Collision warnings based on intersection information in map messages

Abstract

The pedestrian collision warning system includes a transceiver, a memory, and a control module. The transceiver receives a PSM and a map message at the vehicle. The memory stores map data. The control module identifies an expected collision box where a vehicle and a pedestrian are expected to exist simultaneously based on the message, determines a most likely path for the vehicle to pass through the intersection from among a plurality of possible intersection paths based on the map data and the map message, determines whether a vehicle and a pedestrian are likely to exist simultaneously in the expected collision box based on the most likely path for the vehicle and the expected collision box, and warns a vehicle occupant or a pedestrian of a possible collision in response to determining that a vehicle and a pedestrian are likely to exist simultaneously in one expected collision box.

Description

Cross - reference to related applications

[0001] This application claims priority to U.S. Non - Provisional Application No. 17 / 710361, filed Mar. 31, 2022, the entire disclosure of which is incorporated herein by reference.

Technical Field

[0002] The present disclosure relates to a vehicle path tracking and broadcast system.

Background Art

[0003] The background description provided herein is for the purpose of generally indicating the background of the present disclosure. The achievements of the inventors named herein are not admitted as prior art at the time of filing, either explicitly or implicitly, in the same way as the features of this specification that are not admitted as prior art to the present disclosure, insofar as they are described in this background art section.

[0004] Vehicle - to - everything (V2X) systems implement vehicle - to - vehicle (V2V) communication and vehicle - to - infrastructure (V2I) communication. In a V2X system, a map message including data indicating the paths of vehicles on roads and between intersections can be transmitted. The above - mentioned map message can be transmitted from a roadside unit (RSU) and received by a vehicle. The vehicle can utilize the map data for positioning and navigation purposes and / or for the purpose of avoiding collisions with other vehicles and / or objects.

Summary of the Invention

[0005] This section provides a general summary of the present disclosure and does not disclose the full scope or all features thereof comprehensively.

[0006] The remote station of this disclosure includes a transceiver, memory, and a control module. The memory is configured to store (i) a plurality of reference static routes for vehicles passing through an intersection, and (ii) map data. The control module is configured to acquire road obstruction information based on the reference static routes and map data, determine whether the road obstruction information affects one or more reference static routes for vehicles passing through the intersection, update one or more reference static routes based on the road obstruction information, and broadcast a map message via the transceiver indicating the updated one or more reference static routes.

[0007] In other features, the reference static path is the predicted path of a vehicle passing through an intersection, from the entry lane to the exit lane. In other features, the reference static path includes two-dimensional or three-dimensional path information. In other features, the control module is configured to determine at a predetermined frequency whether road obstruction information affects any of the multiple reference static paths.

[0008] In other features, the control module is configured to determine a dynamic path based on camera data, other sensor data, and at least one of basic safety messages, compare the dynamic path with a reference static path, and update the reference static path based on the result of the comparison between the dynamic path and the reference static path. In other features, the dynamic path is the actual path of a vehicle passing through an intersection, from the entry lane heading towards the intersection to the exit lane heading out of the intersection.

[0009] In other features, road obstruction information includes at least one of lane closure information and road closure information. In other features, road obstruction information also includes accident information. In other features, road obstruction information also includes road repair information. In other features, remote stations are implemented as intersection cameras, traffic lights, RSUs, cloud-based servers, backend servers, or edge computing devices.

[0010] Other features include the control module being configured to connect to one or more intersection cameras, track the movement of vehicles passing through the intersection based on signals from one or more intersection cameras, and update the reference static path based on the tracked vehicle movements.

[0011] In other features, the transceiver communicates with one or more intersection cameras via Ethernet, LTE (Long-Term Evolution), 5G, or Wi-Fi.

[0012] In other features, the remote station further includes a camera configured to acquire images of the intersection. The control module is configured to track the movement of vehicles passing through the intersection based on the captured images and to update the reference static path based on the tracked vehicle movements.

[0013] In other features, the control module is configured to (i) connect to a cloud-based server, edge computing device, or backend server to collect images from one or more cameras that track vehicles passing through intersections, and (ii) update a reference static route based on the movement of the tracked vehicles.

[0014] In other features, the control module is configured to (i) receive images from a camera having a field of view that covers at least a portion of the intersection, (ii) convert the positions of objects within the intersection into 3D global position system coordinates based on the images, and (iii) update the reference static path based on the 3D global position system coordinates.

[0015] In other features, the control module is configured to tag vehicle data, track the vehicle's path through the intersection from the entry lane to the exit lane, determine the vehicle's speed and yaw rate through the intersection, calculate the 3D vehicle position within the intersection and across multiple frames based on the tracked vehicle path and vehicle speed and yaw rate, and update the reference static route based on the 3D vehicle position. In other features, the control module is configured to receive basic safety messages from one or more vehicles and update the reference static route based on the basic safety messages.

[0016] In other features, the control module is configured to receive data from one or more cameras having a field of view covering at least a portion of the intersection; to merge the data received from one or more cameras with data in a basic safety message to generate an aggregate dataset; and to update a reference static route based on the aggregate dataset which includes at least one of either a node list of the paths of one or more vehicles passing through the intersection or the radius of curvature.

[0017] In other features, a remote station including a transceiver, memory, and a control module is disclosed. The memory is configured to store multiple reference static routes and multiple dynamic routes of a vehicle passing through an intersection, wherein the reference static route refers to at least one of a predetermined past route, an averaged route, or a route that has actually been used, and the dynamic route refers to a currently detected route. The control module is configured to (i) compare the dynamic route with the reference static route, (ii) determine whether there is a statistical significance between the dynamic route and the reference static route, (iii) broadcast a first map message indicating the dynamic route via the transceiver if there is a statistical significance between the dynamic route and the reference static route, and (iv) broadcast a second map message indicating the reference static route via the transceiver if there is no statistical significance between the dynamic route and the reference static route.

[0018] In other features, the control module is configured to generate a set of nodes or turning radius by averaging the trajectories of multiple vehicles and to determine one of multiple dynamic paths. In other features, statistical significance between a dynamic path and a baseline static path is considered to exist when the difference between the dynamic path and the baseline static path is greater than a predetermined amount. In other features, statistical significance between a dynamic path and a baseline static path is considered to exist when at least a portion of the dynamic path deviates from the baseline static path by a predetermined amount or more. In other features, statistical significance between a dynamic path and a baseline static path is considered to exist when the average difference between the multiple nodes constituting one dynamic path and the multiple nodes constituting one baseline static path exceeds a predetermined amount. In other features, statistical significance between a dynamic path and a baseline static path is considered to exist when the rate of difference between the multiple nodes constituting one dynamic path and the multiple nodes constituting one baseline static path exceeds a predetermined value.

[0019] In other features, the control module is configured to adjust the window period for tracking a vehicle to determine a dynamic path. In other features, the control module is configured to adjust the frequency of averaging the vehicle's trajectory to determine an averaged dynamic path, and to broadcast a map message containing the averaged dynamic path if the difference between the averaged dynamic path and at least one reference static path is statistically significant.

[0020] In other features, the map message includes intersection box route data indicating the position of vehicles within the intersection. In other features, the map message is a V2X type map message.

[0021] In other features, the control module is configured to acquire map data and road obstruction information, determine whether the road obstruction information affects one or more reference static routes of vehicles passing through an intersection based on the reference static routes and map data, update one or more reference static routes based on the road obstruction information, and broadcast a third map message via a transceiver indicating the updated one or more reference static routes.

[0022] In other features, a remote station including a transceiver, memory, and a control module is disclosed. The memory is configured to store first route data for vehicles passing through an intersection. The control module is configured to (i) receive at least one of road obstruction information or current vehicle route information, (ii) update the first route data based on at least one of the road obstruction information and current vehicle route information, and (iii) broadcast a first map message via the transceiver, the map message including a first data element defining a vehicle route through an intersection.

[0023] In other features, the map message is a V2X type map message. In other features, the first data element includes at least one of the following: (i) the radius of curvature of the path passing through the intersection, (ii) a list of nodes of the location of the path passing through the intersection, and (iii) the latitude and longitude coordinates of points along the path passing through the intersection.

[0024] In other features, a map message includes a generic lane frame containing a second data element and one connection frame. The connection frame contains multiple connection frames, one of which contains an intersection route frame.

[0025] In other features, the second data element includes two or more of (i) a frame identifier, (ii) a name, (iii) a lane attribute, (iv) an entry approach, (v) an exit approach, (vi) an operation, or (vii) a node list. In other features, the map message has a tree structure including (i) a general lane frame in the first layer of the tree structure, (ii) a second data element and a connection frame in the second layer of the tree structure, (iii) a connection frame in the third layer of the tree structure, (iv) an intersection route frame in the fourth layer of the tree structure, and (v) a first data element in the fifth layer of the tree structure.

[0026] As another feature, the first route data includes a reference static route. The control module is configured to (i) receive road obstacle information and (ii) update the first route data based on the road obstacle information.

[0027] In other features, the road obstacle information includes at least one of lane closure information, stop information, accident information, and road repair information.

[0028] As another feature, the first route data includes a reference static route and a dynamic route. The control module is configured to (i) compare the current vehicle route information with the reference static route, (ii) determine whether there is statistical significance between the current vehicle route information and the reference static route, (iii) broadcast, using a transceiver, a first map message indicating the current vehicle route information in response to there being statistical significance between the current vehicle route information and the reference static route, and (iv) broadcast, via the transceiver, a second map message indicating the reference static route in response to there being no statistical significance between the current vehicle route information and the reference static route.

[0029] In other features, a remote station including a transceiver, a memory, and a control module is provided. The memory is configured to store first route data of vehicles passing through an intersection. The control module is configured to (i) receive at least one of road obstacle information or current vehicle route information, (ii) update the first route data based on at least one of road obstacle information or current vehicle route information, and (iii) broadcast a map message including the updated first route data via the transceiver. The map message includes: (a) a connection frame including an intersection route frame identifier connector to an intersection route frame in the map message, and (ii) an intersection route frame including a first data element defining a vehicle route passing through the intersection.

[0030] In other features, the map message is a V2X type map message. In other features, the first data element includes at least one of (i) the radius of curvature of the route passing through the intersection, (ii) a node list of the position of the route passing through the intersection, and (iii) the latitude and longitude coordinates of points along the route passing through the intersection.

[0031] In other features, the map message includes a general lane frame including a second data element and one connection frame. The connection frame includes a plurality of connection frames, and one connection frame includes an intersection route frame identifier connector. In other features, the intersection route frame identifier connector refers to an intersection route frame that is one of a plurality of frames of the general lane frame.

[0032] In other features, the map message has a tree structure including: (i) a general lane frame in the first layer of the tree structure, (ii) a second data element, a connection frame, and an intersection route frame in the second layer of the tree structure, (iii) a connection frame in the third layer of the tree structure, (iv) an intersection route frame identifier, and a first data element in the fourth layer of the tree structure separated from the intersection route frame identifier.

[0033] In other features, the second set of data elements includes two or more of the following: (i) frame identifier, (ii) name, (iii) lane attribute, (iv) entry approach, (v) exit approach, (vi) operation, or (vii) node list. In other features, the first route data includes a base static route. The control module is configured to (i) receive road obstruction information and (ii) update the first route data based on the road obstruction information. In other features, the road obstruction information includes at least one of lane closure information, road closure information, accident information, and road repair information.

[0034] Other features include the first route data, which includes a reference static route and a dynamic route. The control module is configured to (i) compare the current vehicle route information with the reference static route, (ii) determine whether there is a statistically significant difference between the current vehicle route information and the reference static route, (iii) broadcast a first map message indicating the current vehicle route information via the transceiver in response to a statistically significant difference between the current vehicle route information and the reference static route, and (iv) broadcast a second map message indicating the reference static route via the transceiver in response to no statistically significant difference between the current vehicle route information and the reference static route.

[0035] Other features disclosed include a route prediction system comprising a transceiver, memory, and a control module. The transceiver is configured to receive map messages in a host vehicle, which include route information for a vehicle passing through an intersection. The memory is configured to store map data, which includes global positioning satellite system information. The control module is configured to (i) determine, based on the map data, whether a host vehicle is in or approaching an intersection; (ii) in response to the determination that the host vehicle is in or approaching an intersection, predict the route of the host vehicle through the intersection based on the route information; and (iii) perform at least one collision warning action based on the predicted route of the host vehicle.

[0036] In other features, the control module is configured to predict the host vehicle's route based on at least one of a node list of vehicle routes through intersections and the radius of curvature, and the latitude and longitude of the center point of the radius of curvature. The map message includes at least one of a node list of vehicle routes through intersections and the radius of curvature.

[0037] In other features, the control module is configured to predict a path independently of the host vehicle's speed and yaw rate. In other features, the control module is configured to (i) obtain at least one of the speed and yaw rate of a vehicle in an intersection, and (ii) predict the host vehicle's path based on at least one of the host vehicle's speed and yaw rate in an intersection.

[0038] In other features, the control module is configured to perform at least one of a forward collision warning action and a pedestrian collision warning action based on the predicted path of the host vehicle. In other features, the control module is configured to determine the location of the host vehicle based on global positioning satellite system information, generate a basic safety message indicating the location of the host vehicle, and transmit the basic safety message.

[0039] In other features, the control module is configured to (i) determine whether the host vehicle's map data includes at least one of a list of nodes for vehicle routes through intersections and radii of curvature, and (ii) predict the host vehicle's route using the map data in response to the map data including at least one of a list of nodes for vehicle routes through intersections and radii of curvature.

[0040] In other features, the control module is configured to predict the host vehicle's path based on at least one of the host vehicle's speed and yaw rate, in response to the map data not containing either a node list of vehicle paths through intersections or radii of curvature.

[0041] In other features, the control module is configured to generate basic safety messages based on the host vehicle's predicted path, in response to the map data including at least one of a list of vehicle paths through intersections and radii of curvature.

[0042] Other features include the control module being configured to (i) determine whether the host vehicle has left the intersection, and (ii) in response to the host vehicle leaving the intersection, to transition from predicting the host vehicle's route based on map data to predicting the host vehicle's route based on at least one of the host vehicle's speed and yaw rate. Other features include the map messages being received from roadside units monitoring the intersection.

[0043] Other features disclosed include a route prediction system comprising a transceiver, memory, and a control module. The transceiver is configured to receive map messages in a host vehicle, which include route information for a vehicle passing through an intersection. The memory is configured to store map data including global positioning satellite system information. The control module is configured to (i) determine, based on the map data, whether a host vehicle is in or approaching an intersection; (ii) in response to the determination that the host vehicle is in or approaching an intersection, predict the route of the host vehicle through the intersection based on the route information; and (iii) determine the location of the host vehicle based on the predicted route of the host vehicle, generate a basic safety message indicating the location of the host vehicle, and transmit the basic safety message.

[0044] In other features, the control module is configured to predict the host vehicle's route based on at least one of either a node list of vehicle routes through intersections or a radius of curvature. Map messages include at least one of the node list of vehicle routes through intersections and a radius of curvature.

[0045] In other features, the control module is configured to predict a path independently of the host vehicle's speed and yaw rate. In other features, the control module is configured to (i) obtain at least one of the speed and yaw rate of a vehicle in an intersection, and (ii) predict the host vehicle's path based on at least one of the host vehicle's speed and yaw rate in an intersection.

[0046] In other features, the control module is configured to perform at least one of a forward collision warning action and a pedestrian collision warning action based on the predicted path of the host vehicle. In other features, the control module is configured to (i) determine whether the host vehicle's map data includes at least one of a node list of vehicle paths through intersections and a radius of curvature, and (ii) predict the host vehicle's path using the map data in response to the map data including at least one of a node list of vehicle paths through intersections and a radius of curvature. In other features, the control module is configured to predict the host vehicle's path based on at least one of the host vehicle's speed and yaw rate in response to the map data not including either a node list of vehicle paths through intersections or a radius of curvature.

[0047] Other features include the control module being configured to (i) determine whether the host vehicle has left the intersection, and (ii) in response to the host vehicle leaving the intersection, to transition from predicting the host vehicle's route based on map data to predicting the host vehicle's route based on at least one of the host vehicle's speed and yaw rate. Other features include the map messages being received from roadside units monitoring the intersection.

[0048] Other features disclosed include a pedestrian collision warning system comprising a transceiver, memory, and a control module. The transceiver is configured to receive personal safety messages and map messages in the host vehicle. The memory is configured to store map data. The control module (i) identifies a number of hypothetical collision boxes in which the host vehicle and pedestrian are expected to be present simultaneously, based on the personal safety messages and map messages, depending on the host vehicle's route; (ii) determines the most appropriate route for the host vehicle to pass through the intersection from among several candidate routes passing through the intersection, based on the map data and map messages; (iii) determines whether the host vehicle and pedestrian may be present simultaneously in any of the hypothetical collision boxes, based on the most appropriate route for the host vehicle and the number of hypothetical collision boxes; and (iv) in response to determining that the host vehicle and pedestrian may be present simultaneously in any of the hypothetical collision boxes, warns at least one of the occupants of the host vehicle or the pedestrian of the potential collision via a vulnerable road user device.

[0049] Other features include: Personal safety messages are received from roadside units separate from the host vehicle, and these roadside units are separate from the pedestrian collision warning system implemented in the host vehicle. Other features include: Personal safety messages are received from vulnerable road users devices separate from the host vehicle, and these vulnerable road users devices are separate from the pedestrian collision warning system implemented in the host vehicle. Other features include: Map messages are received from roadside units monitoring intersections. Other features include: Map messages are received from cloud-based servers.

[0050] In other features, the control module is configured to (i) determine whether the host vehicle is moving, and (ii) if the host vehicle is not moving, to identify a hypothetical collision box, which is an area where the host vehicle and pedestrians are expected to be present simultaneously, depending on the host vehicle's path. In other features, the control module is configured to (i) determine whether the host vehicle has started moving, and (ii) in response to the host vehicle starting to move, to determine the most reasonable path for the host vehicle through the intersection and to determine whether the host vehicle and pedestrians could be simultaneously located in any of several hypothetical collision boxes.

[0051] In other features, the control module is configured to (i) determine if the host vehicle has started moving, and (ii) in response to the host vehicle having started moving, determine the most reasonable path for the host vehicle through the intersection and determine which of the multiple hypothetical collision boxes the host vehicle and pedestrian could be located in simultaneously. In other features, the control module is configured to (i) determine if the host vehicle is approaching the intersection, and (ii) in response to the host vehicle approaching the intersection, identify the multiple hypothetical collision boxes.

[0052] Other features of the disclosed pedestrian collision warning method include: receiving personal safety messages and map messages in the host vehicle; obtaining map data from memory; identifying multiple hypothetical collision boxes where the host vehicle and pedestrians are expected to be simultaneously located, based on the personal safety messages and map messages, depending on the host vehicle's route; determining the most appropriate route for the host vehicle passing through the intersection from among multiple candidate routes passing through the intersection, based on the map data and map messages; determining whether the host vehicle and pedestrians are simultaneously located in any of the multiple hypothetical collision boxes, based on the most appropriate route for the host vehicle and the multiple hypothetical collision boxes; and, in response to determining that the host vehicle and pedestrians are simultaneously located in any of the multiple hypothetical collision boxes, warning at least one of the pedestrians or occupants of the host vehicle of the potential collision via a vulnerable road user device.

[0053] In other features, personal safety messages are received from a roadside unit separate from the host vehicle, and the roadside unit is separate from the pedestrian collision warning system implemented in the host vehicle. In other features, personal safety messages are received from a vulnerable road user device separate from the host vehicle, and the vulnerable road user device is separate from the pedestrian collision warning system implemented in the host vehicle.

[0054] In other features, map messages are received from roadside units monitoring intersections. In other features, map messages are received from cloud-based servers. In other features, the pedestrian collision warning method further includes determining whether the host vehicle is moving, and, if the host vehicle is not moving, identifying multiple hypothetical collision boxes, which are areas where the host vehicle and pedestrians are expected to be present simultaneously, depending on the host vehicle's path.

[0055] Other features further include determining whether a host vehicle has started moving, determining the most reasonable path for the host vehicle through the intersection in response to the host vehicle having started moving, and determining whether the host vehicle and pedestrian could be simultaneously located in any of several hypothetical collision boxes. Other features further include determining whether a host vehicle has started moving, determining the most reasonable path for the host vehicle through the intersection in response to the host vehicle having started moving, and determining whether the host vehicle and pedestrian could be simultaneously located in any of several hypothetical collision boxes. Other features further include determining whether a host vehicle is approaching an intersection, and identifying hypothetical collision boxes in response to the host vehicle approaching an intersection.

[0056] Other applicable fields will become apparent from the descriptions contained herein. The descriptions and examples in this summary are for illustrative purposes only and do not limit the scope of this disclosure. [Brief explanation of the drawing]

[0057] The drawings in this disclosure illustrate only selected embodiments and do not represent all possible implementations, nor are they intended to limit the scope of this disclosure. [Figure 1] Figure 1 is a functional block diagram of an example of an intersection-based vehicle path monitoring and responding system (IVPMRS) according to this disclosure. [Figure 2] Figure 2 is a functional block diagram of a part of the IVPMS shown in Figure 1. [Figure 3] Figure 3 is an exemplary functional block diagram of the vehicle comprising the IVMPMRS of Figure 1, including the intersection route prediction module according to this disclosure. [Figure 4] Figure 3 is a functional block diagram of an example of a remote station constituting the IVPMS of Figure 1 according to this disclosure. [Figure 5] Figure 5 is a top view of an intersection showing an example of a set of nodes for a path that a vehicle passing through the intersection from one turning lane to two exit lanes can take, according to the present disclosure. [Figure 6] Figure 6 is a top view of an intersection showing an example of a set of nodes for paths that vehicles can take when passing through an intersection from two turning lanes to two exit lanes, according to the present disclosure. [Figure 7] Figure 7 is a top view of an intersection showing an example of a set of nodes of paths that a vehicle can take when passing through an intersection from two turning lanes to one exit lane due to a lane obstruction, as described in this disclosure. [Figure 8] Figure 8 shows an example of a method for updating a reference static route at a remote station according to this disclosure. [Figure 9] Figure 9 is a top view of an intersection illustrating a roadside unit (RSU) according to the present disclosure, which monitors the vehicle path from a single turning lane to two exit lanes passing through the intersection. [Figure 10]Figure 10 is a top view of an example intersection showing a RSU that monitors the node points of different vehicle paths from a single turning lane to two exit lanes passing through the intersection, according to the present disclosure. [Figure 11] Figure 11 is a top view of an intersection showing similar exemplary static and dynamic paths in this disclosure, from two turning lanes through the intersection to two exit lanes. [Figure 12] Figure 12 is a top view of an intersection illustrating another example in this disclosure of static and dynamic vehicle paths from two turning lanes to two exit lanes passing through the intersection. [Figure 13] Figure 13 shows an example of a method for determining whether to broadcast a static or dynamic route in this disclosure. [Figure 14] Figure 14 is a top view of an example intersection showing exemplary node points of vehicle paths from two turning lanes to two exit lanes passing through the intersection, including exemplary radii of curvature in this disclosure. [Figure 15] Figure 15 is a block diagram showing an example of the representation of the tree structure of a map message according to this disclosure. [Figure 16] Figure 16 is a block diagram showing an example of a representation of a tree structure of a map message including a level jumper in the form of an intersection box route frame identifier in this disclosure. [Figure 17] Figure 17 is a top view of an intersection showing an example of a predicted first node point for a vehicle determined based on available intersection route information in a map message according to this disclosure, and an example of a predicted second node point for a vehicle determined without intersection route information provided via a map message. [Figure 18] Figure 18 shows a method for providing intersection-based route prediction according to this disclosure, and for providing collision warnings and basic safety message transmission based on route prediction. [Figure 19]Figure 19 is an exemplary top view of an intersection showing an example of a first predicted route based on map message intersection route information provided via map messages in this disclosure, an example of a second predicted route based on vehicle speed and yaw rate, an example of an actual vehicle route, and an example of a corresponding radius of curvature. [Figure 20] Figure 20 is a top view of an example of an intersection showing the predicted vehicle path and collision box according to this disclosure. [Figure 21] Figure 21 shows an example of how to perform a pedestrian collision warning based on intersection route information in a map message in this disclosure.

[0058] The corresponding reference numbers indicate the corresponding parts through several figures in the drawing. [Modes for carrying out the invention]

[0059] Hereinafter, one embodiment of this disclosure will be described with reference to the drawings.

[0060] A significant percentage of car accidents (e.g., 40%) occur at intersections. V2X communication can be used to improve intersection safety and can include V2I and V2V applications such as Red Light Violation Warning (RLVW) applications and Intersection Mobility Assistance (IMA) applications. V2X communication is also used to detect potential collisions with vulnerable road users (VRUs), such as pedestrians and cyclists. Conventional collision warning systems cannot accurately predict the path of a vehicle passing through an intersection, making it difficult to warn drivers of potential collisions with VRUs on crosswalks, especially after a stop. This is mainly due to two factors. The first factor is the conventional vehicle path prediction algorithm, which is generally inaccurate unless the vehicle's turning radius is constant. The second factor is that conventional systems do not include information about the paths a vehicle can take within an intersection in map messages.

[0061] Examples described herein include systems for accurately predicting the paths of vehicles passing through intersections. An intersection refers to the area (or box) between an entry lane and an exit lane, and typically includes one or more traffic lights. Traffic enters and exits intersections from different directions. Entry lanes extend into (or connect to) the intersection, and exit lanes extend into (or exit) the intersection. An intersection is a road junction where two or more roads merge, diverge, connect, or intersect at the same level. A typical example of an intersection is where two roads that are perpendicular to each other intersect. In this example, the geographical area where the two roads intersect is also called an intersection box and may include a pedestrian crossing. The outer perimeter of the intersection box is defined, at least partially, by a white stop line. A white stop line is a line on which vehicles must stop while waiting for a green light indicating that they are permitted to pass through the intersection. Examples of intersections, pedestrian crossings, and white stop lines are shown in Figures 5-7, 9-12, 14, 17, 19, and 20.

[0062] The examples in this book further include generating and sending map messages containing vehicle route information, and performing various actions based on vehicle route information. Vehicle route information includes a vehicle's baseline static route (also simply called a static route) and dynamic route. The static route of a vehicle passing through an intersection refers to the predicted or ideal vehicle route based on a predetermined and / or past number of vehicle routes passing through the intersection, and map information defining the intersection. The static route extends from the entry lane to the intersection to the exit lane. The dynamic route refers to the vehicle's current actual route passing through the intersection. The dynamic route also refers to the route from the entry lane to the intersection to the exit lane. Static and dynamic route information may include two-dimensional (2D) and / or three-dimensional (3D) route information.

[0063] Next, exemplary embodiments will be described in more detail with reference to the attached drawings.

[0064] Figure 1 shows an IVPMRS 100 which includes multiple connected cars 102, multiple unconnected cars 104, a distributed network 106, a cloud-based (or backend) server 108, multiple RSUs 110, and multiple VRU devices 112. Each of the multiple connected cars 102 is configured to connect to and communicate with other network devices within the IVPMRS 100. Each of the multiple unconnected cars 104 is not configured to connect to and communicate with other network devices. Each of the connected cars 102 may include a control module 120 which includes a route prediction module 122, a pedestrian collision warning (PCW) module 124, and a forward collision warning (FCW) module 126. The route prediction module 122 can predict the route of the connected car 102, the routes of other surrounding vehicles, and / or the routes of objects (e.g., VRUs) passing through intersections. These predictions may be based on (i) map messages received from one or more remote stations, such as one or more cloud-based servers 108, RSU 110, and / or other remote stations disclosed herein, and / or (ii) messages broadcast by other connected cars 102 or VRU devices 112. A remote station may refer to a device that exists separately from the connected car 102, communicates with the connected car 102, broadcasts messages to the connected car 102, and / or receives information from the connected car 102. Modules 124, 126, and / or other collision warning modules in the connected car 102 can perform collision warning operations to prevent collisions between the connected car 102 and objects such as pedestrians, VRUs, vehicles, and / or other objects including vehicles 102, 104.

[0065] The cloud-based server 108, RSU 110, and / or other remote stations can generate map messages containing map information and intersection route information. Other remote stations may include backend servers, edge computing devices, and / or roadside or overhead devices (such as cameras, traffic lights, and RSUs). Intersection route information may include static routes including node points of vehicle positions along the route between the entry and exit lanes, the linear trajectory between the entry and exit lanes, and / or the radius of curvature and center of rotation of the curved trajectory of the route from the turning lane to the exit lane. The turning lane may also be called the entry lane, and there may be entry lanes that are not turning lanes. The turning lane may include left-turn lanes and right-turn lanes. The route through the intersection may be linear, nonlinear, and / or curved.

[0066] In the illustrated example, the cloud-based server 108 and RSU 110 may each include control modules (e.g., control modules 130, 132) that include intersection route modules (e.g., intersection route modules 134, 136) and V2X map message modules (e.g., V2X map message modules 138, 140). The intersection route modules are configured to track, store, and / or predict the routes of connected cars, unconnected cars, and / or other objects (such as VRUs) passing through the intersection. This may be based on past / previous routes of vehicles and objects passing through the intersection, road obstruction information, map information, and the number and types of entry and exit lanes. Road obstruction information may include accident information, road repair information, congestion information, road closure information, lane closure information, etc. Road obstruction information indicates which lanes are closed, which lanes are open, and / or which lanes are temporarily blocked, and / or road obstruction information may include stopped traffic. The V2X map message module may generate a map message containing route information, which may be broadcast to the connected car 102 and / or VRU device 112. V2X communication as used herein includes the transmission of map messages and other messages such as basic safety messages and personal safety messages. These messages may be transmitted in the 5.9 gigahertz (GHz) frequency band.

[0067] The VRU device 112 may be carried in each of multiple VRUs (not shown in Figure 1). The VRU device 112 may include a mobile phone, tablet, wearable network device (e.g., smartwatch), etc. The VRU may include a pedestrian, a cyclist, etc. The VRU device 112 can communicate with and receive messages from the connected car 102, the cloud-based server 108, and / or RSU 110. This communication and message reception may occur directly or indirectly via the distributed network 106. Similarly, the connected car 102 can communicate with and receive messages from the cloud-based server 108, the RSU 110, and / or VRU device 112. This communication and message reception may occur directly or indirectly via the distributed network 106.

[0068] Figure 2 shows RSU 202, connected vehicle 204, and VRU device 206, which may be part of IVPMS100 in Figure 1. RSU 202 includes a control module 210, a transceiver 212, and a memory 214, which stores an intersection routing application 216 and a V2X messaging application 218. Connected car 204 includes a control module 220, a transceiver 222, and a memory 224, which stores a route prediction application 226, a PCW application 228, a basic safety message (BSM) application 230, and a FCW application 232. VRU device 206 includes a control module 240, a transceiver 242, and a memory 244, which stores a PSM application 246 and a collision warning application 248.

[0069] Applications 216, 218, 226, 228, 230, 232, 246, and 248 may be executed by control modules 210, 220, and 240. Intersection routing application 216 is implemented to track, store, and predict the routes of connected cars, unconnected cars, and / or other objects passing through an intersection. Route prediction application 226 is implemented to predict the routes of connected cars 204, surrounding vehicles, and / or objects (such as VRUs) passing through an intersection. V2X messaging application 218 is implemented to map messages containing route information, which may be broadcast to connected vehicles 204 and / or VRU devices 206.

[0070] Applications 228 and 232 are implemented to perform collision warning operations to prevent collisions between connected car 102 and objects such as pedestrians, VRUs, vehicles, and / or other objects. BSM application 230 is implemented to generate and broadcast BSM messages indicating, for example, the speed, path, and location of connected car 204. PSM application 246 is implemented to generate and broadcast PSM messages indicating, for example, the speed, orientation, and location of VRU device 206 and / or the corresponding VRU. Collision warning application 248 may perform collision warning operations to prevent collisions between objects such as vehicles, pedestrians, VRUs, and / or other objects and the VRU possessing VRU device 206.

[0071] Figure 3 shows a vehicle 300 that can replace one of the connected cars 102 of the IVPMS100 in Figure 1. The vehicle 300 may be a fully or partially autonomous vehicle and includes a sensor system 302, a map module 304, and a vehicle control module 305. The vehicle control module 305 may include a route prediction module 306, a collision warning module 307, an actuator module 308, and a parameter adjustment module 309. The sensor system 302 provides information about the vehicle 300, such as speed and yaw rate.

[0072] The path prediction module 306 may operate similarly to the path prediction modules 122 and 226 in Figure 1-2, or it may implement the path prediction application 226 in Figure 2. The path prediction module 306 is configured to determine a path that a vehicle 300 will follow as it passes through an intersection, and that lies within the geometric boundaries of the intersection and / or the entry lane connected to the intersection and the exit lane exiting the intersection. The path prediction performed by the path prediction module 306 may not guarantee whether the path is collision-free. The path prediction is used by other collision avoidance modules to predict the likelihood of a collision, whether the corresponding host vehicle is within predetermined lane parameters, and / or whether it satisfies one or more other parameters. The collision warning module 307 may operate similarly to the collision warning modules 124 and 126 in Figure 1, or it may implement the collision warning applications 228 and 232 in Figure 2. If the vehicle 300 is an autonomous vehicle or a partially autonomous vehicle, the actuator module 308 may be configured to control the movement of the vehicle or a part thereof to follow the planned path of the vehicle 300. If vehicle 300 is a non-autonomous vehicle (i.e., a vehicle fully controlled by a driver), the actuator module 308 or other modules can provide the driver with cues to follow a planned trajectory. The planned trajectory is determined by one or more modules 305-307.

[0073] Sensor system 302 provides dynamic information such as the speed and yaw rate of the host vehicle. This information is provided to modules 305-307. Maps generated, acquired, and / or monitored by map module 304 include the geometric shape and characteristics of the surrounding area in a format that allows modules 305-308 to identify where available (permitted and feasible) driving areas and lanes are located. Available driving areas and lanes may be inside and outside intersections, emergency driving areas, non-passage areas, and other semantic categories of the local road configuration.

[0074] The actuator module 308 can take in the plans generated by modules 305-307 and convert them into steering, braking, and acceleration commands to affect the speed, acceleration, and orientation of the vehicle 300. Map and object (or obstacle) information can be used to determine the optimal trajectory of the vehicle 300 to satisfy target conditions (for example, exiting an entry lane and entering an intersection, passing through the intersection in a specific path, and entering a specific exit lane from the intersection).

[0075] The vehicle 300 further includes an infotainment module 312 and other control modules 314 (e.g., a body control module). Modules 305-309, 312 and / or 314 can communicate with each other via a vehicle interface 316, such as a Controller Area Network (CAN) bus, a Local Interconnect Network (LIN), a Clock Expansion Peripheral Interface (CXPI) bus and / or other vehicle interfaces. In one embodiment, sensor signals are received by the vehicle control module 305 via the CAN bus from a sensor system 302.

[0076] The vehicle control module 305 controls the operation of the vehicle system and may include modules 305, 306, 308, 309, and other modules. The vehicle control module 305 may include one or more processors configured to execute instructions stored in a non-transient computer-readable medium such as memory 322, which may include read-only memory (ROM) and / or random access memory (RAM).

[0077] The vehicle 300 may further include a display 330, an audio system 331, and one or more transceivers 332 including an antenna module 334. The RF antenna module 334 may include and / or be connected to an RF circuit 336. The map module 304 can communicate with a telematics module 338, a Global Positioning System (GPS) receiver 340, and sensors 342. One or more transceivers 332 may include the telematics module 338. The vehicle control module 305 and / or the telematics module 338 are configured to receive GPS data and associate the GPS location data of the vehicle 300 with a geographic map location.

[0078] The RF circuit 336 may be used to communicate with mobile devices, central offices, other vehicles, land stations, cloud-based networks, etc., and such communication may include the transmission of other RF signals that comply with Bluetooth®, Wi-Fi, or Wi-Fi Direct, and / or various wireless communication protocols. The RF circuit 336 may include radios, transmitters, receivers, etc., for sending and receiving RF signals. The telematics module 338 can be implemented by a global navigation satellite system (e.g., GPS), an inertial navigation system, a global mobile communications system (GSM), and / or other location information systems. The telematics module 338 can provide map information including road and object information, such as the position, speed, acceleration, and bearing of a vehicle, the position of an object, the distance between objects, and the distance from the current position to an intermediate and / or final destination. This information may be provided to the map module 304.

[0079] Sensor 342 may include sensors used for route prediction, route planning, and actuator operation. These sensors may include a vehicle speed sensor 343, a yaw rate sensor 344, and other sensors 345. Other sensors 345 may include a camera, an object detection sensor, a temperature sensor, an acceleration sensor, etc. The GPS receiver 340 can provide vehicle speed and / or direction (or orientation) and / or global clock timing information of the vehicle 300.

[0080] Memory 322 can store various sensor data, parameter data, dimensional status, trajectory planning information, and other information. For example, memory 322 can store sensor and parameter data 350, PCW application 352, BSM application 354, FCW application 356, route prediction application 358, timing information 360, connection information 362, and other applications 364. Connection information 362 may refer to information for connecting to other vehicles, mobile access devices, cloud-based servers, backend servers, remote stations, etc. Timing information 360 may refer to the time when vehicle 300 is at a specific location, the time to the predicted destination (or node point), etc. Transitions may be based on time, distance traveled, or other conditions.

[0081] Applications 352, 354, 356, 358, and 364 may be implemented by modules 305-309, 312, 314, 338, and / or transceiver 332. Other applications 364 may include, for example, planning applications and actuator applications. A planning application may be performed by a planning module for planning the trajectory of vehicle 300. An actuator application may be performed by actuator module 308 to execute the trajectory plan selected by the planning module. The planning module can determine a target path that vehicle 300 should follow. The target path may be adjusted in response to changes in the environment. For example, vehicle 300 may approach or encounter one or more objects, such as a stationary object, a pedestrian, and / or another vehicle, and update the target path. If vehicle 300 is an autonomous vehicle, vehicle 300 may follow the updated target path to avoid collisions. A parameter adjustment module 309 may be used to adjust the parameters of vehicle 300.

[0082] Although the memory 322 and the vehicle control module 305 are shown as separate devices, the memory 322 and the vehicle control module 305 may be implemented as a single device.

[0083] The vehicle control module 305 can control the operation of the engine or motor 370, converter / generator 372, transmission 374, window / door system 380, lighting system 382, ​​seat system 384, mirror system 386, brake system 388, electric motor 390, and / or steering system 392 according to the parameters set by modules 305-309, 334, and / or 338.

[0084] The vehicle control module 305 can receive power from the power source 394 which can be supplied to the engine or motor 370, converter / generator 372, transmission 374, window / door system 380, lighting system 382, ​​seat system 384, mirror system 386, brake system 388, electric motor 390 and / or steering system 392, etc. Some operations resulting from the plan may include enabling fuel and ignition of the engine or motor 370, starting the electric motor 390, supplying power to any of the systems referred to herein, and / or performing other operations as further described herein. In one embodiment, the vehicle 300 does not include an engine and / or transmission, and the electric motor 390 is used for propulsion and / or driving purposes of the vehicle.

[0085] The engine or motor 370, converter / generator 372, transmission 374, window / door system 380, lighting system 382, ​​seat system 384, mirror system 386, brake system 388, electric motor 390, and / or steering system 392 may include actuators controlled by the vehicle control module 305 to adjust, for example, fuel, ignition, airflow, steering wheel angle, throttle position, pedal position, door lock, window position, seat angle, etc. This control may be performed based on the output of the sensor 342, map module 304, GPS receiver 340, and the above data and information stored in memory 322.

[0086] Figure 4 shows a remote station 400, which may replace and / or operate similarly to the cloud-based server 108, one of the RSUs 110 in Figure 1, and / or other remote stations, and / or be implemented in the IVPMSR in Figure 1. The remote station 400 may be implemented as a backend server, cloud-based server, central office monitoring station, RSU, roadside camera (or other sensing device / system), traffic light, edge computing device, or other station located remotely independently of the vehicle. The remote station 400 may include a control module 402, a transceiver 404, and memory 406. Memory 406 can store an intersection routing application 408 and a V2X map messaging application 410. Applications 408 and 410 may be configured similarly to applications 216 and 218 in Figure 2. When implemented as an RSU, the remote station 400 may include a camera 412 for capturing images of intersections. Camera 412 can be replaced with or used in combination with one or more other sensors, such as lidar sensors or radar sensors. This is also true for other intersection cameras mentioned in this book. Intersection route information generation

[0087] Figure 5-13 below illustrates the generation of valid intersection route information related to the paths of vehicles passing through an intersection (or intersection box). An intersection box is a box that is at least partially defined, for example, by a white stop line drawn across an entry lane leading to an intersection. The white stop line can define at least a portion of the outer perimeter of the intersection box. The valid intersection route information may be based on the intersection's lanes, road shape, and other existing map information.

[0088] Figure 5 shows an intersection 500 with a set of node representations of candidate vehicle routes, indicated by dashed arrows passing through the intersection 500, from a single left-turn lane 506 to two exit lanes 507. A stop line 502 is provided at the intersection 500. Conventional static map information includes only vehicle route information for lanes leading to the stop line 502, as provided by solid arrows in the figure, and route information associated with lanes leaving the intersection 500. Solid arrows pointing towards the intersection 500 are above the entry lanes. Solid arrows pointing away from the intersection 500 are above the exit lanes. Solid arrows have associated node sets.

[0089] Conventional static map information does not include vehicle route information within intersection 500. The intersection route module disclosed herein can generate static route information for vehicle routes passing through an intersection. The static route information may include node information such as longitudinal and latitudinal points (or X, Y coordinates) along the vehicle route, as indicated by rectangular node points (or node points) 510. Some node points 510 are associated with a set of available routes, and there are several other node points for other available routes passing through intersection 500. Each available route passing through intersection 500 may have its own set of nodes (or list of nodes).

[0090] Intersection route information can be obtained using various techniques, such as collecting information from manual map surveys conducted by surveyors, monitoring vehicle routes via intersection cameras that capture images of the intersection to track the routes of vehicles passing through intersection 500, collecting location coordinates from connected cars, collecting information from map databases, and collecting information from portable and / or handheld sensors to track the location of vehicles passing through intersection 500. Intersection node sets can be generated, stored, and / or averaged to predict the routes of vehicles passing through intersection 500. Route information may include information on available and acceptable (or valid) routes for vehicles. Route information does not include unavailable or invalid routes for vehicles. Figure 5 shows examples of two available and valid routes for left-turn lane 506.

[0091] Figure 6 shows an intersection 600 with a set of nodes representing available and valid vehicle routes (referred to as route candidates) from two left-turn lanes 602 through the intersection 600 to two exit lanes 604. Route candidates, which may be called static routes, are indicated by dashed arrows with each node point 606. In the illustrated example, static routes are ideal curved routes, and each static route may have a specific radius of curvature. Although only two route candidates are shown in Figure 6, static route information for each route candidate passing through intersection 600 may be tracked, determined, and stored. Figure 6 shows an example where there are no obstacles. Each static route has a corresponding node list. The node list contains the coordinates of multiple nodes, and the node list is stored in memory and / or broadcast to vehicles from one of the multiple remote stations referred to herein.

[0092] Figure 7 shows an intersection 700 with a set of node representing potential vehicle routes extending from two left-turn lanes 702 through the intersection 700 to one exit lane 704 due to lane obstructions. Intersection 700 may be the same intersection 600 in Figure 6. In this example, one exit lane is closed. Exit lane 706 is blocked as indicated by “X” 708. “X” 708 may be an accident, debris in exit lane 706, a lane with a closure sign or barricade, and / or other road obstructions. Planned lane closures and obstructions are taken into consideration when determining and updating static route information and node lists (including node point 710) for vehicle routes through the intersection. Road obstruction information can be received by vehicles from a central office, backend servers, reporting agencies, edge computing devices, RSUs, or other remote stations. When the closure of exit lane 706 is lifted, the static route information may be reverted to the same static route information as shown in Figure 6.

[0093] Although the methods shown in Figures 8, 13, 18, and 21 are presented as separate methods, two or more of these methods and / or other methods may be combined and performed as part of a single method.

[0094] Figure 8 shows a method for updating the reference static path. This method can be performed by any of the multiple remote stations disclosed herein. This method is performed iteratively and periodically, starting from 800.

[0095] In 802, a control module (for example, one of the control modules 130, 132, 210, and 402 shown in Figures 1-2 and 4) can determine and / or obtain a reference static route for a given intersection. This includes generating a static route based on the road shape within the intersection. In 803, the control module obtains road obstruction information which may include any of the road obstruction information referred to herein, including obstructions and / or closures of roads and / or lanes. Road obstruction information may also indicate roads and / or lanes that are no longer closed and / or obstructed and are already passable. Road obstruction information may include accident information, road and / or lane repair information, etc. This can be obtained by accessing the memory of the control module's local station and / or server and / or from a remote station and / or remote server.

[0096] In 804, the control module compares obstacle information, including road closures and obstacles, with a reference static route. This comparison and / or the remainder of this method may be performed at a fixed frequency, a variable frequency, and / or a predetermined frequency (e.g., once a day). In 806, based on the above comparison, the control module determines whether the road obstacle information justifies traveling on a different route than the static route. If 806 is affirmative, operation 808 is performed; otherwise, operation 810 is performed. In 808, the control module updates the static route based on the road obstacle information to generate the latest reference static route. This process is performed as needed. For example, the static route shown in Figure 6 may be updated as shown in Figure 7. In 810, the control module refrains from updating the static route. In 812, the process ends.

[0097] Figure 9 shows an intersection 900 with an RSU 902 that monitors a route 903 from a single turning lane 904 through the intersection 900 to two exit lanes 906. RSU 902 may be implemented as one of several RSUs mentioned herein and may be connected to an intersection camera 910. The intersection camera 910 has a field of view (FOV) 912 and captures images of the intersection 900. RSU 902 may also be connected to a backend server 914. RSU 902 and the backend server 914 can share information such as road obstruction information, static routes through the intersection, and images collected by the intersection camera 910. RSU 902 may be implemented as part of the intersection camera 910 and / or as one of several traffic signals 916.

[0098] RSU902 may perform the following: dynamically update static route information and provide the updated static route information to a backend server; collect images and / or track the movement of vehicles passing through intersections and / or provide the images and / or tracked vehicle data to the backend server updating the static route information; and / or generate dynamic route information and provide that dynamic route information to the backend server. RSU902 may be connected to camera 910 and backend server 914 via Ethernet connection, LTE (long-term evolution) connection, 5G mobile network connection, Wi-Fi connection, or other wired and / or wireless connections and / or a combination thereof.

[0099] The diagram shows one camera and two traffic lights, but any number of cameras and traffic lights may be installed at the intersection. The number and position of the cameras are set so that all entry and exit lanes and the entire intersection are covered by the camera's field of view (FOV). Each lane and each part of the intersection is included in the FOV of at least one of the multiple cameras to track vehicles moving through that lane or intersection.

[0100] The control module of the RSU902 and / or the control module of the backend server 914 may store a camera-specific conversion function for converting the position of an object in an image captured by the camera into three-dimensional Global Positioning System (GPS) coordinates. Two-dimensional (2D) coordinates may be converted to three-dimensional coordinates. The above conversion function may be based on the camera's focal length and camera projection. GPS coordinates are used for updating static route information and generating dynamic route information. The conversion function may be generated for any object in an intersection, such as pedestrians or cyclists on a crosswalk. This is done to track the movement of objects. A node list may be generated for each object.

[0101] Figure 10 shows an intersection 1000 with an RSU 1002 that monitors node point 1004 of different vehicle paths, from a single turning lane 1008 through the intersection to two exit lanes 1010. The RSU 1002 is connected to a camera 1012 and a backend server 1014. The RSU 1002 may be implemented as one of several RSUs mentioned in this document and may be connected to the intersection camera 1012. The intersection camera 1012 has a certain FOV 1016 and acquires images of the intersection 1000 at an appropriate frame rate.

[0102] RSU1002 can perform the following: dynamically update static route information and provide the updated static route information to the backend server; collect images and / or track the movement of vehicles passing through intersections and / or provide the images and / or tracked vehicle data to the backend server that updates the static route information; and / or generate dynamic route information and provide that dynamic route information to the backend server.

[0103] In one embodiment, the control module of RSU1002 tags each vehicle within FOV1016. In other words, the control module assigns an identifier to each vehicle, tracks the movement of each vehicle, and records the movement identified by the tag. This also includes the tag data of each vehicle's control module. The tagged data includes the tracked path of a vehicle passing through an intersection, from the entry lane to the exit lane. The control module can determine the speed and yaw rate of a vehicle passing through an intersection. The speed and yaw rate may be determined based on image data, received vehicle GPS data, and / or speed and yaw rate information broadcast from the vehicle via BSM. The control module can calculate the speed and yaw rate as the vehicle passes through intersection 1000. Based on the tracked vehicle path and the speed and yaw rate information, the control module can calculate the three-dimensional position of the vehicle in the image and within intersection 1000. The control module can then update the reference static path based on the three-dimensional vehicle position.

[0104] The example in Figure 10 illustrates the control module of RSU 1002, but the operation of the RSU 1002 control module described above may be performed by the control modules of camera 1012, backend server 1014, and / or other remote stations (e.g., edge computing devices). The monitored vehicle may be a connected car or an unconnected car. The edge computing device may be a multi-access edge computing device located near intersection 1000.

[0105] If the above vehicle is a connected car and transmits BSM, the BSM data of the BSM signal is received by RSU 1002 and / or backend server 1014 and may be used in combination with, or instead of, image data collected by camera 1012 and / or other intersection cameras at intersection 1000. The BSM data and camera data may be integrated with each other, for example, based on the timestamp of the BSM data and the timestamp of the camera data. By integrating or using both the BSM data and camera data, the vehicle position can be determined and predicted with greater accuracy.

[0106] In one embodiment, for each feasible and permitted route taken by vehicles passing through intersection 1000, the control module of RSU 1002 and / or backend server 1014 averages location data (e.g., BSM-based location data and / or camera-based location data) for vehicle position estimation and / or prediction. The location data of multiple vehicles is averaged for each feasible and permitted route. The position coordinates of multiple vehicles moving from the same entry lane to the same exit lane are averaged. Multiple vehicles may each take slightly different paths. More specifically, the coordinates of corresponding node points are averaged. For example, for each of multiple vehicles moving from the same particular entry lane to the same particular exit lane, a list with a predetermined number (e.g., 5 to 50) node points may be generated. The node points for a predetermined number (e.g., 10 vehicles) may be averaged. The averaging process may be performed at a predetermined frequency (e.g., once every 15 minutes). The first node point in the list for each vehicle is averaged, the second node point in the list is averaged, and so on for the third and subsequent nodes. Averaging is performed for each point in the list, and a node list of the averaged node points may be generated. The radius of curvature of the paths of vehicles moving from the entry lane to the exit lane for the same combination may also be averaged.

[0107] In one embodiment, location data may be averaged at a fixed frequency, a variable frequency, and / or a predetermined frequency (e.g., 1 to 50 times per day). The averaged location data may be called dynamic route data for a vehicle's dynamic path. The averaged location data or dynamic route data may include a node list and / or radius of curvature for the dynamic path. The node list and / or radius of curvature may be set for each path. In other embodiments, the averaged route data is updated using time-based movement. Both the time window and the update frequency may be fixed, variable, and preset. By using a movement window, the oldest location data is deleted and newly collected location data is used together with the previously collected location data.

[0108] The control module of the RSU1002 can broadcast map messages containing static and / or dynamic route information at a predetermined frequency (e.g., 10 Hz). The map messages may be broadcast continuously or periodically. The RSU1002 may simply broadcast the map messages, or it may establish a link with a nearby vehicle and then transmit the map messages and / or corresponding information.

[0109] Figure 11 shows an intersection 1100 with similar static and dynamic paths drawn, leading from two turning lanes 1102 and 1104 through the intersection to two exit lanes 1106 and 1108. Camera 1114 and RSU 1112 connected to backend server 1116 monitor the movement of vehicles passing through intersection 1100. Static paths are solid lines 1120 and 1122, and dynamic paths are dashed lines 1124 and 1126. RSU 1112 can determine the static paths 1120 and 1122 and the dynamic paths 1124 and 1126 and broadcast this information to vehicles. Static and / or dynamic paths do not have to be circular and / or entirely curved, but rather may include curved, straight, and / or semi-straight segments. Multiple segments are connected in series, and each path is provided by a set of multiple segments in series. Static paths and / or dynamic paths may have points where straight, ray, and / or curved segments connect. Dynamic paths may completely coincide with, partially coincide with, have a similar shape to, or differ from their corresponding static paths.

[0110] Figure 12 illustrates an example where the use of different exit lanes results in a dynamic path that is substantially different from a static path. Figure 12 shows intersection 1200 with different static and dynamic paths drawn from two turning lanes 1202 and 1204 through the intersection to two exit lanes 1206 and 1208. Camera 1214 and RSU 1212 connected to backend server 1216 monitor the movement of vehicles passing through intersection 1200. The dynamic paths are solid lines 1220 and 1222, and the static paths are dashed lines 1224 and 1226. RSU 1212 can determine the dynamic paths 1220 and 1222 and the static paths 1224 and 1226 and broadcast this information to vehicles.

[0111] Figure 13 illustrates a method for determining whether to broadcast a static or dynamic route. The operation in Figure 13 may be repeated. This method may start from 1300. At 1302, for example, the RSU control module can identify a reference static route for vehicles passing through the intersection. This may include a history of static route information obtained by averaging the routes of vehicles that have passed through the intersection in the past.

[0112] In 1304, the control module can identify the dynamic path of a vehicle currently moving through an intersection. The dynamic path may be generated based on the movement of a tracked vehicle passing through an intersection, using (i) images captured from a camera system, (ii) data from other intersection sensors, and / or (iii) position data contained in a received BSM broadcast from a vehicle within the intersection. The control module may create a node set by averaging the trajectories of different vehicles, and / or calculate the turning radius of multiple trajectories and average the multiple turning radii. The window period and frequency for trajectory averaging may be parameters that can be adjusted remotely by, for example, a backend server.

[0113] In 1306, the control module may compare the dynamic route and / or its average with a reference static route to identify the difference between the reference static route and the dynamic route. Intersection box route data is generated based on this comparison and can be broadcast to surrounding vehicles as part of a V2X map message. Intersection box route data may include dynamic vehicle route data provided in 1310 or reference static vehicle route data provided in 1312.

[0114] In 1308, the control module may determine whether there is a statistically significant difference between the reference static path and the dynamic path. One or more different statistical significance algorithms and / or methods may be used to determine whether a statistically significant difference exists. For example, the control module may determine that there is statistical significance between the dynamic path and the reference static path if the difference between the dynamic path and the reference static path is greater than a predetermined amount. As another example, the control module may determine that there is statistical significance between the dynamic path and the reference static path if at least a portion of the dynamic path deviates from the reference static path by a predetermined amount or more.

[0115] As yet another example, the control module may determine that there is statistical significance between a dynamic path and a reference static path if the average difference between the group of nodes constituting one dynamic path and the group of nodes constituting one reference static path exceeds a predetermined value. As yet another example, the control module can determine that there is statistical significance between a dynamic path and a reference static path if the rate of difference between the group of nodes constituting one dynamic path and the group of nodes constituting one reference static path is greater than a predetermined value (e.g., 10%).

[0116] The control module may be configured to adjust the window width for tracking the vehicle in order to determine the dynamic path. The control module may also be configured to adjust the frequency of calculating the average value of the vehicle's trajectory (i) in order to determine the averaged dynamic path, and / or (ii) when there is a difference between the averaged dynamic path and the static path. The greater the deviation of the dynamic path from the static path, the more likely it is that a statistically significant difference exists.

[0117] The process in 1310 may be performed if there is a statistically significant difference, and the process in 1312 may be performed if there is no statistically significant difference.

[0118] In 1310, the control module may use and broadcast dynamic route data. Dynamic route data may be used to estimate and predict the vehicle's position. The estimated and predicted position may be broadcast to the vehicle together with or as an alternative to the dynamic route data.

[0119] In 1312, the control module may use and broadcast reference static route data. The static route data may be used to estimate and predict the vehicle's position. The estimated and predicted position may be broadcast to the vehicle together with or as an alternative to the reference static route data.

[0120] If operation 1310 is performed, it may be necessary to update the reference static route data. Operation 1314 may be performed following operation 1310 to update the reference static route data based on dynamic route data. The control module may replace the reference static route data with dynamic route data or average the reference static route data with dynamic route data. The dynamic route data may be averaged with the reference static route data or with static route data within the immediate neighborhood time. At 1316, the process ends.

[0121] Note that some intersections may only have base static route information and no dynamic route information. Other intersections may have both base static and dynamic route information. Map message generation

[0122] Figure 14-16 below illustrates the generation and use of map messages that include valid intersection route information in addition to other information traditionally included in map messages. Valid intersection route information may include available and permissible route information. An example of the content of a traditional map message is shown below. This also includes updating static route data with information defining planned lane closures and other road obstacles.

[0123] Figure 14 shows point 1400 with node points 1402 and 1404 drawn, illustrating a path with an exemplary radius of curvature R, leading from two turning lanes 1406 and 1408 through intersection 1400 to two exit lanes 1410 and 1412. The RSU control module can use road shape information to determine available turning paths through intersection 1400. The turning path may be determined based on the history of vehicle positions within the intersection moving from entry lanes 1406 and 1408 to exit lanes 1410 and 1412. The path can be generated based on the radius of curvature of multiple node points and / or lines (or paths) connecting the node points. The control module can create a set of nodes or turning radii by averaging the trajectories of multiple vehicles to determine each dynamic path. The control module is configured to adjust the window width for tracking vehicles to determine the dynamic path. Node points and / or radius of curvature may be included in map messages broadcast and / or transmitted from an RSU or other station to a vehicle and / or VRU device. Map messages may include intersection box route data indicating the vehicle's position within an intersection. Map messages may be V2X type map messages.

[0124] Figure 15 shows the tree structure of map message 1500. This tree structure includes multiple layers, each layer containing one or more data elements and / or one or more frames. Each frame is connected to the next layer, which contains one or more data elements and / or one or more frames.

[0125] In the illustrated example, map message 1500 contains information from five layers, but a map message may contain information from any number of layers. The first layer contains frame 1502, which references multiple frames 1504 and multiple data elements 1506 in the second layer. Although not shown in the illustration, each of the multiple frames 1504 references one or more data elements and / or one or more frames. As shown in the illustration, one of the multiple frames 1504 (also called a "connecting" frame) may reference an additional multiple frames 1508 in the next layer. The connecting frame may contain information about entry lanes, exit lanes, and corresponding attributes for each lane (such as specific types of traffic signals). One of the multiple frames 1508 may reference one frame 1510 and multiple data elements 1512. Frame 1510 may reference multiple data elements 1514.

[0126] For example, frame 1502 may be a general frame. Frame 1504 may include a lane attribute frame, an operation frame, a node list frame, a connection frame, an overlay frame, and / or a regional frame. Data element 1506 may include a lane identifier, a name, an entry approach identifier, and / or an exit approach identifier. The connection frame may refer to frame 1508, also called the “connection” frame. Data element 1512 may include a connecting lane data element, a remote intersection data element, a signal group data element, a user class data element, and / or a connection identifier.

[0127] Frame 1510 may be an intersection box route frame that references intersection route information, such as the radius of the vehicle path, center point latitude, center point longitude, and node list. The center point latitude and center point longitude refer to the coordinates of the center point of the circle having the radius of the vehicle path. Intersection box route information is added to the map message to indicate the vehicle's position within the corresponding intersection. Intersection box information may be used by the vehicle to determine its position and for other purposes further described below.

[0128] As an alternative to Figure 15, Figure 16 shows an example of a tree structure of map message 1600 including level jumpers (or inter-layer links) in the form of cross-box route frame identifiers (IDs). This tree structure includes multiple layers, each layer containing one or more data elements and / or one or more frames. Each frame is connected to the next layer, which contains one or more data elements and / or one or more frames.

[0129] In the illustrated example, map message 1600 contains information from five layers, but a map message may contain information from any number of layers. The first layer contains frame 1602, which references multiple frames 1604 and multiple data elements 1606 in the second layer. Although not shown in the illustration, each of the multiple frames 1604 references one or more data elements and / or one or more frames. As shown in the illustration, one of the multiple frames 1604 may reference an additional multiple frames 1608, and another may reference a frame 1610 in the next layer. One of the multiple frames 1608 may reference a data element 1612 in the fourth layer. Frame 1608 is sometimes called a "connection" frame or "path" frame. Frame 1610 is sometimes called a "connection" frame.

[0130] One of the multiple frames 1610 may refer to one frame 1614 and multiple data elements 1616. Frame 1614 refers to multiple data elements 1618. One of the multiple data elements 1618 is a level jumper that jumps from layer 5 to layer 2 and from one of the multiple data elements 1618 (called the "intersection box route identifier") to one of the frames 1604 (called the "intersection box route frame"). This jump is indicated by a dashed arrow 1620. Data element 1612 may contain intersection route information such as the intersection box route ID, vehicle route radius, center point latitude, center point longitude, and node list. Center point latitude and center point longitude refer to the coordinates of the center point of the circle having the vehicle route radius. Intersection box route information is added to the map message to indicate the vehicle position within the corresponding intersection. Intersection box information may be used for vehicles to determine their position and for other purposes further described below.

[0131] The tree structure of map messages 1500 and 1600 in Figure 15-16 can be used to quickly access intersection box route information while traversing a minimum number of layers and accessing and / or referencing a minimum number of frames and data elements. Map messages 1500 and 1600 may indicate, for each entry lane of an intersection, the exit lanes available to vehicles in that entry lane. Map messages 1500 and 1600 may indicate which traffic signals apply to a vehicle while it is in the entry lane. For example, they may indicate whether a left-turn signal, a right-turn signal, or a straight-ahead signal applies to that entry lane.

[0132] Map messages 1500 and 1600 may be generated by a remote station and broadcast and / or transmitted to a vehicle. The vehicle may then use map and / or intersection box routing information to determine the vehicle's position, where it is located within a lane, which lane it is in, etc. This information may be used to determine whether one or more vehicles are about to run a red light, are about to collide with another vehicle, are about to take an improper route through an intersection, or are about to perform any other improper maneuver. The corresponding vehicle's control module may detect that a vehicle is about to run a red light based on the time it takes for the signal to change from red to green, the vehicle's position, the vehicle's speed, and the vehicle's orientation information. Enhanced path prediction

[0133] Figures 17-18 below illustrate an improved route prediction algorithm that utilizes intersection route information that is valid where appropriate and under specific conditions. This involves generating dynamic vehicle route data for vehicles passing through an intersection using images captured by intersection cameras (and / or other sensor data) and / or basic safety messages generated by the connected car as described above. Prerequisites for enhancing route prediction are the reception of map messages and the existence of an intersection with available routes passing through it.

[0134] Figure 17 is an exemplary top view of intersection 1700, showing a plurality of predicted first node points 1702 for vehicles based on available intersection route information contained in the map message, and a plurality of predicted second node points 1704 for vehicles for which there is no intersection route information provided via the map message.

[0135] Route prediction algorithms that do not use intersection route information may require input of yaw rate, vehicle speed, and Global Navigation Satellite System (GNSS) data to predict the vehicle's path. Vehicle yaw rate and speed are generally not constant, and this tendency is particularly pronounced during turns and movement after stopping. Therefore, route prediction based on yaw rate, vehicle speed, and GNSS data can be inaccurate, especially during sharp turns and movement from a standstill. As disclosed herein, static and dynamic route information may be implemented in map messages to improve route prediction. Route prediction can be performed based on static and / or dynamic route information, and / or based on yaw rate, vehicle speed, and GNSS data. Since static and dynamic route information are highly probable indicators of the vehicle's path, they may be given greater weights than yaw rate, vehicle speed, and GNSS data when weighting parameters based on vehicle path prediction. In the example in Figure 17, due to inaccuracies in predictions associated with the use of yaw rate, vehicle speed, and GNSS data, multiple second node points (or predicted paths) 1704 result in predicted paths that do not lead to the exit lane 1720. This differs from multiple first node points (or paths) 1702 that lead to the escape lane 1720.

[0136] In one embodiment, the vehicle's control module uses map message data for route prediction instead of relying on yaw rate and vehicle speed when GNSS position data indicates that the vehicle is traveling along a node route indicated by map messages. With regard to route prediction, CAN data, including yaw rate and vehicle speed data, may be ignored when approaching an intersection and enabled and / or relied upon after leaving the intersection.

[0137] Figure 18 illustrates a method for providing intersection-based route prediction and for providing collision warnings and basic safety message transmission based on the route prediction. The operation in Figure 18 may be performed repeatedly. This method may begin at 1800. At 1802, a vehicle control module (e.g., one of the control modules 120, 220, and 307 in Figure 1-3) may be used to receive map messages from a remote station. The remote station here may be any of the multiple remote stations mentioned herein, including the cloud-based server 108, RSU 110, RSU 202, and remote station 400 in Figure 1-4.

[0138] In 1804, the control module can determine whether the host vehicle is at an intersection and / or approaching an intersection. If 1804 is affirmative, processes 1806 and 1808 are executed; otherwise, process 1812 is executed. In one embodiment, processes 1806 and 1808 are executed sequentially such that one of them precedes the other. In 1806, the control module uses intersection box data, which includes a node list and / or radius of curvature of the vehicle path through the intersection, for path prediction and / or collision warning.

[0139] The host vehicle's position may be determined based on vehicle speed, vehicle yaw rate, and other information such as GNSS (or GPS) data. The use of map message information, including a node list and / or radius of curvature of the vehicle path, provides a fundamentally better prediction of the host vehicle's path than using the host vehicle's speed and yaw rate alone for path prediction. The control module may receive GNSS data and determine when the host vehicle is located at, or approaching, one of the nodes included in the static or dynamic node set of the map message. For example, the GNSS position is likely correct, and the host vehicle may not be at the center of the path. Correlation with multiple nodes indicates that the host vehicle is traveling along a similar path.

[0140] Predicted route information and / or node locations on static or dynamic routes are broadcast wirelessly to other vehicles as basic safety messages to prevent collisions. Route data may also be included in map messages and transmitted to other vehicles to prevent collisions. Collision warnings may include forward collision warnings, pedestrian collision warnings, and / or other collision warnings (such as side collision warnings). Collision warning operations are performed based on the predicted route of the host vehicle determined by the control module.

[0141] In 1808, the control module uses intersection box data, which includes a node list and / or curvature radii of vehicle paths through intersections, to generate a BSM. Based on the node list and / or curvature radii, the control module determines the most appropriate path for the host vehicle and generates a BSM showing the host vehicle's predicted path. This determination may also be based on other information such as vehicle speed, vehicle yaw rate, and GNSS (or GPS) data. The BSM, showing the host vehicle's predicted path, may be transmitted from the host vehicle to (i) nearby connected cars and (ii) VRU devices to support collision avoidance applications.

[0142] In 1810, the control module determines whether the host vehicle has exited the intersection. If 1810 is affirmative, the process in 1812 may be executed; otherwise, the processes in 1806 and 1808 may be repeated. In 1812, the control module uses vehicle data for route prediction. This vehicle data may be CAN data including the vehicle's yaw rate and speed. This does not include using node lists or radius of curvature from map messages. The process in 1802 may be executed after the process in 1812. Enhanced pedestrian collision warning system

[0143] Figures 19-21 below illustrate the PCW enhancement using the provided path prediction as described above. This will enable more accurate detection and avoidance of the VRU collision threat.

[0144] Figure 19 shows an intersection 1900 with an example of a first predicted route 1902 based on map message intersection route information, a second predicted route based on vehicle speed and yaw rate, a third actual vehicle route 1906, and a corresponding radius of curvature R. The first predicted route 1902 has multiple node points 1910. The second node route has multiple corresponding points 1912.

[0145] When a host vehicle starts from a standstill, for example in a left-turn lane before making a left turn, the accuracy of speed and yaw rate is insufficient to accurately predict the host vehicle's path through an intersection. By using map message information that includes a node list of vehicle paths through the intersection and / or radius of curvature, a high-probability path that the host vehicle may follow, such as path 1902, is provided. This high-probability path may be used to predict the host vehicle's path. If vehicle speed and yaw rate are used alone, the host vehicle's control module may predict the host vehicle to follow a second path indicated by point 1912. The radius may be set if the path is circular, semicircular, or arc-shaped. Using map message information that includes an intersection dataset with a node list and / or radius improves the accuracy of path prediction. Path prediction can be performed more quickly and may be used for collision warning purposes, such as identifying pedestrian collision boxes. A pedestrian collision box refers to an area where a host vehicle and a pedestrian may be located at the same moment. Some examples of pedestrian collision boxes are shown in Figure 20.

[0146] Figure 20 shows an intersection 2000 with predicted vehicle paths 2002 and 2004 and a collision box 2006. The intersection includes a camera 2012 and an RSU 2010 connected to a backend server 2014. In this example, the illustrated vehicle can travel through intersection 2000 from left-turn lane 2016 to exit lane 2018 along path 2002, or from left-turn lane 2016 to exit lane 2020 along path 2004. The collision box 2006 is sometimes called a pedestrian collision box. The collision box 2006 refers to an area where a vehicle and a pedestrian (e.g., pedestrian 2022) may be located simultaneously and therefore a collision is possible.

[0147] Figure 21 illustrates how a vehicle can perform a pedestrian collision warning based on intersection route information from a map message received by the vehicle. The following operations may be repeated. This method may begin at 2100. At 2102, the vehicle's control module can receive a map message containing intersection box data from a remote station (e.g., RSU2010 in Figure 20).

[0148] In 2104, the control module may receive a Personal Safety Message (PSM) from the RSU or VRU device. The PSM may indicate the motion state of the VRU when the VRU device is carried by the VRU. The PSM may include the speed, position, and orientation of the VRU. For example, the VRU device may be a portable device held or worn by a pedestrian walking across a crosswalk at an intersection, as shown in Figure 20. Examples of portable devices include mobile phones, laptops, tablets, and smartwatches. The RSU receives the PSM from the VRU device and relays the PSM back to the RSU. The RSU may also generate a PSM upon detection of the VRU by a camera or other detection device connected to the RSU.

[0149] In 2108, the control module may calculate a hypothetical collision box (e.g., collision box 2006 in Figure 20) based on intersection box data. Measuring speed and yaw rate is difficult when the vehicle is stopped or just starting to move, and it takes time for the vehicle to stabilize, so it can be difficult to determine the vehicle's position and predict the collision box based solely on vehicle speed and yaw rate.

[0150] In step 2110, the control module can determine whether the vehicle is moving or not. If it is, the process in step 2112 is executed; otherwise, the process in step 2016 is executed. In step 2112, the control module can receive GNSS (or GPS) data and CAN data including the vehicle's speed and yaw rate.

[0151] In 2114, the control module can use GNSS data to associate intersection box routes from map messages with area maps. In 2116, the control module can determine the most plausible trajectory for the vehicle based on the association results. In 2118, the control module can identify a first collision box among several assumed collision boxes. This is based on collected and / or calculated data. The first collision box is the collision box with the highest probability of collision. This is based on the known speed, position, orientation, and / or predicted trajectory of the vehicle and VRU, respectively.

[0152] In step 2120, the control module can predict whether the VRU and the vehicle are in the same collision box (i.e., in the same geographical area at the same time). If this is true, process 2122 is executed; otherwise, process 2102 is executed.

[0153] In 2122, the control module can take measures to avoid a collision. This includes generating warning messages inside and / or outside the vehicle. The control module can control the vehicle's behavior to adjust the vehicle's speed, acceleration, and / or deceleration to avoid a collision. The control module can send signals to the VRU device so that the VRU device can take measures, including warning the VRU. The VRU can then take action to avoid a collision.

[0154] The operations shown in Figures 8, 13, 18, and 21 above are for illustrative purposes only. Depending on the application, the illustrated processes may be executed sequentially, synchronously, simultaneously, consecutively, in overlapping time periods, or in different orders. Depending on the implementation and / or the sequence of events, some of the processes may not be executed or may be omitted.

[0155] Although various different features and embodiments have been described above with respect to Figures 1 to 21, any or all of the embodiments in Figures 1 to 21 may be combined and implemented as a single embodiment.

[0156] The foregoing description is merely illustrative and is not intended to limit the Disclosure, its application, or its uses. The broad teachings of this Disclosure may be implemented in various forms. Therefore, while this Disclosure includes certain embodiments, the true scope of this Disclosure should not be so limited, as other modifications will become apparent upon consideration of the drawings, specification, and the following claims. It should be understood that one or more steps included in one method may be performed in a different order (or simultaneously) without altering the principles of this Disclosure. Furthermore, while each embodiment is described above as having certain features, any one or more of those features described with respect to any embodiment of this Disclosure may be implemented in and / or combined with any features of other embodiments, even if the combination is not explicitly described. In other words, the described embodiments are not mutually exclusive, and arrangements of one or more embodiments with other embodiments are also included in the scope of this Disclosure.

[0157] Spatial or functional relationships between components (e.g., between modules, between circuit elements, between semiconductor layers, etc.) are described using a variety of terms, including “connection,” “engagement,” “coupling,” “adjacent,” “next to,” “above,” “upperside,” “below,” and “positioning.” Where a relationship between a first element and a second element is described in the above disclosure, that relationship may be a direct relationship in which no other intervening elements exist between the first and second elements. However, unless explicitly stated to be “direct,” the relationship may be an indirect relationship in which one or more intervening elements (spatially or functionally) exist between the first and second elements. In this specification, the expression “at least one of A, B, and C” should be interpreted as meaning a logical (A or B or C) relationship using non-exclusive OR, and not as meaning “at least one of A, at least one of B, and at least one of C.”

[0158] In diagrams, the direction of arrowheads generally indicates the flow of information (such as data or commands) of interest to the diagram. For example, if elements A and B exchange various types of information, and the information sent from element A to element B is relevant to the diagram, the arrow may point from element A to element B. This one-way arrow does not mean that no other information is sent from element B to element A. In response to information sent from element A to element B, element B may send information requests or acknowledgments to element A.

[0159] The terms “module” or “controller” in this disclosure, including the definitions below, may be replaced with the term “circuit.” The term “module” means, part of, or may include: application-specific integrated circuits (ASICs), digital, analog, or mixed analog / digital discrete circuits, digital, analog, or mixed analog / digital integrated circuits, combinational logic circuits, field-programmable gate arrays (FPGAs), processor circuits (shared, dedicated, or grouped) that execute code, memory circuits (shared, dedicated, or grouped) that store code executed by the processor circuits, other suitable hardware components that provide the functions described, or system-on-a-chip, or any combination of all of the above.

[0160] A module may include one or more interface circuits. In some examples, the interface circuits may include wired or wireless interfaces connected to a local area network (LAN), the internet, a wide area network (WAN), or a combination thereof. The functionality of any module in this disclosure may be distributed among multiple modules connected via interface circuits. For example, load balancing can be performed among multiple modules. In a further example, a server module (also called a remote or cloud module) may perform some functionality on behalf of a client module.

[0161] The term "code" as used above includes software, firmware, and / or microcode, and may refer to programs, routines, functions, classes, data structures, and / or objects. The term "shared processor circuit" encompasses a single processor circuit that executes some or all of the code of multiple modules. The term "group processor circuit" encompasses a processor circuit that, in combination with additional processor circuits, executes some or all of the code of one or more modules. Multiple processor circuits include multiple processor circuits on separate dies, multiple processor circuits on a single die, multiple cores in a single processor circuit, multiple threads in a single processor circuit, or a combination of the above. The term "shared memory circuit" encompasses a single memory circuit that stores some or all of the code of multiple modules. The term "group memory circuit" encompasses a memory circuit that, in combination with additional memory, stores some or all of the code from one or more modules.

[0162] The term "memory circuit" is a subset of the term "computer-readable medium." As used herein, the term "computer-readable medium" does not include transient electrical or electromagnetic signals propagating through a medium (such as on a carrier wave). Therefore, the term "computer-readable medium" may be considered as a tangible, non-transient medium. Non-limiting examples of non-transient, tangible, computer-readable mediums include non-volatile memory circuits (such as flash memory circuits, erasable programmable read-only memory circuits, and mask read-only memory circuits), volatile memory circuits (such as static random-access memory circuits and dynamic random-access memory circuits), magnetic storage media (such as analog or digital magnetic tapes and hard disk drives), and optical storage media (such as CDs, DVDs, and Blu-ray discs).

[0163] The apparatus and methods described herein may be partially or completely implemented by a special-purpose computer created by configuring a general-purpose computer to perform one or more specific functions embodied in a computer program. The aforementioned functional blocks, flowchart components, and other elements may serve as software specifications and be translated into a computer program through the routine work of a skilled technician or programmer.

[0164] A computer program includes processor-executable instructions stored on at least one non-transient, tangible, computer-readable medium. A computer program may also include, or depend on, stored data. A computer program can encompass a basic input / output system (BIOS) that interacts with the hardware of a dedicated computer, device drivers that interact with specific devices of the dedicated computer, one or more operating systems, user applications, background services, background applications, and so on.

[0165] Computer programs include the following: (i) descriptive text to be parsed, such as HTML (Hypertext Markup Language), XML (Extensible Markup Language), and JSON (JavaScript Object Notation); (ii) assembly code; (iii) object code generated from source code by a compiler; (iv) source code for execution by an interpreter; and (v) source code for compilation and execution by a just-in-time compiler. For example, C, C++, C#, Objective C, Swift, Haskell, Go, SQL, R, Lisp, Java®, Fortran, Perl, Pascal, Curl, OCaml, Javascript®, HTML5 (Hypertext Markup Language 5th revision), Ada, ASP (Active Server Pages), PHP (PHP: Hypertext Preprocessor), Scala, Eiffel, Smalltalk, Erlang, Ruby, Flash®, Visual Basic®, Lua, MATLAB, SIMULINK, and Python®. (Note) This disclosure also includes the following technical ideas. [Technical thought 1] A pedestrian collision warning system, A transceiver configured to receive personal safety messages and map messages in the host vehicle, Memory configured to store map data, (i) Based on the personal safety message and the map message, a control module is configured to identify a plurality of hypothetical collision boxes in which the host vehicle and pedestrian are expected to be present simultaneously, depending on the route of the host vehicle; (ii) Based on the map data and the map message, determine the most appropriate route for the host vehicle to pass through the intersection from among a plurality of candidate routes passing through the intersection; (iii) Based on the most appropriate route for the host vehicle and the plurality of hypothetical collision boxes, determine whether the host vehicle and pedestrian are likely to be present simultaneously in any one of the plurality of hypothetical collision boxes; and (iv) In response to the determination that the host vehicle and pedestrian are likely to be present simultaneously in any of the plurality of hypothetical collision boxes, the control module is configured to warn the pedestrian of the possibility of collision via a vulnerable road user device, or to warn the occupants of the host vehicle, or both. A pedestrian collision warning system equipped with the following features. [Technical thought 2] The aforementioned personal safety message is received from a roadside unit that is separated from the host vehicle. The pedestrian collision warning system according to technical concept 1, wherein the roadside unit is separate from the pedestrian collision warning system implemented in the host vehicle. [Technical thought 3] The aforementioned personal safety message is received from the vulnerable road user device, which is separated from the host vehicle. The pedestrian collision warning system according to technical concept 1 or 2, wherein the vulnerable road user device is separate from the pedestrian collision warning system implemented in the host vehicle. [Technical thought 4] The aforementioned map message is received from a roadside unit monitoring the intersection, and is part of a pedestrian collision warning system according to any one of technical concepts 1 to 3. [Technical thought 5] The aforementioned map message is received from a cloud-based server and is part of a pedestrian collision warning system described in any one of Technical Ideas 1 to 4. [Technical Thought 6] A pedestrian collision warning system according to any one of technical concepts 1 to 5, wherein the control module is configured to (i) determine whether the host vehicle is moving, and (ii) if the host vehicle is not moving, determine the assumed collision box in which the host vehicle and a pedestrian are expected to be present at the same time, according to the path of the host vehicle. [Technical Thought 7] The pedestrian collision warning system according to technical concept 6, wherein the control module is configured to (i) determine whether the host vehicle has started moving, and (ii) in response to the host vehicle having started moving, determine the most reasonable path for the host vehicle to pass through the intersection and determine whether the host vehicle and the pedestrian are likely to be in one of the plurality of assumed collision boxes at the same time. [Technical Thought 8] A pedestrian collision warning system according to any one of technical ideas 1 to 7, wherein the control module is configured to (i) determine whether the host vehicle has started moving, and (ii) in response to the host vehicle having started moving, determine the most reasonable path for the host vehicle to pass through the intersection, and determine whether the host vehicle and the pedestrian are likely to be in one of the plurality of assumed collision boxes at the same time. [Technical Thought 9] A pedestrian collision warning system according to any one of technical ideas 1 to 8, wherein the control module is configured to (i) determine whether the host vehicle is approaching the intersection, and (ii) identify the assumed collision box in response to the host vehicle approaching the intersection. [Technical Thought 10] The host vehicle receives personal safety messages and map messages, Retrieving map data from memory, Based on the personal safety message and the map message, identify multiple hypothetical collision boxes where the host vehicle and pedestrians are expected to be present simultaneously, according to the host vehicle's route. Based on the map data and the map message, the most appropriate route for the host vehicle passing through the intersection is determined from among multiple candidate routes passing through the intersection. Based on the most reasonable path of the host vehicle and the assumed collision box, it is determined whether the host vehicle and the pedestrian are likely to be in one of the multiple assumed collision boxes at the same time. A pedestrian collision warning method, which includes, in response to determining that the host vehicle and the pedestrian are likely to be simultaneously in one of the hypothetical collision boxes, warning the pedestrian of the possibility of collision via the vulnerable road user device, or warning the occupants of the host vehicle, or both. [Technical Thought 11] The aforementioned personal safety message is received from a roadside unit that is separated from the host vehicle. The pedestrian collision warning method according to technical concept 10, wherein the roadside unit is separate from the pedestrian collision warning system implemented in the host vehicle. [Technical Thought 12] The aforementioned personal safety message is received from the vulnerable road user device, which is separated from the host vehicle. The pedestrian collision warning method according to technical concept 10 or 11, wherein the vulnerable road user device is separate from the pedestrian collision warning system implemented in the host vehicle. [Technical Thought 13] The map message is received from a roadside unit monitoring the intersection, and is a pedestrian collision warning method according to any one of technical ideas 10 to 12. [Technical Thought 14] The aforementioned map message is received from a cloud-based server and is a pedestrian collision warning method described in any one of technical ideas 10 to 13. [Technical Thought 15] To determine whether the host vehicle is moving, If the host vehicle is not moving, the system identifies the assumed collision box where the host vehicle and a pedestrian are expected to be present simultaneously, according to the host vehicle's path. A pedestrian collision warning method described in any one of technical ideas 10 to 14, further including the above. [Technical Thought 16] To determine whether the host vehicle has started moving, In response to the host vehicle starting to move, the most reasonable path for the host vehicle to pass through the intersection is determined, and it is determined whether the host vehicle and the pedestrian are likely to be in one of the assumed collision boxes at the same time, A pedestrian collision warning method described in Technical Idea 15, which further includes the above. [Technical Thought 17] To determine whether the host vehicle has started moving, In response to the host vehicle starting to move, the most reasonable path for the host vehicle to pass through the intersection is determined, and it is determined whether the host vehicle and the pedestrian are likely to be in one of the assumed collision boxes at the same time, A pedestrian collision warning method described in Technical Idea 11, which further includes the above. [Technical Thought 18] Determining whether the host vehicle is approaching an intersection, In response to the host vehicle approaching the intersection, the assumed collision box is identified, A pedestrian collision warning method described in Technical Idea 11, which further includes the above.

Claims

1. A pedestrian collision warning system, A transceiver in a host vehicle is configured to receive a personal safety message indicating the movement status of a vulnerable road user, including their speed, location, and orientation, and a map message containing information indicating the route the host vehicle will take through an intersection. A pedestrian collision warning system comprising: (i) identifying a hypothetical collision box in which a host vehicle and a pedestrian are expected to be present simultaneously, based on the personal safety message and the map message, depending on the route of the host vehicle; (ii) determining the route through which a host vehicle passing through an intersection will pass, based on the area map and the map message; (iii) determining whether the host vehicle and the pedestrian are likely to be present simultaneously, based on the determined route through the intersection and the hypothetical collision box; and (iv) a control module configured to warn the pedestrian of the possibility of a collision via a vulnerable road user device, or to warn the occupants of the host vehicle, or both, in response to the determination that the host vehicle and the pedestrian are likely to be present simultaneously in the hypothetical collision box.

2. The aforementioned personal safety message is received from a roadside unit that is separated from the host vehicle. The pedestrian collision warning system according to claim 1, wherein the roadside unit is separate from the pedestrian collision warning system implemented in the host vehicle.

3. The aforementioned personal safety message is received from the vulnerable road user device, which is separated from the host vehicle. The pedestrian collision warning system according to claim 1, wherein the vulnerable road user device is separate from the pedestrian collision warning system implemented in the host vehicle.

4. The pedestrian collision warning system according to claim 1, wherein the map message is received from a roadside unit monitoring the intersection.

5. The pedestrian collision warning system according to claim 1, wherein the map message is received from a cloud-based server.

6. The pedestrian collision warning system according to claim 1, wherein the control module is configured to (i) determine whether the host vehicle is moving, and (ii) if the host vehicle is not moving, determine the assumed collision box in which the host vehicle and a pedestrian are expected to be present at the same time, according to the path of the host vehicle.

7. The pedestrian collision warning system according to claim 6, wherein the control module is configured to (i) determine whether the host vehicle has started moving, and (ii) in response to the host vehicle having started moving, determine the path of the host vehicle passing through the intersection and determine whether the host vehicle and the pedestrian are likely to be in the assumed collision box at the same time.

8. The pedestrian collision warning system according to claim 1, wherein the control module is configured to (i) determine whether the host vehicle has started moving, (ii) determine the path of the host vehicle passing through the intersection in response to the host vehicle having started moving, and determine whether the host vehicle and the pedestrian are likely to be in the assumed collision box at the same time.

9. The pedestrian collision warning system according to claim 1, wherein the control module is configured to (i) determine whether the host vehicle is approaching the intersection, and (ii) identify the assumed collision box in response to the host vehicle approaching the intersection.

10. The host vehicle receives a personal safety message indicating the movement status of the vulnerable road user, including their speed, location, and direction, and a map message containing information indicating the route the host vehicle will take through the intersection. Based on the personal safety message and the map message, identify a hypothetical collision box where the host vehicle and pedestrians are expected to be present simultaneously, according to the host vehicle's route. Based on the area map and the map message, the host vehicle passing through the intersection will determine the route it will take to pass through the intersection. Based on the determined route through the intersection and the assumed collision box, it is determined whether the host vehicle and the pedestrian are likely to be in the assumed collision box at the same time. A pedestrian collision warning method, which includes, in response to determining that the host vehicle and the pedestrian are likely to be simultaneously present in the hypothetical collision box, warning the pedestrian of the possibility of collision via a vulnerable road user device, or warning the occupants of the host vehicle, or both.

11. The aforementioned personal safety message is received from a roadside unit that is separated from the host vehicle. The pedestrian collision warning method according to claim 10, wherein the roadside unit is separate from the pedestrian collision warning system implemented in the host vehicle.

12. The aforementioned personal safety message is received from the vulnerable road user device, which is separated from the host vehicle. The pedestrian collision warning method according to claim 10, wherein the vulnerable road user device is separate from the pedestrian collision warning system implemented in the host vehicle.

13. The pedestrian collision warning method according to claim 10, wherein the map message is received from a roadside unit monitoring the intersection.

14. The pedestrian collision warning method according to claim 10, wherein the map message is received from a cloud-based server.

15. To determine whether the host vehicle is moving, If the host vehicle is not moving, the system identifies the assumed collision box where the host vehicle and a pedestrian are expected to be present simultaneously, according to the host vehicle's path. The pedestrian collision warning method according to claim 10, further comprising:

16. To determine whether the host vehicle has started moving, In response to the host vehicle starting to move, the most reasonable path for the host vehicle to pass through the intersection is determined, and it is determined whether the host vehicle and the pedestrian are likely to be in the assumed collision box at the same time. The pedestrian collision warning method according to claim 15, further comprising:

17. To determine whether the host vehicle has started moving, In response to the host vehicle starting to move, the most reasonable path for the host vehicle to pass through the intersection is determined, and it is determined whether the host vehicle and the pedestrian are likely to be in the assumed collision box at the same time. The pedestrian collision warning method according to claim 11, further comprising:

18. Determining whether the host vehicle is approaching an intersection, In response to the host vehicle approaching the intersection, the assumed collision box is identified, The pedestrian collision warning method according to claim 11, further comprising:

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