Vehicle-to-vehicle cooperation for traffic guidance

Abstract

Cooperative vehicle, comprehensive: a vehicle-to-vehicle communication module; and a cooperative adaptive speed control module for: Determining the location of a traffic cataract; Coordinate with other cooperative vehicles to position themselves across multiple traffic lanes; Coordinate with other cooperative vehicles to form a platoon of standard vehicles; and Coordinate with the other cooperative vehicles to move the formed platoon through the traffic cataract at a constant speed.

Description

TECHNICAL AREA

[0001] The present disclosure relates generally to vehicles with cooperative adaptive speed control and in particular to vehicle-to-vehicle cooperation for traffic guidance. GENERAL STATE OF THE ART

[0002] Traffic jams occur when one or more lanes of a multi-lane road are blocked, for example, due to roadworks or an accident. The blocked lanes reduce the flow of vehicles through the section of road with the blocked lanes. This reduced flow is exacerbated by the psychology of human drivers, who focus on their individual travel time preferences.

[0003] German patent application DE 10 2011 009 665 A1 discloses a method for operating a vehicle in a traffic jam. This involves monitoring the vehicle's speed, tracking a nearby target vehicle (which includes monitoring the distance to the target vehicle), monitoring the activation of a traffic jam mode when the vehicle's speed is below a threshold traffic jam speed, monitoring the vehicle's location based on data from a GPS device, and maintaining a distance envelope relative to the vehicle. The vehicle's operation is controlled while the vehicle's speed remains below the threshold traffic jam speed.

[0004] German patent application DE 10 2017 102 519 A1 discloses a method and a device for reducing traffic congestion through cooperative adaptive speed control. This method employs a processor that determines the traffic density along a road segment and maximizes traffic flow by creating a model. The key parameters are vehicle speed and traffic density, which are transmitted to vehicles. SUMMARY

[0005] The attached claims define this application. The present disclosure summarizes aspects of embodiments and may not be used to limit the claims. Other embodiments are considered in accordance with the techniques described herein, as will be apparent to the person skilled in the art upon review of the following drawings and detailed description, and these embodiments are intended to be within the scope of this application.

[0006] Exemplary embodiments for vehicle-to-vehicle cooperation for traffic guidance are disclosed. An exemplary cooperative vehicle includes an exemplary vehicle-to-vehicle communication module and an exemplary cooperative adaptive speed control module. The exemplary cooperative adaptive speed control module determines the location of a traffic cataract. The exemplary cooperative adaptive speed control module also coordinates with other cooperative vehicles to form a platoon of standard vehicles. Additionally, the exemplary cooperative adaptive speed control module coordinates with the other cooperative vehicles to move the formed platoon through the traffic cataract at a constant speed.

[0007] An exemplary procedure involves determining the location of a traffic cataract. This exemplary procedure also involves coordinating with other cooperative vehicles, using a vehicle-to-vehicle communication module, to form a platoon of standard vehicles. Additionally, the exemplary procedure involves coordinating with these other cooperative vehicles to move the formed platoon through the traffic cataract at a constant speed.

[0008] An exemplary tangible, computer-readable medium comprises instructions that, when executed, cause a vehicle to determine the location of a traffic cataract. Additionally, the instructions cause the vehicle to coordinate with other cooperative vehicles using a vehicle-to-vehicle communication module to form a platoon of standard vehicles. The exemplary instructions also cause the vehicle to coordinate with the other cooperative vehicles to move the formed platoon through the traffic cataract at a constant speed. BRIEF DESCRIPTION OF THE DRAWINGS

[0009] For a better understanding of the invention, reference is made to embodiments illustrated in the following drawings. The components in the drawings are not necessarily to scale, and associated elements may be omitted, or in some cases, proportions may be enlarged to highlight and clearly illustrate the novel features described herein. Furthermore, system components may be arranged in various ways, as is known in the field. In addition, corresponding parts in the different views of the drawings are identified by the same reference numerals. Fig. Figure 1 illustrates a cooperative vehicle designed for traffic control, operated in accordance with the teachings of this revelation. Fig. 2A-2E illustrate cooperative vehicles designed to direct traffic, guiding standard vehicles through a traffic cataract on the road. Fig. 3A and Fig. Figure 3B illustrates the cooperative vehicles designed to direct traffic to guide standard vehicles that cause an overflow on a driveway. Fig. 4 is a process that uses sensors from the cooperative vehicles 100 from Fig. 1 represents the traffic cataract on the road. Fig. 5 is a trace that includes the area detection sensors of the cooperative vehicle. Fig. 1 represents the traffic cataract on the road. Fig. Figure 6 is a block diagram of electronic components of the cooperative vehicle. Fig. 1. Fig. Figure 7 is a flowchart of a procedure for simplifying the guidance of traffic through a cataract on the road. Fig. Figure 8 is a flowchart of a procedure for the cooperative vehicles from Fig. 1 to cooperate in directing traffic through the traffic cataract. Fig. Figure 9 is a flowchart of a procedure for the cooperative vehicles from Fig. 1 to cooperate in order to move a platoon through the traffic cataract. DETAILED DESCRIPTION OF EXAMPLES OF EXECUTION

[0010] Although the invention can be implemented in various forms, some exemplary and non-limiting embodiments are shown in the drawings and described below. It is understood that the present disclosure is to be regarded as an explanation of the invention by means of examples and is therefore not intended to limit the invention to the specific embodiments illustrated. Human drivers generally prefer to maximize their individual driving time. However, when a traffic cataract is encountered, the priority shifts from individual driving time preferences to the group flow rate through the traffic cataract in order to benefit all drivers on the road. A traffic cataract, as used here, refers to a section of a multi-lane road where one or more lanes are blocked, causing at least one lane to merge into another.For example, a highway might have four lanes heading north, with two of the lanes blocked, causing the two blocked lanes to merge into the two unblocked lanes. As another example, a four-lane highway might normally have a flow rate of 24,000 vehicles per hour, and the traffic cataract might cause a section of the highway to have an ideal flow rate of 12,000 vehicles per hour. However, in such an example, the flow rate is reduced by the traffic cataract due to a lack of driver coordination. A better group flow rate depends on vehicles moving through the traffic cataract in a coordinated rhythm and at a speed consistent with safe driving.

[0011] Human drivers tend to accelerate too quickly and too late when the following distance increases, and to stop too quickly and too late when the following distance decreases. This creates density waves that travel upstream and prevent traffic from reaching a maximum flow rate. Upstream of the traffic cataract, vehicles move slowly as vehicles in closed lanes merge into the remaining open lanes. In this region, where vehicles merge from the blocked lanes to the free lanes, synchronous flow dominates. As used here, synchronous flow refers to (a) a continuous flow of traffic without significant stopping, and (b) synchronization of vehicle speeds across different lanes on a multi-lane road. As vehicles merge from closed lanes into the flow of open lanes, vehicles queuing in the open lanes are pushed backward.Synchronous flow can transition to congestion when traffic density increases and the speed of traffic flow decreases. For example, traffic may transition from free flow to synchronous flow a few miles before the traffic cataract. In such an example, traffic may transition from synchronous flow to congestion immediately before the traffic cataract.

[0012] Increasingly, vehicles equipped with vehicle-to-vehicle (V2V) communication modules can cooperate during transitions. These vehicles incorporate Cooperative Adaptive Cruise Control (CACC), which, for example, coordinates acceleration and deceleration to efficiently utilize road space in groups, prevent accidents, and warn each other of hazards on the road. As used here, vehicles with CACC are referred to as "cooperative vehicles." Vehicles without CACC are also referred to as "standard vehicles." As revealed below, the cooperative vehicles coordinate their movement to guide cooperative and standard vehicles through traffic cataracts. Cooperative vehicles guide in situations where they constitute a relatively small percentage (e.g., greater than or equal to three percent) of the vehicles around the traffic cataract.

[0013] The cooperative vehicles detect that there is a traffic cataract further ahead on the roadway. To detect the traffic cataract, (i) the cooperative vehicle detects the transition to synchronous flow, (ii) it receives a message from a cooperative vehicle that has passed through the traffic cataract, and / or (iii) it receives a notification from a navigation system. When the cooperative vehicles pass through the traffic cataract, they send a message containing the location of the traffic cataract and the direction of travel. For movement through the traffic cataract, the cooperative vehicles form standard vehicles into platoons. To form the platoons, (i) the cooperative vehicles coordinate to position themselves in all traffic lanes and (ii) move at a constant speed.This forces the standard vehicles into a synchronized flow between the rows of cooperative vehicles, preventing them from changing lanes. One or more of the cooperative vehicles lead a platoon of standard vehicles through the open lanes of the traffic cataract. The cooperative vehicles adjust the vehicles' speeds so that when the platoon reaches the traffic cataract, it is traveling at a speed consistent with safe driving while maintaining traffic flow. In this way, while individual vehicles wait to pass through the traffic cataract, the average waiting time for all vehicles is reduced.

[0014] Additionally, in some examples, cooperative vehicles coordinate to facilitate a Cooperatively Managed Merge and Pass (CMMP) system. The CMMP system makes it easier for certain drivers to merge into less congested lanes. Drivers with cooperative vehicles can choose to participate in the system, in which driving behavior is collectively tracked, recorded, and analyzed by themselves and other participating vehicles. This system would temporarily allow certain cooperative vehicles (sometimes called "consumer vehicles") to travel in less congested lanes at higher speeds and to merge and overtake freely when needed. Other participating cooperative vehicles (sometimes called "assistant vehicles") voluntarily occupy slower lanes to make it easier for the consumer vehicle to merge into their lanes and overtake as needed.The CMMP system operates with individual token-based transactions, where assistance vehicles and consumer vehicles agree to exchange cryptocurrency units (sometimes referred to as "CMMP tokens"). The CMMP tokens are used to validate and authorize a transaction in which, at the consumer vehicle's request, assistance vehicles either move into slower lanes themselves or allow the consumer vehicle to merge into and overtake them if necessary. Participating assistance vehicles receive CMMP tokens from the consumer vehicle. In some examples, the time allocated to the consumer vehicle's request is based on the number of CMMP tokens the consumer vehicle chooses to issue at that specific time.For example, a driver of a consumer vehicle who is running late for an appointment can request to overtake all participating assistance vehicles for a period of 10 minutes on a specific road or highway for 60 CMMP tokens, at a rate of 10 seconds of priority access per token.

[0015] Fig. Figure 1 illustrates a cooperative vehicle 100 designed for traffic guidance, operated in accordance with the teachings of this disclosure. The illustrated example also includes standard vehicles 102. The cooperative vehicle 100 can be a standard gasoline-powered vehicle, a hybrid vehicle, an electric vehicle, a fuel cell vehicle, and / or a vehicle type with any other propulsion system. Additionally, the cooperative vehicle 100 includes parts related to mobility, such as a powertrain with an engine, a transmission, a suspension, a drive shaft, and / or wheels, etc. The cooperative vehicle 100 is semi-autonomous (e.g., some routine driving functions are controlled by the cooperative vehicle 100) or autonomous (e.g., driving functions are controlled by the cooperative vehicle 100 without direct driver input).In the illustrated example, the cooperative vehicle includes 100 area detection sensors 104, a near range communication (DSRC) module 106 and a cooperative adaptive cruise control (CACC) module 108.

[0016] The area detection sensors 104 detect the areas and speeds of vehicles 100 and 102 around the cooperative vehicle 100. The exemplary area detection sensors 104 can include one or more cameras, ultrasonic sensors, sonar, LiDAR, radar, an optical sensor, or infrared devices. The area detection sensors 104 can be arranged in and around the cooperative vehicle 100 in a suitable manner. The area detection sensors 104 can all be the same or different. For example, the cooperative vehicle 100 can include many area detection sensors 104 (e.g., cameras, radar, ultrasonic, infrared, etc.) or only a single area detection sensor 104 (e.g., LiDAR, etc.).

[0017] The exemplary DSRC module 106 includes antenna(s), radio(s) and software for transmitting messages and establishing links between the cooperative vehicles 100, infrastructure-based modules (not shown) and mobile device-based modules (not shown). The DSRC module 106 includes a receiver for a global positioning system (GPS) and an inert navigation system (INS) for sharing the location of the cooperative vehicle 100 and for synchronizing the DSRC modules 106 of the various cooperative vehicles 100. Further information about the DSRC network and how the network can communicate with vehicle hardware and software is available in the June 2011 "Core System Requirements Specification (SyRS) Report" of the U.S. Department of Transportation (available at http: / / www.its.dot.gov / meetings / pdf / CoreSystem_SE_SyRS_RevA%20(2011-06-13)).(pdf), which is hereby incorporated in its entirety by reference, together with all documents listed on pages 11 to 14 of the SyRS report. DSRC systems can be installed on vehicles and at the roadside near infrastructure. DSRC systems that include infrastructure information are known as a "roadside" system. DSRC can be combined with other technologies, such as the Global Positioning System (GPS), Visible Light Communication (VLC), cellular communication, and short-range radar, which allow vehicles to communicate their position, speed, direction, relative position to other objects, and to exchange information with other vehicles or external computer systems. DSRC systems can be integrated with other systems, such as mobile phones. DSRC is an implementation of a vehicle-to-vehicle (V2V) or vehicle-to-vehicle (C2C) protocol.Any other suitable V2V / C2C implementation can also be used. Currently, the DSRC network is identified by the abbreviation DSRC or by its name. However, other names are sometimes used, usually related to a vehicle connectivity program or similar. The majority of these systems are either pure DSRC or a variation of the IEEE 802.11 radio standard. However, in addition to the pure DSRC system, dedicated wireless communication systems between cars, combined with GPS and based on an IEEE 802.11 wireless local area network protocol (such as 802.11p, etc.), are also intended to be covered.

[0018] The CACC module 108 simplifies coordination with other cooperative vehicles 100 via the DSRC module 106. As in Fig. Disclosed in documents 2A-2E, 3A and 3B, 4 and 5, (a) the CACC module 108 detects the location of a traffic cataract, (b) coordinates with other cooperative vehicles 100 to arrange the vehicles 100 and 102 into platoons, and (c) coordinates the platoons moving through the traffic cataract. The CACC module 108 controls the driving functions (e.g., steering, speed, lane changes, etc.) of the cooperative vehicle 100. Additionally, in some examples, the CACC module 108 simplifies the Cooperatively Managed Merge and Pass (CMMP) system by (i) detecting CMMP tokens available to the cooperative vehicle 100, (ii) requesting preferential lane access using the CMMP tokens, and (iii) granting and simplifying the requested preferential lane access in exchange for CMMP tokens.

[0019] Fig. Figures 2A-2E illustrate the cooperative vehicles 100, which are designed to direct traffic, to guide standard vehicles 102 through a traffic cataract 200 on road 202. In the illustrated example from Fig. In 2A, the cooperative vehicles 100 are inserted between the standard vehicles 102. The CACC module 108 of one or more of the cooperative vehicles 100 detects the traffic cataract 200. The CACC module 108 detects the traffic cataract 200 by (a) passing through the traffic cataract 200, (b) receiving a message from another cooperative vehicle 100 or an infrastructure-based beacon containing the location and direction of the traffic cataract 200, and (c) detecting the traffic flow transitioning into synchronous flow (see below). Fig. 4 and Fig. 5), and / or (d) receiving a notification from a navigation system (such as Waze™, Google Maps™, Apple Maps™, etc.) via an integrated cellular modem and / or a cellular device that is communicatively connected to the cooperative vehicle 100. In response to the detection of the traffic cataract 200, the CACC module 108 sends a message via the DSRC module 106 informing other cooperative vehicles 100 of the location and direction of the traffic cataract 200. For example, one of the cooperative vehicles 100 may not detect the traffic cataract 200 until it is moving through the traffic cataract 200. In such an example, the CACC module 108 can send the message informing other cooperative vehicles 100 of the location and direction of the traffic cataract 200, even though it may not otherwise be involved in directing traffic through the traffic cataract 200.

[0020] In the illustrated example from Fig. 2B coordinate the CACC modules 108 of the cooperative vehicles 100 to form platoons 204 with the standard vehicles 102. To form the platoons 204, the CACC modules 108 determine the location, speed, and traffic rate of the corresponding cooperative vehicle 100. The traffic rate is determined using the area detection sensors 104. The CACC modules 108 transmit the location, speed, and traffic rate of the corresponding cooperative vehicle 100. The CACC modules 108 exchange information to determine destination locations for each of the participating cooperative vehicles 100 and destination speeds for the participating cooperative vehicles 100 so that they reach their corresponding destination locations at substantially the same time. The destination locations (a) are aligned to all lanes of road 202 that block traffic, and (b) determine the platoons 204.For example, if road 202 has four lanes traveling in one direction, the destination locations can be selected to form sets of four platoons 204 (e.g., one platoon 204 per lane per set). The destination locations are selected such that the spacing and density of the standard vehicles 102 in the platoons 204 prevent the standard vehicles 102 from changing lanes. The CACC modules 108 of the participating cooperative vehicles 100 cause the cooperative vehicles 100 to move slowly at the speed of the vehicles 100 and 102 entering the traffic cataract 200. Additionally, if one of the participating cooperative vehicles 100 needs to change lanes to reach its supported destination location, the other participating vehicles 100 maneuver to facilitate the lane change for that one of the participating cooperative vehicles 100.

[0021] In the illustrated example from Fig. 2C, the CACC modules 108 of the cooperative vehicles 100 align themselves on all lanes blocking traffic, leaving a small gap between the cooperative vehicles 100 leading the platoons 204 and the vehicles 100 and 102 currently traversing the traffic cataract 200. The CACC modules 108 select a number of platoons 204 corresponding to the number of lanes available due to the traffic cataract 200. For example, if the traffic cataract narrows road 202 to two lanes, the CACC modules 108 can each select two platoons 204 to move. In some examples, the platoons 204 are selected based on waiting time. In some such examples, the platoons 204 are selected to minimize the average waiting time of vehicles 100 and 102 with respect to movement through traffic cataract 200.For example, if traffic cataract 200 reduces road 202 from three lanes to two lanes, the CACC modules 108 can form three platoons 204 (e.g., an A platoon, a B platoon, and a C platoon). In such an example, the CACC modules 108 can coordinate to move two of the platoons 204 at a time through traffic cataract 200 by (1) first selecting the A platoon and the B platoon, (2) second selecting the B platoon and the C platoon, and (3) third selecting the C platoon and the A platoon.

[0022] In the illustrated example from Fig. 2D coordinates the CACC modules 108 so that the platoon(s) 204 behind the platoon(s) 204 selected to move through the traffic cataract 200 moves at the same speed as the departing platoon(s) 204, in order to fill the area left behind by the departing platoon(s) 204, without allowing any of the standard vehicles 102 in another platoon 204 to join the lane. In the illustrated example from Fig. 2E coordinates the CACC modules 108 to move the platoons 204 further through the traffic cataract 200. The CACC modules 108 continue to coordinate until either (a) there are not enough cooperative vehicles 100 to further direct the traffic, or (b) the traffic density develops such that the vehicles 100 and 102 can flow freely (e.g., the flow is not synchronized) through the traffic cataract 200.

[0023] Fig. 3A and Fig. Figure 3B illustrates the cooperative vehicles 100, which are designed to direct traffic, to guide the standard vehicles 102 that cause a backflow on an on-ramp 302. Backflow causes traffic to stop on other roads by creating blockages on those roads when the vehicles 100 and 102 attempt to enter road 202 from the on-ramps 302. In this way, the traffic cataract 200 can cause traffic to flow around road 202 on side streets.

[0024] In the illustrated example from 3A, the cooperative vehicles 100 are inserted between the standard vehicles 102. Additionally, return vehicles 300 waiting at the on-ramp 302 (e.g., due to the traffic cataract 200) cause traffic on a secondary lane 304. When the traffic cataract 200 is near the on-ramp 302, the CACC modules 108 coordinate the platoons 204 to accommodate the overflow vehicles 300. As illustrated in example 3B, when the CACC modules 108 coordinate to move the selected platoons 204 through the traffic cataract 200, the CACC modules 108 facilitate for one or more of the overflow vehicles 300 to join the platoon(s) 204 already moving through the traffic cataract 200. The CACC modules 108 move the participating cooperative vehicles 100, so that standard vehicles 102 in the other platoons 204 do not join one of the lanes of the moving platoon 204.For example, if the two platoons 204 are moving along the side of road 202 with on-ramp 302, the CACC modules 108 can coordinate so that platoon 204 behind the moving platoon 204 moves into the lane in a middle lane, while platoon 204 behind the moving platoon 204 stops in the outer lane to allow the overflow vehicles 300 to enter the lane.

[0025] Fig. 4 is a course 400, the sensors of the cooperative vehicles 100 from Fig. 1, 2A-2E, and 3A and 3B represent the traffic cataract 200 on road 202. The CACC module 108 determines that the traffic cataract 200 is ahead when the CACC module 108 detects a transition from free flow to synchronous flow. In the illustrated example, the CACC module 108 determines (a) a traffic interval (e.g., the distance between the cooperating vehicle 100 and the vehicle ahead) and (b) an amount by which the traffic interval increases or decreases (sometimes referred to as the "delta traffic interval"). The trace 400 associates the traffic interval and the delta traffic interval with the traffic flow model (e.g., free flow, transition to synchronous flow, synchronous flow, transition to congestion, and congestion). In the first region 402 of route 400, vehicles 100 and 102 are in a free flow. In this free flow, vehicles 100 and 102 move within the speed limit without significant braking (e.g.,...).B. the traffic interval is uncorrelated with speed).

[0026] In a second region 404 of route 400, vehicles 100 and 102 transition from free flow to synchronous flow. Synchronous flow is characterized by a continuous flow of traffic without significant stopping and synchronization of vehicle speeds across different lanes on a multi-lane road. In the second region, the traffic interval is reduced, and vehicles 100 and 102 begin to synchronize their speeds. When cooperative vehicle 100 is in the second region 404, the CACC module 108 determines that traffic cataract 200 is located in front of cooperative vehicle 100.

[0027] In a third region 406 of route 400, vehicles 100 and 102 are in synchronous flow. Vehicles 100 and 102 can abruptly transition from free flow to synchronous flow. When cooperative vehicle 100 is in the third region 406, CACC module 108 determines that traffic cataract 200 is located in front of cooperative vehicle 100.

[0028] In a fourth region 408 of the route, vehicles 100 and 102 are blocked. Being blocked is characterized by intermittent movement (e.g., moving short distances with frequent stops). If the cooperative vehicle 100 is in the third region 406, the CACC module 108 determines that traffic cataract 200 is likely imminent. In a fifth region 410 of route 400, vehicles 100 and 102 have come to a standstill.

[0029] Fig. 5 is a course 500, which includes the area detection sensors 104 of the cooperative vehicle 100. Fig. Figure 1 represents the traffic cataract 200 on road 202. In some examples, the CACC module 108 includes a lane change assist feature. The lane change assist, in conjunction with lane change sensors (e.g., cameras, ultrasonic sensors, radar, etc.), uses a gap assumption model to determine when it is safe for the cooperating vehicle 100 to change lanes. The gap assumption model determines, based on the speeds of vehicles 100 and 102 in the target lane, when there is an acceptable gap for the cooperating vehicle 100 to change lanes. The lane change assist periodically determines whether it is safe to change lanes. The trace 500 associates a gap availability rate with the traffic flow models (e.g., free flow, synchronous flow, blocked, etc.). The trace 500 shows when the lane change assist determines that it is safe and unsafe to change lanes.

[0030] Additionally, the curve 500 represents a traffic flow rate line 502. When it is safe to change lanes, the traffic flow rate line 502 increases. Conversely, the traffic flow rate line 502 decreases when it is unsafe to change lanes. If the traffic flow rate line 502 remains below a threshold value 504 for a period of time (e.g., thirty seconds, one minute, etc.), the CACC module 108 determines that vehicles 100 and 102 are in synchronous flow.

[0031] Fig. Figure 6 is a block diagram of electronic components 600 of the cooperative vehicle 100. Fig. 1. In the illustrated example, the electronic components 600 include the DSRC module 106, the CACC module 108, sensors 602, electronic control units (ECUs) 604 and a vehicle data bus 606.

[0032] The CACC module 108 comprises a processor or controller 608 and a memory 610. The processor or controller 608 may be any suitable processing device or set of processing devices, such as, but not limited to: a microprocessor, a microprocessor-based platform, a suitable integrated circuit, one or more field-programmable gate arrays (FPGAs), and / or one or more application-specific integrated circuits (ASICs). The memory 610 may be volatile memory (e.g., RAM, which may include non-volatile RAM, magnetic RAM, ferroelectric RAM, and any other suitable forms); non-volatile memory (e.g., disk memory, FLASH memory, EPROMs, EEPROMs, memristor-based non-volatile semiconductor memory, etc.); immutable memory (e.g., EPROMs), read-only memory, and / or high-capacity storage devices (e.g., hard disks, solid-state drives, etc.).). In some examples, the memory 610 includes several types of memory, in particular volatile memory and non-volatile memory. The memory 610 is a computer-readable medium on which one or more sets of instructions, such as the software for executing the methods of this disclosure, may be embedded. The instructions may implement one or more of the methods or logic as described herein. In a particular embodiment, the instructions may, during execution, reside wholly or at least partially within any one or more of the memory 610, the computer-readable medium, and / or the processor 608. The terms "non-transient computer-readable medium" and "computer-readable medium" are to be understood as including a single medium or multiple media, such as, for example,A centralized or distributed database and / or associated caches and servers on which one or more sets of instructions are stored. The terms "non-transitory computer-readable medium" and "computer-readable medium" also include any tangible medium capable of storing, encrypting, or carrying a set of instructions for execution by a processor, or capable of causing a system to perform any one or more of the methods or operations disclosed herein. As used herein, the term "computer-readable medium" is expressly defined to include any type of computer-readable storage device and / or storage disk and to exclude signal propagation.

[0033] The sensors 602 can be arranged in and around the cooperative vehicle 100 in any suitable manner. The sensors 602 can be mounted to measure properties around the exterior of the cooperative vehicle 100. Additionally, some sensors 602 can be mounted inside the cabin of the cooperative vehicle 100 or in the body of the cooperative vehicle 100 (such as the engine compartment, wheel wells, etc.) to measure properties inside the cooperative vehicle 100. For example, such sensors 602 can include accelerometers, odometers, speedometers, pitch and yaw sensors, microphones, tire pressure sensors, and biometric sensors, etc. In the illustrated example, the sensors 602 include the area detection sensors 104. The sensors 602 can also include, for example, cameras and / or speed sensors (e.g., tire speed sensors, drive shaft sensors, etc.).

[0034] The ECUs 604 monitor and control the subsystems of the cooperative vehicle 100. The ECUs 604 communicate and exchange information via a vehicle data bus (e.g., the vehicle data bus 606). Furthermore, the ECUs 604 can transmit properties (such as ECU 604 status, sensor readings, control state, fault and diagnostic codes, etc.) to other ECUs 604 and / or receive requests from them. Some cooperative vehicles 100 may have seventy or more ECUs 604 located at various points around the cooperative vehicle 100 and communicatively coupled to the vehicle data bus 606. The ECUs 604 are discrete sets of electronic components that include their own circuitry (such as integrated circuits, microprocessors, RAM, data storage, etc.) and firmware, sensors, actuators, and / or mounting elements.In the illustrated example, the ECUs 604 include parts that simplify the control of the driving functions of the cooperative vehicle 100 by the CACC module 108, such as a brake control unit, a throttle control unit, a transmission control unit and a steering control unit.

[0035] The vehicle data bus 606 provides communication between the DSRC module 106, the CACC module 108, the sensors 602, and the ECUs 604. In some examples, the vehicle data bus 606 includes one or more data buses. The vehicle data bus 606 can be implemented according to a Controller Area Network (CAN) bus protocol as defined by the International Organization for Standardization (ISO) 11898-1, a Media-Oriented Systems Transport (MOST) bus protocol, a CAN Flexible Data (CAN FD) bus protocol (ISO 11898-7), a K-line bus protocol (ISO 9141 and ISO 14230-1), and / or an Ethernet™ bus protocol IEEE 802.3 (from 2002 onwards), etc.

[0036] Fig. Figure 7 is a flowchart of a procedure for simplifying the guidance of traffic by a traffic cataract 200 on road 202. Initially, the CACC module 108 detects synchronous traffic flow from one or more of the cooperative vehicles 100 at block 702. In some examples, the CACC module 108 detects the synchronous traffic flow as outer lines in the paths 400 and 500 of the preceding Fig. 4 and Fig. 5. At Block 704, the CACC module 108 establishes communication with the other cooperative vehicles 100 via the DSRC module 106. At Block 706, the CACC module 108 determines the location of the traffic cataract 200. In some examples, the CACC module 108 receives the location from a message from a cooperative vehicle 100 that has passed through the traffic cataract 200 and / or a notification from a navigation system. Alternatively or additionally, in some examples, the CACC module 108 estimates the location based on the detection of the transition to synchronous flow. At Block 708, the CACC module 108 coordinates with other cooperative vehicles 100 to form platoons 204 with the standard vehicles 102. An exemplary procedure for coordinating with other cooperative vehicles 100 to form platoons 204 with the standard vehicles 102 is described below in conjunction with Fig. 8 disclosed. At Block 710, the CACC module 108 coordinates with other cooperative vehicles 100 to move the platoons 204 through the traffic cataract 200. An exemplary procedure for coordinating with other cooperative vehicles 100 to move the platoons 204 through the traffic cataract 200 is described below in conjunction with Fig. 8 revealed.

[0037] Fig. Figure 8 is a flowchart of a procedure for the cooperative vehicles 100 from Fig. 1 to cooperate to direct traffic through traffic cataract 200. In the illustrated example, the procedure involves four cooperative vehicles 100a-100d. Any number of cooperative vehicles 100 can be used. Initially, at block 802, a first cooperative vehicle 100a transmits its location and traffic interval. At block 804, a second cooperative vehicle 100b transmits (a) the larger of its own traffic interval or the traffic interval received from the first cooperative vehicle 100a, and (b) its location and the location received from the first cooperative vehicle 100a. At block 806, a third cooperative vehicle 100c transmits (a) the larger of its own traffic interval or the traffic interval received from the second cooperative vehicle 100b, and (b) its location and the locations received from the second cooperative vehicle 100b.At block 808, a fourth cooperative vehicle 100d compares its own service interval with the service interval received from the third cooperative vehicle 100c. At block 810, the fourth cooperative vehicle 100d determines destination positions for cooperative vehicles 100a-100d based on (a) the larger of the service intervals compared at block 808, and (b) the locations of cooperative vehicles 100a-100d. At block 812, the fourth cooperative vehicle 100d transmits (a) the destination positions determined at block 810 and (b) a time interval by which cooperative vehicles 100a-100d must be at the destination positions. The procedure is continued at blocks 814, 816, 818, and 820.

[0038] At block 814, the first cooperative vehicle 100a adjusts its acceleration (e.g., increases or decreases) to arrive at the target position specified for the first cooperative vehicle 100a within the specified time interval. At block 816, the second cooperative vehicle 100b adjusts its acceleration (e.g., increases or decreases) to arrive at the target position specified for the second cooperative vehicle 100b within the specified time interval. At block 818, the third cooperative vehicle 100c adjusts its acceleration (e.g., increases or decreases) to arrive at the target position specified for the third cooperative vehicle 100c within the specified time interval. At block 820, the fourth cooperative vehicle 100d adjusts its acceleration (e.g., increases or decreases) to arrive at the target position specified for the fourth cooperative vehicle 100d within a specific time interval.At blocks 822, 824, 826 and 828, the cooperative vehicles 100a-100d wait until the other cooperative vehicles 100a-100d are at their respective target positions.

[0039] Fig. Figure 9 is a flowchart of a procedure for the cooperative vehicles 100 from Fig. 1. To cooperate in order to move a platoon 204 through traffic cataract 200. Initially at block 902, the CACC modules 108 of the participating cooperative vehicles 100 select the participating cooperative vehicles 100 that are located at the position(s) closest to traffic cataract 200. At block 904, the CACC modules 108 of the participating cooperative vehicles 100 select which platoon(s) 204 at the position(s) closest to traffic cataract 200 should move through the cataract. The number of platoons 204 to be moved is based on the number of open lanes through traffic cataract 200. The selection of the platoon(s) 204 at the position(s) closest to traffic cataract 200 that are to be moved is based, for example, on reducing the average waiting time of vehicles 100 and 102 that are to be moved through traffic cataract 200.The procedure will continue with blocks 906 and 908.

[0040] At Block 906, the CACC modules 108 coordinate to allow the platoon(s) 204 selected at Block 904 to proceed through traffic cataract 200, led by appropriate participating cooperative vehicles 100. The leading participating cooperative vehicle(s) 100 adjusts the speed of platoon(s) 204 so that platoon(s) 204 crosses traffic cataract 200 at a constant speed. At block 908, the CACC modules coordinate 108 to allow the platoon(s) 204 located behind the platoon(s) 204 moving at block 906 to move in order to fill the lane vacated by the moving platoon(s) 204.The leading participating cooperative vehicle(s) 100 adjusts the speed of platoon(s) 204 so that platoon(s) 204 moves into the cleared section of lane(s) without allowing standard vehicles 102 from other platoons 204 to move into the cleared spaces. At block 910, the CACC modules 108 wait until platoon(s) 204 has moved through traffic cataract 200 and the platoon(s) 204 moving into the cleared lane are in position to facilitate more platoon(s) 204 crossing traffic cataract 200. The procedure then returns to block 902.

[0041] The flowcharts from Fig. 7, Fig. 8 and Fig. 9 are representative of machine-readable instructions stored in the memory (such as memory 610). Fig. 6) are stored and comprise one or more programs which, when executed by a processor (such as the 608 processor from Fig. 6) cause the cooperative vehicle 100 to select the exemplary CACC module 108 from Fig. 1 and Fig. 6 to implement. Although the exemplary program(s) with regard to the in Fig. 7, Fig. 8 and Fig. While the nine illustrated flowcharts describe one or more methods, many other approaches can alternatively be used to implement the exemplary CACC module 108. For example, the order in which the blocks are executed can be changed, and / or some of the described blocks can be modified, omitted, or combined.

[0042] In this application, the use of disjunction should include conjunction. The use of definite or indefinite articles should not indicate cardinality. In particular, a reference to "the" object or "a" object should also refer to one of a possible multitude of such objects. Furthermore, the conjunction "or" can be used to express features that are present simultaneously, rather than mutually exclusive alternatives. In other words, the conjunction "or" should be understood as including "and / or." The expressions "includes," "containing," and "include" are inclusive and have the same scope as "comprises," "comprising," and "encompassing," respectively.

[0043] The embodiments described above, and in particular any "preferred" embodiments, are possible examples of implementations and are presented solely for the purpose of clearly understanding the principles of the invention. Many variations and modifications can be made to the embodiment(s) described above without substantially departing from the spirit and principles of the techniques described herein. All such modifications are hereby included within the scope of this disclosure and protected by the following claims.

Claims

[1] Cooperative vehicle, comprising: a vehicle-to-vehicle communication module; and a cooperative adaptive speed control module for: Determining the location of a traffic cataract; Coordinate with other cooperative vehicles to position themselves across multiple traffic lanes; Coordinate with other cooperative vehicles to form a platoon of standard vehicles; and Coordinate with the other cooperative vehicles to move the formed platoon through the traffic cataract at a constant speed. [2] Cooperative vehicle according to claim 1, wherein the standard vehicles are not equipped with a vehicle-to-vehicle communication module. [3] Cooperative vehicle according to claim 1, wherein the cooperative adaptive speed control module is intended to detect the presence of the traffic cataract. [4] Cooperative vehicle according to claim 3, wherein, in order to detect the presence of the traffic cataract, the cooperative adaptive speed control module is to detect the traffic transitioning from a free flow state to a synchronous flow state. [5] Cooperative vehicle according to claim 4, wherein, in order to detect traffic transitioning from the free flow state to the synchronous flow state, the cooperative adaptive speed control module is to track the route traveled and any change in the route traveled. [6] Cooperative vehicle according to claim 4, wherein, in order to detect traffic transitioning from the free flow state to the synchronous flow state, the cooperative adaptive speed control module shall track a gap availability rate. [7] Cooperative vehicle according to claim 1, wherein, in order to coordinate with the other cooperative vehicles to form the platoon of standard vehicles, the cooperative adaptive speed control module in conjunction with the other cooperative vehicles shall determine a target location and a target time period for the cooperative vehicle. [8] Cooperative vehicle according to claim 7, wherein the cooperative adaptive speed control module is to adjust the speed of the cooperative vehicle in order to reach the target location within the target time period. [9] Cooperative vehicle according to claim 1, wherein, to determine the location of the traffic cataract, the cooperative adaptive speed control module shall receive a message from another cooperative vehicle that has passed through the traffic cataract via the vehicle-to-vehicle communication module, the message containing the location of the traffic cataract. [10] Method for controlling a cooperative vehicle, comprising: Determine, using a processor, the location of a traffic catastrophe; Coordinate with other cooperative vehicles to position themselves across multiple traffic lanes; Coordinate, using a vehicle-to-vehicle communication module, with other cooperative vehicles to form a platoon of standard vehicles; and Coordinate with the other cooperative vehicles to move the formed platoon through the traffic cataract at a constant speed. [11] Method according to claim 10, wherein the standard vehicles are not equipped with a vehicle-to-vehicle communication module. [12] Method according to claim 10, comprising detecting the presence of a traffic cataract. [13] Method according to claim 12, wherein detecting the presence of the traffic cataract includes detecting traffic transitioning from a free flow state to a synchronous flow state. [14] Method according to claim 13, wherein the detection of the traffic transitioning from the free flow state to the synchronous flow state includes tracking the route and changing the route. [15] Method according to claim 13, wherein detecting the traffic transitioning from the free flow state to the synchronous flow state involves tracking a rate of gap availability.

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