, and other candidate vehicles are prohibited from occupying the space during this preset time. The preset time limits the effective scope of the position reservation mechanism to prevent candidate traffic sequences from being invalidally occupied due to candidate vehicles not re-participating in scheduling for an extended period. During this preset time, the roadside unit continuously monitors whether candidate vehicles re-enter the candidate vehicle set and meet the reuse conditions.

[0065] When the preset time expires and the corresponding candidate vehicle has not reused the vacant unit, the roadside unit automatically releases the vacant unit and restores the candidate passage sequence to an insertable state. After release, the roadside unit accepts the insertion requests of subsequent candidate vehicles according to the preset sorting rules. At the same time, when performing the insertion operation, the relative order of vehicles with confirmed final passage authorization is protected to ensure that the release of the vacant unit and subsequent insertion do not change the relative order of vehicles with confirmed final passage authorization in the passage sorting result.

[0066] After reserving a space for a candidate vehicle and entering a preset timer, the roadside unit continuously monitors the candidate vehicle's passage request status. If a preset change is detected in the candidate vehicle's passage request within the preset time, the roadside unit determines that the candidate vehicle no longer meets the original space-occupying conditions, thereby canceling its eligibility to reuse the space-occupying unit and performing an early release operation on the space-occupying unit. Preset changes include at least a change in the candidate vehicle's driving intention or an adjustment in its permitted time range for entering the conflict passage area. By releasing the space-occupying unit in advance, the failure of sequence compensation or traffic scheduling conflicts caused by changes in passage conditions can be avoided.

[0067] In the presence of multiple occupant units, the roadside unit manages them uniformly according to a preset processing order. For candidate vehicles that actively initiate a occupant reuse request within a preset time, the roadside unit determines whether the corresponding occupant unit conflicts with the passage order of vehicles with confirmed final passage authorization. If no conflict is found, the roadside unit performs a renewal operation on the occupant unit, maintaining its relative position in the candidate passage sequence, thereby extending the effectiveness of the sequence compensation. If a conflict is found or the candidate vehicle does not initiate a reuse request within the preset time, the roadside unit releases the corresponding occupant unit and accepts the insertion request of subsequent candidate vehicles according to a preset sorting rule, while ensuring that the relative order of vehicles with confirmed final passage authorization remains unchanged.

[0068] Example 1:

[0069] In this embodiment, at the intersection of a main road and a secondary road in a city, the Roadside Unit (RSU) performs vehicle-road cooperative scheduling for vehicles entering the conflict passage area. The allowed entry time window within the current scheduling cycle is set to 100.0 seconds to 112.0 seconds, and the safe time distance threshold is set to 3.0 seconds. Based on the allowed entry time window length and the safe time distance threshold, the Roadside Unit discretizes the time window and calculates that the maximum number of authorizations that can be accepted within this time window is 4. At this point, the Roadside Unit counts the number of vehicles with confirmed final passage authorizations as 2, therefore determining that the maximum number of authorizations that can be accepted is greater than the confirmed number, and there is still leeway for allocating passage authorizations.

[0070] During this scheduling period, a total of 6 vehicles sent passage requests to the roadside unit. The roadside unit generated a candidate passage sequence based on the vehicles' travel intentions, current locations, and speed information, and the ranking result is as follows: Figure 4 As shown in the bottom description, the vehicles are, in order: Vehicle A, Vehicle B, Vehicle C, Vehicle D, Vehicle E, and Vehicle F. The roadside unit selects a predetermined number of two preceding candidate vehicles (Vehicle A and Vehicle B) from the front of the candidate traffic sequence and issues them revocable pre-reservation passage authorizations. The validity period of the pre-reservation passage authorization is set to 6 seconds, corresponding to an allowed entry time window of 100.0 seconds to 112.0 seconds, along with corresponding passage time constraints.

[0071] like Figure 4As shown, after receiving the pre-reservation passage authorization, both Vehicle A and Vehicle B returned the first feedback information to the roadside unit within 1.0 second, confirming that they had successfully received the pre-reservation passage authorization. Subsequently, the roadside unit entered the waiting stage for the second feedback, with a preset lead time of 2.0 seconds, requiring vehicles to complete the second feedback confirmation before 98.0 seconds. Vehicle A sent the second feedback at 97.5 seconds, confirming that it could still meet the established passage constraints; while Vehicle B, due to a sudden deceleration ahead, failed to send the second feedback information within the preset lead time.

[0072] Within the validity period of the pre-reservation passage authorization, the roadside unit only received the first feedback from vehicle B and not the second feedback, therefore determining that there was an execution risk in vehicle B's pre-reservation passage authorization. Based on this risk assessment, the roadside unit... Figure 4 As shown, vehicle B's pre-reservation passage authorization is revoked, and a revocable pre-reservation passage authorization is reissued to vehicle C, the next candidate vehicle, according to the candidate passage sequence. Simultaneously, vehicle A's pre-reservation passage authorization is officially confirmed as the final passage authorization, its passage sequence is locked, and it will no longer participate in subsequent rearrangements.

[0073] In subsequent scheduling cycles at the same intersection, the number of vehicles with confirmed final passage authorizations was updated to 3, while the maximum number of authorizations that could be accepted within the allowed entry time window remained at 4. The roadside unit performed a quantity determination again and found that the maximum number of authorizations that could be accepted was only 1 more than the confirmed number. At this point, the roadside unit only issued a revocable pre-reservation passage authorization to the first candidate vehicle in the candidate passage sequence, and the remaining candidate vehicles did not receive pre-reservation authorizations. Subsequently, after that vehicle completed its confirmation, the number of vehicles with confirmed final passage authorizations reached 4. The roadside unit determined that the maximum number of authorizations that could be accepted was no greater than the confirmed number, and then proceeded as follows. Figure 4 The issuance of new pre-reserved access authorizations is suspended; only existing authorizations are subject to revocation, reissue, or confirmation.

[0074] Vehicle A's pre-reservation passage authorization has been confirmed and converted into a final passage authorization. Vehicle B's pre-reservation passage authorization was revoked by the roadside unit because it failed to submit a second feedback within the preset lead time. Vehicle C has taken its place, obtained a new pre-reservation passage authorization, and entered the subsequent confirmation process. When revoking Vehicle B's pre-reservation passage authorization, the roadside unit did not directly discard Vehicle B's passage request information. Instead, it generated a position reservation identifier for Vehicle B and bound this position reservation identifier to the corresponding passage request of Vehicle B.

[0075] The reserved position identifier records the relative order of vehicle B in the candidate passage sequence when its pre-reservation passage authorization is revoked. In this embodiment, this position is the 2nd position. Figure 5 As shown above.

[0076] After the current scheduling cycle ends, the next scheduling cycle begins, with a new allowed entry time window set to 112.0 to 124.0 seconds. After vehicle B completes deceleration and regains stable driving, it sends another passage request to the roadside unit at 110.5 seconds. Upon receiving this passage request, the roadside unit detects that the position reservation identifier carried in the request is still valid, and the time elapsed since the position reservation identifier was generated has not exceeded the preset valid duration of 15.0 seconds. Therefore, it determines that the position reservation identifier can be referenced.

[0077] During this scheduling cycle, the roadside unit regenerates the candidate vehicle set based on the latest passage requests from all vehicles, and the ranking result is as follows: Figure 5 The image below shows vehicles D, B, E, F, and G. Vehicle D is a newly entered vehicle at the intersection; its current position and speed place it at the beginning of the sequence. When the roadside unit performs the candidate passage sequence insertion operation, it inserts vehicle B into the candidate passage sequence according to the position reservation flag bound to vehicle B, ensuring that vehicle B's relative position in the sequence is no lower than its previous position when it was withdrawn (i.e., no lower than the second position). This prevents vehicle B from having its passage order repeatedly delayed due to short-term state fluctuations.

[0078] Simultaneously, when performing the aforementioned insertion operation, the roadside unit verifies the order of vehicles with confirmed final passage authorization. Since vehicle A has already obtained final passage authorization in the previous scheduling cycle, its passage order is locked. The roadside unit does not adjust the relative order of vehicle A during the insertion of vehicle B, thus ensuring that the passage order of vehicles with confirmed final passage authorization remains unchanged. In this way, vehicle B receives reasonable order compensation when re-entering scheduling without affecting the passage execution of already confirmed vehicles.

[0079] The roadside unit has completed the traffic scheduling and sequence management for vehicles A, B, and C. Upon entering a new scheduling cycle, the roadside unit needs to reassess the number of pre-allocated passage authorizations available in the next permitted entry time window to avoid over-scheduling within conflict zones. Therefore, the roadside unit discretizes the permitted entry time windows for conflict zones.

[0080] In this embodiment, the start time of the new allowed entry time window is set to... seconds, end time is Seconds. Based on road type and safety policy configuration, the safe time-distance threshold used by the roadside unit is... Based on the above parameters, the roadside unit divides the permitted entry time window according to the safe time distance threshold, calculates the number of authorized time slots, and thus determines the upper limit of the number of authorized slots that can be processed. The calculation relationship is as follows:

[0081]

[0082] Substituting the specific values, we get:

[0083]

[0084] Therefore, the roadside unit determines that it can process a maximum of 4 passage authorizations within a time window of 120.0 seconds to 132.0 seconds. At this time, the roadside unit counts that the number of vehicles with confirmed final passage authorizations is 2, namely vehicle A and vehicle C. Therefore, it determines that it can continue to issue pre-reservation passage authorizations to the preceding candidate vehicles in the candidate passage sequence.

[0085] During the scheduling process, the roadside unit detected an abnormal occupancy in the conflict zone at 125.5 seconds through sensing and vehicle-to-infrastructure (V2I) communication. For example, a non-cooperative vehicle slowed down and remained near the conflict zone, causing a decrease in actual traffic capacity. This situation met the preset disturbance triggering conditions, and the roadside unit immediately responded... Figure 6 As shown, the upper limit of the number of authorized applications can be dynamically adjusted to reduce scheduling risks.

[0086] In this embodiment, the preset reduction amount is m=2. The roadside unit calculates the new upper limit of the number of authorized applications according to the adjustment rules. The calculation relationship is as follows:

[0087]

[0088] Substituting the values, we get:

[0089]

[0090] Therefore, after the disturbance is triggered, the roadside unit adjusts the maximum number of authorizations it can accept from 4 to 2, and immediately triggers a control strategy to suspend the issuance of new pre-reservation passage authorizations. In this state, the roadside unit no longer allocates pre-reservation passage authorizations to new candidate vehicles, but only performs cancellation, reissue, or confirmation operations on pre-reservation passage authorizations that have already been issued, so as to promote the rapid convergence of the current scheduling state.

[0091] Example 2:

[0092] After the disturbance in Example 1 triggered and the issuance of new pre-reservation passage authorizations was suspended, the roadside unit entered the stable convergence control phase. Within the scheduling period of 120.0 to 132.0 seconds (allowed entry time window), the roadside unit reduced the maximum number of authorizations it could accept from 4 to 2 and stopped issuing pre-reservation passage authorizations to new candidate vehicles. At this time, the roadside unit only processed pre-reservation passage authorizations that had been issued but not yet confirmed in an orderly manner to ensure that the conflict passage area could still operate safely and orderly under reduced traffic capacity conditions.

[0093] At the beginning of this scheduling period, such as Figure 7As shown in the pre-reservation authorization timeline, the roadside unit records pre-reservation access authorizations issued but not yet confirmed for vehicles D and E. The pre-reservation access authorization for vehicle D was issued at 121.0 seconds, and for vehicle E at 122.5 seconds. The validity period for both is set to 6.0 seconds, with corresponding authorization expiration times of 127.0 seconds and 128.5 seconds, respectively. The roadside unit also records the remaining time of the current scheduling cycle, which decreases with system time, and presets a remaining time threshold of 2.0 seconds to identify pre-reservation access authorizations that are about to fail to securely complete passage confirmation.

[0094] When the system time advances to 125.2 seconds, as follows: Figure 7 As indicated by the vertical line, the remaining time for the allowed entry window is 132.0 minus 125.2, which equals 6.8 seconds. At this point, vehicle D has 1.8 seconds remaining before its pre-reservation passage authorization expires, which is less than the preset remaining time threshold of 2.0 seconds, and the vehicle has not yet returned the second feedback information that satisfies the passage constraints. Based on this, the roadside unit determines that vehicle D's pre-reservation passage authorization has a high risk of failure, prioritizes revoking the pre-reservation passage authorization, and removes vehicle D from the current set of pending authorizations.

[0095] After completing the above cancellation operation, the roadside unit reassesses the authorized occupancy status within the current scheduling cycle. For example... Figure 7 As shown in the processing flow, at this point, the number of vehicles with final passage authorization has been confirmed to be 2, and the maximum number of authorizations that can be processed is also 2. The system is at full capacity. However, since the pre-reservation passage authorization of vehicle D has been revoked, one releaseable authorization position has been created. The roadside unit then selects vehicle F from the subsequent candidate vehicles that have not yet obtained pre-reservation passage authorization according to the candidate passage sequence order, and reissues a revocable pre-reservation passage authorization to it at system time 125.4 seconds, while inheriting the passage time constraints of the current scheduling cycle.

[0096] Subsequently, the roadside unit performs confirmation and determination processing on the remaining unconfirmed pre-occupancy passage authorizations. For example... Figure 7 As shown, when the system time advances to 126.0 seconds, vehicle E returns a second feedback message to the roadside unit, clearly indicating that its current speed and acceleration still meet the established traffic constraints. After receiving this feedback, the roadside unit verifies that vehicle E's authorization confirmation request has not exceeded its pre-occupancy validity period, and that the number of currently confirmed final passage authorizations is still within the upper limit of the number of authorizations that can be accepted. Therefore, the roadside unit confirms vehicle E's pre-occupancy passage authorization as the final passage authorization and locks its passage order.

[0097] The roadside unit has already revoked the high-risk authorization for vehicle D while suspending the issuance of new pre-reservation passage authorizations, and has confirmed the final passage authorization for vehicle E. Based on this scheduling result, when revoking the pre-reservation passage authorization for vehicle D, the roadside unit generates and binds a position reservation identifier for it to support order compensation and fair scheduling in subsequent scheduling cycles.

[0098] In this embodiment, the rank reservation identifier consists of a revocation reason category identifier and a reservation validity period identifier. For example... Figure 8 As illustrated in the bar chart, the revocation reason category identifier distinguishes the specific reason for the revocation of a vehicle's pre-reservation passage authorization, while the retention validity period identifier limits the time range within which the position retention identifier can be referenced. Taking vehicle D as an example, its pre-reservation passage authorization was revoked because it failed to submit feedback information in a timely manner within the authorization validity period, falling under the category of "failure to provide feedback within the time limit." Accordingly, the roadside unit records its revocation reason category identifier as "failure to provide feedback within the time limit," and sets the position retention validity period identifier to 12.0 seconds, with a starting time of 125.2 seconds and a corresponding effective end time of 137.2 seconds.

[0099] During the subsequent scheduling process, the system time advanced to 130.0 seconds. After completing its deceleration adjustment, vehicle D sent another passage request to the roadside unit and re-entered the candidate vehicle set. For example... Figure 8 As indicated by the time stamp of vehicle D's return, when the roadside unit receives the request, it first checks that the position reservation identifier it carries is still valid. Then, it performs an insertion permission determination based on the cancellation reason category identifier. Since the cancellation reason for vehicle D is timeout failure to respond, rather than failure to meet traffic constraints, the roadside unit directly determines that the vehicle meets the insertion permission conditions without requiring an additional reconfirmation step.

[0100] Meanwhile, the roadside unit had already reserved the relative position in the candidate passage sequence for vehicle D in the previous scheduling cycle based on the position reservation identifier. For example... Figure 8 As explained in the occupancy rule description, when vehicle D's pre-reservation passage authorization is revoked, its relative position in the candidate passage sequence is 3rd. Based on this, the roadside unit generates a corresponding occupancy unit in the candidate passage sequence and restricts this occupancy unit to be reused only by vehicle D during the position reservation validity period. During this period, even if the natural ordering result of other candidate vehicles falls into this position, the roadside unit will not insert them into the occupancy unit, thereby avoiding interference with vehicle D's order compensation.

[0101] After vehicle D re-enters the candidate vehicle set and passes the insertion permission determination, the roadside unit inserts vehicle D into the position corresponding to the placeholder unit, completing the reconstruction of the candidate passage sequence. Simultaneously, the roadside unit performs a consistency check on the order of the currently confirmed vehicles with final passage authorization, confirming that the insertion operation has not affected the relative order of the confirmed vehicles, thus ensuring the stability of passage execution.

[0102] Furthermore, such as Figure 8 As shown in the comparative example, suppose another vehicle H has its pre-reservation passage authorization revoked in the previous scheduling cycle because it cannot meet the passage constraints, for example, its predicted arrival time exceeds the allowed entry time window. When the roadside unit generates a position reservation identifier for vehicle H, it records the revocation reason category identifier as failure to meet the passage constraints, and also sets the position reservation validity period to 12.0 seconds. When vehicle H re-enters the candidate vehicle set within the validity period, the roadside unit will not directly allow it to insert, but requires it to submit a reconfirmation feedback before re-participating in scheduling, to prove that its current state meets the passage constraints. Only after the roadside unit receives the reconfirmation feedback and completes the verification will it allow vehicle H to reuse its corresponding placeholder unit and complete the insertion.

[0103] If vehicle D or vehicle H does not re-enter the candidate vehicle set and reuse the corresponding placeholder unit before the placeholder reservation period expires, the roadside unit will automatically release the placeholder unit after 137.2 seconds of system time. After release, the candidate passage sequence accepts the insertion request of subsequent candidate vehicles according to the preset sorting rules, and no longer reserves the order position for the originally withdrawn vehicle. Throughout the entire release and rearrangement process, the roadside unit always maintains the protection of the relative order of vehicles with confirmed final passage authorization, ensuring that their passage is not affected by any insertion or release operations.

[0104] As scheduling continues, the roadside unit continuously monitors the passage requests of candidate vehicles to ensure that the reuse of occupancy units does not introduce new passage conflicts or scheduling risks.

[0105] When the system time reached 131.0 seconds, vehicle D updated its passage request information again. For example... Figure 9 As shown in the state step change, the roadside unit detected that in the update request, vehicle D's driving intention changed from going straight to turning left, causing its travel trajectory to switch from the main lane of the original conflict zone to the left-turn conflict zone. Simultaneously, the corresponding permitted entry time range was adjusted from the original 120.0 seconds to 132.0 seconds to 124.0 seconds to 136.0 seconds. This change meets the preset traffic request change judgment conditions and belongs to a combination of a change in driving intention and a change in the permitted entry time range.

[0106] Based on the above detection results, the roadside unit immediately canceled vehicle D's right to reuse its designated space and released the space ahead of schedule at 131.0 seconds into the system time, without waiting for the originally set expiration time of 137.2 seconds. After the release, the roadside unit marked the corresponding position in the candidate passage sequence as available and reinstated it into the unified sorting and insertion management process, thereby preventing vehicle D from continuing to occupy the original sequence resources when the passage conditions have substantially changed.

[0107] Within the same scheduling cycle, such as Figure 9 As shown in the comparison of multiple occupancy unit states, the roadside unit also manages the renewal and release operations of multiple occupancy units simultaneously. At system time 131.0 seconds, in addition to the occupancy unit corresponding to vehicle D, there is another occupancy unit corresponding to vehicle H. Vehicle H's occupancy unit is generated at 126.0 seconds, and its position retention validity period is also set to 12.0 seconds, with a corresponding expiration time of 138.0 seconds. At this time, within system time 132.5 seconds, vehicle H initiates an occupancy unit reuse request to the roadside unit and simultaneously submits a reconfirmation feedback, indicating that its current speed and predicted arrival time meet the traffic constraints.

[0108] Upon receiving a reuse request from vehicle H, the roadside unit first verifies whether the relative sequence position corresponding to the occupant unit conflicts with vehicles already granted final passage authorization. If the position is determined to be unaffected by the passage of vehicles already granted final passage authorization, such as vehicle A and vehicle E, and does not introduce new conflict risks, the roadside unit, following a preset processing order, extends the validity period of vehicle H's occupant unit to 144.0 seconds, while maintaining vehicle H's original relative sequence position in the candidate passage sequence.

[0109] Conversely, if at system time 132.8 seconds, another candidate vehicle J initiates a reuse request for its occupant's space, but the relative sequence position corresponding to this occupant's space will conflict with the travel trajectory of vehicle C, which has already been confirmed as having final passage authorization, the roadside unit will not perform a renewal operation. Instead, it will directly release vehicle J's occupant's space. After release, the roadside unit will insert the subsequent vehicle K in the candidate passage sequence into that sequence position according to a preset sorting rule, and recalculate its passage time constraints to ensure the safety and consistency of scheduling execution.

[0110] The foregoing has shown and described the basic principles, main features, and advantages of the present invention. Those skilled in the art should understand that the present invention is not limited to the above embodiments. The embodiments and descriptions in the specification are merely illustrative of the principles of the invention. Various changes and modifications can be made to the invention without departing from its spirit and scope, and all such changes and modifications fall within the scope of the present invention as claimed. The scope of protection of this invention is defined by the appended claims and their equivalents.

Claims

1. A method for scheduling and sequencing vehicle-road cooperative traffic, applied to systems containing roadside units and vehicles, characterized in that... include: The roadside unit receives multiple vehicle passage requests, which include data information such as the vehicle's driving intention, current location and speed, and the permitted time range for entering the conflict passage area. The roadside unit determines candidate vehicles and generates a candidate passage sequence based on the data information; the roadside unit issues revocable pre-occupancy passage authorizations to a predetermined number of preceding candidate vehicles according to the sequence, and the authorizations include the validity period of the pre-occupancy, the time window for allowed entry, and the passage constraints that must be met. The roadside unit receives vehicle feedback within the validity period. If no feedback is received within the time limit or the feedback indicates that the constraints cannot be met, the authorization is revoked and a new authorization is issued to the subsequent vehicles in the sequence. If the feedback indicates that the constraints can be met, the authorization is confirmed as the final passage authorization, and the passage ranking result is generated and issued.

2. The method for scheduling and traffic sequencing of vehicle-road cooperative traffic according to claim 1, characterized in that... When determining the predetermined number, the roadside unit makes a judgment based on the upper limit of the number of authorized vehicles that can be accepted within the allowed entry time window and the number of vehicles whose final passage authorization has been confirmed; only when the upper limit of the number of authorized vehicles that can be accepted is greater than the number of confirmed vehicles will the revocable pre-reservation passage authorization be issued to the preceding candidate vehicle in the candidate passage sequence. Otherwise, the issuance of new pre-reserved access authorizations will be suspended, and only the cancellation, reissue, or confirmation process will be executed.

3. The method for scheduling and traffic sequencing of vehicle-road cooperative traffic according to claim 1, characterized in that... The vehicle feedback includes a first feedback and a second feedback: the first feedback is used to confirm receipt of the pre-occupancy passage authorization, and the second feedback is used to confirm that the passage constraints can still be met within a preset lead time before the start of the allowed entry time window; when the roadside unit receives the first feedback within the valid pre-occupancy period but does not receive the second feedback within the lead time, it revokes the corresponding pre-occupancy passage authorization and reissues authorization to subsequent vehicles in the candidate passage sequence.

4. The method for scheduling and traffic sequencing of vehicle-road cooperative traffic according to claim 1, characterized in that... When the roadside unit revokes the pre-reservation passage authorization, it generates and binds a position reservation identifier to the passage request for the corresponding candidate vehicle. When the candidate vehicle re-enters the candidate vehicle set within a preset time, the roadside unit inserts it into the candidate passage sequence at a position no lower than the relative order position when it was last revoked, based on the position reservation identifier, and the insertion does not change the relative order of the vehicles whose final passage authorization has been confirmed.

5. The method for scheduling and traffic sequencing of vehicle-road cooperative traffic according to claim 2, characterized in that... The allowed entry time window is divided into several authorizable time slots according to the safe time interval threshold, and the upper limit of the number of authorized applications is equal to the number of authorizable time slots. When a conflict passage area is detected to be occupied or a preset disturbance triggering condition is met, the roadside unit adjusts the upper limit of the number of authorized passages to a preset threshold value, triggering a pause in the issuance of new pre-occupied passage authorizations.

6. The method for scheduling and traffic sequencing of vehicle-road cooperative traffic according to claim 2, characterized in that... During the process of suspending the issuance of new pre-occupied passage authorizations, the roadside unit processes the issued but unconfirmed pre-occupied passage authorizations in a predetermined order: first, it cancels authorizations for which the remaining time of the allowed entry time window is less than a preset remaining time threshold and which have not been confirmed; then, it reissues authorizations to subsequent candidate vehicles in the candidate passage sequence; and finally, it confirms authorizations for vehicles that have been reported as meeting the passage constraints.

7. The method for scheduling and traffic sequencing of vehicle-road cooperative traffic according to claim 4, characterized in that... The position reservation identifier includes a cancellation reason category identifier and a reservation validity period identifier; when the candidate vehicle re-enters the candidate vehicle set within the preset time, the roadside unit determines the insertion permission based on the cancellation reason category identifier: if the cancellation reason is no feedback within the time limit, insertion is allowed; if the cancellation reason is failure to meet the traffic constraints, insertion is allowed after receiving reconfirmation feedback.

8. The method for scheduling and traffic sequencing of vehicle-road cooperative traffic according to claim 4, characterized in that... When the roadside unit inserts based on the position reservation identifier, it reserves a placeholder unit corresponding to the previously revoked relative order position for the candidate vehicle, and restricts it to be reused only by that candidate vehicle within the preset time. If the placeholder unit is not reused before the preset time expires, it is released, and the candidate passage sequence accepts subsequent insertions according to the preset sorting rules, without changing the relative order of the vehicles that have been confirmed as having final passage authorization.

9. The method for scheduling and traffic sequencing of vehicle-road cooperative traffic according to claim 8, characterized in that... When the roadside unit detects a preset change in the passage request of the candidate vehicle within the preset time, it cancels the reuse qualification of the occupant unit and releases the occupant unit in advance. The preset change includes a change in driving intention or a change in the allowed entry time range.

10. The method for scheduling and traffic sequencing of vehicle-road cooperative traffic according to claim 8, characterized in that... When multiple occupant units exist, the roadside unit is renewed or released according to a preset processing order: if the candidate vehicle initiates a reuse request within a preset time and the occupant unit does not conflict with the vehicle whose final passage authorization has been confirmed, the occupant unit is renewed and its relative order position is maintained; otherwise, the occupant unit is released and subsequent insertions are accepted according to a preset sorting rule.

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