CONNECTED AUTOMATED VEHICLE HIGHWAY SYSTEMS AND METHODS RELATED TO TRANSIT VEHICLES AND SYSTEMS

Abstract

The technology provides designs and methods for the transit management system, which facilitates transit vehicle operations and control for connected automated transit vehicles (CATVs) systems. The transit management system provides transit vehicles with customized/non-customized information and time-sensitive control instructions for transit vehicle to fulfill the driving tasks such as vehicle routing, lane changing, turning. The transit management system also realizes transit vehicle lane design, transportation operations and management services for transit vehicle. The transit management system consists of one of more of the following physical subsystems: (1) Roadside Unit (RSU) network, (2) Traffic Control Unit (TCU) and Traffic Control Center (TCC) network, (3) Vehicle Onboard Unit (OBU), (4) Traffic Operations Centers (TOCs), (5) Cloud platform. The transit management system realizes one or more of the following function categories: sensing, transportation behavior prediction and management, planning and decision making, and vehicle control. The transit management system is supported by road infrastructure, real-time wired and/or wireless communication, the power supply networks, and cyber safety and security services.

Claims

1-159. (canceled)

160. A transit management system for operating and controlling connected and automated transit vehicles (CATVs), said transit management system configured to send individual CATVs detailed and time-sensitive control instructions for vehicle routing, lane changing, and/or turning, wherein said transit management system comprises: a) a roadside unit (RSU) network; b) a traffic control unit (TCU) and traffic control center (TCC) network; c) vehicle onboard units (OBU) d) traffic operations centers (TOC); and e) a cloud-based platform configured to provide information and computing services.

161. The transit management system of claim 160, wherein said system comprises: a) dedicated CATV lanes, non-dedicated lanes, and/or dynamic CATV-only lanes; and b) physical barriers and/or logical barriers separating lanes used for CATVs from traditional lanes used by human-driven vehicles.

162. The transit management system of claim 160, wherein said system comprises dedicated CATV bus stops, non-dedicated CATV bus stops, curbside bus stops, and/or bus bay stops.

163. The transit management system of claim 160 configured to manage vehicles at intersections and/or diverging/merging locations using priority based on the total delay and average vehicle speed.

164. The transit management system of claim 160 configured to perform methods for managing CATV stops, said methods comprising: a) determining the stop platform of a CATV; b) detecting the accuracy of the stop platform of a CATV; c) detecting the opened or closed state of a CATV door; d) detecting completion of passenger onboarding and/or offloading; e) coordinating entry order and stops points for CATVs arriving at a stop; and/or f) providing warnings relating to abnormal states of CATVs and/or managing abnormal states of CATVs.

165. The transit management system of claim 160 configured to provide customized mobility services and/or non-customized mobility services.

166. The transit management system of claim 160 configured to perform terminal control methods comprising: a) identifying CATVs b) releasing CATVs and intercepting unauthorized vehicles; c) inspecting and maintaining CATVs; d) refueling and/or recharging CATVs; e) parking CATVs; and/or f) providing customized maintenance procedures for private and/or third-party vehicles.

167. The transit management system of claim 160 comprising an interface configure to: a) share and obtain traffic data between said transit management system and other shared mobility systems; b) share and obtain traffic incidents between said transit management system and other shared mobility systems; c) share and obtain passenger demand patterns between said transit management system and other shared mobility systems; d) dynamically adjust pricing; e) provide for special agencies to delete, change, and share information; f) provide for the transit management system to take control of vehicles; g) provide for CATVs forming platoons with vehicles of other shared mobility service providers; h) provide for special agencies to take control of vehicles; i) provide for the transit management system to take control of vehicles that arrive at a platform; and/or j) provide the transit management system to take control of vehicles that depart from a platform.

168. The transit management system of claim 160 configured to perform sensing methods for dedicated lanes, non-dedicated lanes, transit stations, intersections, entrances to dedicated lanes, and/or in CATVs, wherein: a) said methods for dedicated lanes comprise monitoring CATVs by RSUs and OBUs to collect dedicated lane data; processing, fusing, and sending said dedicated lane data to the TCC/TCU network; and sharing said dedicated lane data through the cloud platform; b) said methods for non-dedicated lanes comprise monitoring all vehicles by RSUs and monitoring the environment of CATVs by OBUs to collect non-dedicated lane data; processing, fusing, and sending said non-dedicated lane data to the TCC/TCU network; and sharing said non-dedicated lane data through the cloud platform; c) said methods for transit stations comprise monitoring passenger behavior and CATVs by RSUs installed in transit stations; d) said methods for intersections comprise monitoring pedestrian and CATVs by RSUs installed at intersections; e) said methods for entrances to dedicated lanes comprise detecting vehicles by entrance sensors, recording vehicle identifying information, and notifying other vehicles of vehicle entrance; and/or f) said methods for CATVs comprise monitoring the status of vehicles and passengers by OBUs and transmitting said status to RSUs.

169. The transit management system of claim 160 configured to perform methods relating to transit-related emergencies, incidents, safety, and/or security, said methods comprising: a) detecting and identifying events by OBUs and/or RSUs and producing event data; b) transmitting event data to TOCs and/or the cloud-based platform; c) analyzing and evaluating event data; d) producing action plans and/or CATV control strategies by the TOCs and transmitting said action plans and/or CATV control strategies to the cloud-based platform and/or TCC/TCU network; e) sending warnings to transit users; f) updating a scheduling and/or dispatching plan to produce an updated scheduling and/or dispatching plan and transmitting said updated scheduling and/or dispatching plan to CATVs; g) guiding passengers to evacuate affected CATVs; h) affected CATVs are controlled to a safe stop by RSUs supported by the TCC/TCU network and cloud-based platform; and/or i) passengers and/or the CATVs involved and/or affected by the events are monitored and tracked by OBUs and/or RSUs until the event is resolved.

170. The transit management system of claim 160 configured to perform a method for transportation behavior prediction and management, said method comprising: a) providing longitudinal and/or lateral control of CATVs; b) detecting incidents, monitoring CATV components and sub-systems, providing real-time weather information, and adjusting speed according to detected speed zones; and/or c) providing route planning and guidance and managing transit network demand.

171. The transit management system of claim 160 configured to provide detection, warning, and control of CATVs for: a) dedicated lanes used by CATVs for customized and non-customized mobility services; b) dedicated lanes shared by CATVs and non-automated transit vehicles, wherein RSUs send commands to CATVs; and/or c) non-dedicated lanes shared by CATVs and human-driven vehicles.

172. The transit management system of claim 160 configured as an open platform to provide functions for information inquiry by passengers and managers, customized automated driving services, legal and regulatory services, coordination and aid, broadcast, and/or user management.

173. The transit management system of claim 160 configured to provide safety and efficiency measures for CATV operations and control, said safety and efficiency measures comprising: a) RSUs providing a location service describing CATV location without the support of vehicle-based sensors; b) RSUs, TCC/TCU network, and cloud-based platform providing site-specific weather and pavement condition information; c) CATV control; and/or d) CATV routing and control.

174. The transit management system of claim 160 configured to provide security functions comprising: a) hardware security; b) network and data security; and/or c) reliability, resilience, and redundancy.

175. The transit management system of claim 160 configured to provide blind spot detection for CATVs in dedicated lanes and non-dedicated lanes, wherein: a) blind spot detection for dedicated lanes comprises collecting and fusing data collected by RSUs and OBUs describing the road and environment for CATVs and characterizing blind spots using said data; b) blind spot detection for non-dedicated lanes comprises collecting and fusing data collected by RSUs and OBUs describing the road and environment for CATVs, non-automated vehicles, and moving entities on the road side; and controlling CATVs using said data; and c) displaying the data describing the road and environment for a CATV on a display in said CATV, wherein when the data collected by an RSU and OBU conflict, the confidence of each data source is used to judge and decide the final outputs.

176. The transit management system of claim 160 wherein said RSU comprises: a) a sensing module configured to sense the environment of CATVs; b) a communication module configured to communicate with CATVs, TCUs, and/or the cloud; c) a data processing module configured to process, fuse, and/or compute the data received from the sensing module and/or communication module; d) an interface module configured to communicate between the data processing module and the communication module; e) an adaptive power supply module configured to adjust power delivery according to the conditions of the local power grid with backup redundancy; f) a transit station management module configured to monitor a transit station, detect passenger behavior, and control CATVs; and/or g) an intersection management module configured to monitor pedestrians and control CATVs based on traffic conditions at intersections.

177. The transit management system of claim 160, wherein: a) OBUs receive data from RSUs comprising CATV control instructions, travel route and traffic information, and services data; b) OBUs send data to RSUs comprising driver input, driver status, CATV condition data; c) OBUs collect CATV data comprising engine state, speed, passenger status, dangerous goods, and/or surrounding objects; and/or d) OBUS take control of a CATV in adverse weather, traffic accident, and/or communication failure.

178. The transit management system of claim 160 wherein said cloud-based platform is configured to perform traffic state estimation and prediction algorithms to estimate the traffic state based on a weighted data fusion method, wherein weights are determined by the quality of data provided by RSU, TCC/TCU, and/or TOC sensors with partial or complete detection.

179. A method for managing CATVs comprising providing a system according to claim 160.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0058] The patent or application file contains at least one drawing executed in color. Copies of this patent or patent application publication with color drawings will be provided by the Office upon request and payment of the necessary fee.

[0059] These and other features, aspects, and advantages of the present technology will become better understood with regard to the following drawings:

[0060] FIG. 1 shows the two examples of bus stops, e.g., bus bay stop and curbside stop. 101: Bus bay stop; 102: Curbside stop; 103: RSU; 104: Bus only lane.

[0061] FIG. 2 shows non-dedicated lanes for mixed traffic, e.g., including car, bus, and minibus. 201: Non-dedicated lane; 202: RSU.

[0062] FIG. 3 shows an example of dedicated CATV lane used by CATV. 301: Dedicated CATV lane; 302: Non-dedicated lane; 303: RSU.

[0063] FIG. 4 shows an example of peak-hour CATV-only lane. 401: Peak-hour CATV-only lane; 402: Non-dedicated lane; 403: RSU.

[0064] FIG. 5 shows controlling the level of priority at intersections or diverging/merging areas.

[0065] FIG. 6 shows content that the CATVs send to road controllers via I2V communication.

[0066] FIG. 7 shows a flow diagram for transit stop management and control.

[0067] FIG. 8 is a schematic diagram showing entering and exiting to a CATV station.

[0068] FIG. 9 is a flow chart for entrance control.

[0069] FIG. 10 is a flow chart for exit control.

[0070] FIG. 11 shows the network and architecture of TCC and TCU.

[0071] FIG. 12 shows the modules of TCCs and the relationship between these modules.

[0072] FIG. 13 shows the modules of TCUs and the relationship between these modules.

[0073] FIG. 14 is a flowchart of input-output for non-customized shuttle bus.

[0074] FIG. 15 is flowchart of input-output for customized shuttle bus.

[0075] FIG. 16 shows the architecture of OBU, e.g., comprising communication module, data collection module, transit vehicle control module, and data flow between OBU, Vehicle, and RSU. 1701: Communication module, e.g., configured to transfer data between RSU and OBU; 1702: Data collection module, e.g., configured to collect data of the transit vehicles. 1703: Transit vehicle control module, e.g., configured to execute control command from RSU.

[0076] FIG. 17 shows the architecture of the CAVH cloud platform.

[0077] FIG. 18 shows management processes for transit related emergency, incident, safety, and security events.

[0078] FIG. 19 shows the warning and control methods for road scenes.

[0079] FIG. 20 shows an example of a transit line customizing platform.

[0080] FIG. 21 is a schematic drawing showing Transit Vehicle Operation and Control in Adverse Weather. 2101: wide area weather and traffic information obtained by the TCU/TCC network; 2102: comprehensive weather and pavement condition data and vehicle control instructions; 2103: transit vehicle status, location and sensor data; 2104: Transit service information in adverse weather.

DETAILED DESCRIPTION

[0081] In some embodiments, the present technology relates generally to a comprehensive system providing full vehicle operations and control for connected and automated transit vehicles, and, more particularly, to a system controlling CATVs by sending individual vehicles with detailed and time-sensitive control instructions for vehicle routing, lane changing, turning, and related information. In some embodiments, the technology provides a system for controlling CAVs by sending customized, detailed, and time-sensitive control instructions and traffic information for automated vehicle driving to individual vehicles, such as vehicle following, lane changing, route guidance, and other related information (e.g., a CAVH system (e.g., as described in U.S. patent application Ser. No. 15/628,331, filed Jun. 20, 2017 and U.S. Provisional Patent Application Ser. Nos. 62/626,862, filed Feb. 6, 2018, 62/627,005, filed Feb. 6, 2018, 62/655,651, filed Apr. 10, 2018, and 62/669,215, filed May 9, 2018, the disclosures of which are herein incorporated by reference in their entireties)). In some embodiments, the technology comprises a cloud system as described in U.S. Provisional Patent Application Ser. No. 62/691,391, incorporated herein by reference in its entirety. In some embodiments, the technology comprises technologies related to safety systems as described in U.S. Provisional Patent Application Ser. No. 62/695,938, incorporated herein by reference in its entirety. In some embodiments, the technology relates to the use of a connected automated vehicle highway system and methods and/or components thereof for heavy and special vehicles, e.g., as described in U.S. Provisional Patent Application Ser. No. 62/687,435, filed Jun. 20, 2018, which is incorporated herein by reference. In some embodiments, the technology comprises technologies related to an on-board unit (OBU) for a vehicle as described in U.S. Provisional Patent Application Ser. No. 62/695,964, incorporated herein by reference in its entirety.

[0082] In this detailed description of the various embodiments, for purposes of explanation, numerous specific details are set forth to provide a thorough understanding of the embodiments disclosed. One skilled in the art will appreciate, however, that these various embodiments may be practiced with or without these specific details. In other instances, structures and devices are shown in block diagram form. Furthermore, one skilled in the art can readily appreciate that the specific sequences in which methods are presented and performed are illustrative and it is contemplated that the sequences can be varied and still remain within the spirit and scope of the various embodiments disclosed herein.

[0083] All literature and similar materials cited in this application, including but not limited to, patents, patent applications, articles, books, treatises, and internet web pages are expressly incorporated by reference in their entirety for any purpose. Unless defined otherwise, all technical and scientific terms used herein have the same meaning as is commonly understood by one of ordinary skill in the art to which the various embodiments described herein belongs. When definitions of terms in incorporated references appear to differ from the definitions provided in the present teachings, the definition provided in the present teachings shall control. The section headings used herein are for organizational purposes only and are not to be construed as limiting the described subject matter in any way.

Definitions

[0084] To facilitate an understanding of the present technology, a number of terms and phrases are defined below. Additional definitions are set forth throughout the detailed description.

[0085] Throughout the specification and claims, the following terms take the meanings explicitly associated herein, unless the context clearly dictates otherwise. The phrase in one embodiment as used herein does not necessarily refer to the same embodiment, though it may. Furthermore, the phrase in another embodiment as used herein does not necessarily refer to a different embodiment, although it may. Thus, as described below, various embodiments of the invention may be readily combined, without departing from the scope or spirit of the invention.

[0086] In addition, as used herein, the term or is an inclusive or operator and is equivalent to the term and/or unless the context clearly dictates otherwise. The term based on is not exclusive and allows for being based on additional factors not described, unless the context clearly dictates otherwise. In addition, throughout the specification, the meaning of a, an, and the include plural references. The meaning of in includes in and on.

[0087] As used herein, the terms about, approximately, substantially, and significantly are understood by persons of ordinary skill in the art and will vary to some extent on the context in which they are used. If there are uses of these terms that are not clear to persons of ordinary skill in the art given the context in which they are used, about and approximately mean plus or minus less than or equal to 10% of the particular term and substantially and significantly mean plus or minus greater than 10% of the particular term.

[0088] As used herein, the suffix -free refers to an embodiment of the technology that omits the feature of the base root of the word to which -free is appended. That is, the term X-free as used herein means without X, where X is a feature of the technology omitted in the X-free technology. For example, a sensing-free method does not comprise a sensing step, a controller-free system does not comprise a controller, etc.

[0089] As used herein, the term support when used in reference to one or more components of the CAVH system providing support to and/or supporting one or more other components of the CAVH system refers to, e.g., exchange of information and/or data between components and/or levels of the CAVH system, sending and/or receiving instructions between components and/or levels of the CAVH system, and/or other interaction between components and/or levels of the CAVH system that provide functions such as information exchange, data transfer, messaging, and/or alerting.

Description

[0090] FIG. 1 shows two examples of bus stops, a bus bay stop and a curbside stop. The bus stops can be located at near-side location, far-side location, or mid-block location. The bus bay stop 101 can be used by bus and minibus, while the curbside stop 102 is only for minibus. Moreover, other vehicles cannot be parked by bus stop or other areas marked by yellow pavement markings.

[0091] FIG. 2 shows that there are only non-dedicated lanes 201 for mixed traffic which include car, bus, and minibus. The RSU sensing module 202 are used to identify vehicles that meet the requirement of Infrastructure-to-Vehicle (I2V) communication. Generally, the only non-dedicated lanes are appropriate for road having few bus routes (usually less than 3).

[0092] FIG. 3 shows the example of a dedicated CATV lane 301 which is used by CATV only. The dedicated CATV lane 301 is on the right side and the non-dedicated lane 302 is on the left side. Generally, the dedicated CATV lane is appropriate for roads having many bus routes (usually more than 5).

[0093] FIG. 4 shows the example of peak-hour CATV-only lane 401, which is used by CATV only during the peak hours, while the peak-hour CATV-only lane 401 can also be used by mix traffic during the off-peak hours. The peak-hour is a part of the day which the volume of traffic is at its highest. Although peak-hour periods may vary from city to city, region to region, and seasonally, they are usually 7-9 am and 5-7 pm. The peak-hour CATV-only lane 401 is on the right side and the non-dedicated lane 402 is on the left side.

[0094] FIG. 5 shows how to control the level of priority at intersections or diverging/merging areas. There are two types of level of priority. One is the level of priority among different CATVs modes. The other level of priority is the level of priority between CATVs from two directions at the intersections or the diverging/merging areas. Therefore, in the first step, the controller needs to determine whether it is the level of priority among different CATVs modes or not. If it is the level of priority among different CATVs modes, the road controller will receive the travel information of these multi-mode CATVs. Then the total delay time caused by these multi-mode CATVs will be calculated. Moreover, the average speed of these multi-mode CATVs will be also calculated. After that, the level of priority will be determined based on the minimum total delay. When it is the level of priority between CATVs from two directions at the intersections or the diverging/merging areas, the travel information of the CATVs from the two directions will be sent to the road controller. Then their total delay time and average speed will be calculated, based which the level of priority will be determined.

[0095] FIG. 6 shows the content that the CATVs send to the road controller via I2V communication. When the CATVs travel on the road, they report their driving operations to the road controller. The content that the CATVs send to the road controller include passenger conditions, positions, delay time, speeds, timetable, origin-destination (OD), and other operation information. Passenger conditions include whether there are some emergencies in the vehicle and whether the passengers are safe. Positions and speeds mean the trajectories of the CATVs with the time. Delay time means the time that the CATVs cause if it exists. Timetable means station information of the CATVs, while origin-destination (OD) means the starting and ending stations.

[0096] FIG. 7 shows the flow diagram of the transit stop management and control, which includes steps as the following: 1) RSU receives the automated transit vehicle entry information in advance and sends the stop position information to the approaching vehicle; 2) After RSU confirms that the vehicle is parked in the correct position, the bus will open the entrance and exit doors; 3) When OBS detects the end of the passengers' getting off, and RSU detects that the passengers off the bus meets the safety distance from the vehicle door, the exit door is closed; 4) When OBS detects the end of the passengers' boarding and the passengers meet the safety distance from the vehicle door, the entrance door is closed; 5) When OBS detects that all passengers in the vehicle reach the safe area, and RSU detects that all passengers on the platform reach the safe area, the automated transit vehicle starts the outbound mode and leaves the platform.

[0097] FIG. 8 shows how automated transit vehicles enter and exit a CATV station. When entering, the RSU guides the automated transit vehicle from the Dedicated CATV lane to the CATV station, the access control system identifies vehicle, releases CATV and intercepts other vehicles through the RFID technology. Then, the automated transit vehicle enters the vehicle inspection area, the vehicle is determined whether need maintenance, cleaning, or refueling by the vehicle status. If needed, the RSU plans a detailed path for the vehicle and guides it to the appropriate area. After the operation process is completed, the RSU guides the vehicle into the parking area. If unnecessary, the RSU guides the vehicle into the parking area directly. When exiting, the RSU sends instructions to the automated transit vehicle in the parking area according to the bus schedule, and guides it to the departure area waiting. At the time of departure, the RSU guides the bus from the departure area to the entrance guard, and the RFID is used to identify the vehicle and release the required autonomous bus.

[0098] FIG. 9 shows a flow chart of the automated transit vehicle of entering the CATV station. The RSU guides the automated transit vehicle from the Dedicated CATV lane to the CATV station, the access control system identifies vehicle, releases CATV and intercepts other vehicles through the RFID technology. Then, the automated transit vehicle enters the vehicle inspection area, the vehicle is determined whether need maintenance, cleaning or refueling by the vehicle status. If needed, the RSU plans a detailed path for the vehicle, guides it to the appropriate area. After the operation process is completed, the RSU guides the vehicle into the parking area. If unnecessary, the RSU guides the vehicle into the parking area directly.

[0099] FIG. 10 shows a flow chart of the automated transit vehicle of exiting the CATV station. The RSU sends instructions to the automated transit vehicle in the parking area according to the bus schedule, and guides it to the departure area waiting. At the time of departure, the RSU guides the bus from the departure area to the entrance guard, and the RFID is used to identify the vehicle and release the required autonomous bus.

[0100] FIG. 11 shows the network and architecture of TCC and TCU. The TCCs and TCUs show a hierarchical structure, and are connected with cloud. Form the top to the bottom, there are several levels of TCC including Macro TCCs, Regional TCCs, Corridor TCCs, and Segment TCCs. The up-lever TCCs control their subordinate TCCs, and data is exchanged between the TCCs of different levels. The TCCs and TCUs show a hierarchical structure, and are connected with cloud. The cloud connects all provide data platform and various software for all the TCCs and TCUs, and provide the integrated control functions. Under the point TCUs, the RSUs provide transit with customized traffic information and control instructions, and receive information from transit vehicles.

[0101] FIG. 12 shows the modules of TCCs and the relationship between these modules. There are four modules, the application module, the service management module, the transmission and network module, and the data connection module. Each model is connected the other three models, and data exchange is performed between these models to realize the functions of TCCs. The functions of the application module include cooperative control of transit vehicles and roads, monitoring, emergency service, and human and device interaction. The functions of the service management include data storage, data searching, and data analysis. The functions of the transmission network include 4G, 5G, internet, and DSRC transmission methods. The functions of the Data connection include data rectify, data format convert, firewall, encryption and decryption.

[0102] FIG. 13 shows the modules of TCUs and the relationship between these modules. Form the top to the bottom; they are application module, service management module, transmission and network model, and hardware model. Data exchange is performed between these models to realize the functions of TCUs. The functions of the application module include cooperative control of transit vehicles and roads, monitoring, and emergency service. The functions of the service management module include data storage, data searching, and data analysis. The functions of the transmission network include 4G, 5G, internet, and DSRC transmission methods. The functions of the sensor and control module include radar, camera, RFID, V2I equipment, and GPS.

[0103] FIG. 14 shows determining traffic volume and predicting the number of passengers based on the traffic volume using data collected by RSO and OBU. The technology selects service frequency and determines the scale of vehicle according to the number of passengers. Though it is best to provide a high frequency service to reduce the time for passenger waiting, if the dispatch interval is too small and the frequency is too high, there may be a danger of causing traffic congestion and reducing operating speed. The technology, in some embodiments, comprises confirming the number of lines.

[0104] FIG. 15 shows a flowchart for the input-output of a customized shuttle bus. The technology determines passenger demand (e.g., including passenger number), whether the ride is a one-way bus ride or round trip, the time requirements for return, the scale of the vehicle, and designs the optimal route according to the passenger flow. Then, the technology recruits, reserves, and pays for the passengers on the custom bus platform. Finally, the public transport group will start the shuttle bus according to the appointed time, location, and direction. In this process, the technology considers factors such as bus punctuality, travel time difference, travel cost, and efficiency.

[0105] FIG. 16 shows the architecture of OBU which contains communication module, data collection module, transit vehicle control module and data flow between OBU, Vehicle, and RSU.

[0106] FIG. 17 shows the architecture of the CAVH cloud platform, in which both customized mobility service and non-customized mobility service are taken into consideration. Through the cloud optimization algorithm, the CAVH cloud platform provides information storage and additional sensing, computing, and control services for infrastructure and transit vehicles.

[0107] FIG. 18 shows management process of transit related emergency, incident, safety, and security events. OBUs and RSUs detect events routinely. If emergency, incident, safety, and security related event(s) is detected, event(s) information is sent to traffic operations centers and the cloud-based platform. Operations centers and the cloud-based platform analyzes and evaluates events immediately. Action plan and transit vehicle related control strategies are generated by traffic operations centers and then sent to the cloud-based platform and TCC/TCU network. Warning information is sent to related transit users by the cloud-based platform and transit vehicle(s) involved in events is controlled by RSUs. The passengers on the event related transit vehicle are guided to evacuate by OBUs and RSUs. And the scheduling and dispatching plan updates. In the process of evacuation, the passengers and the transit vehicles involved in events are monitored and tracked by OBUs and/or RSUs. If the event(s) is detected not to end, operations center and the cloud-based platform continues to analyzes and evaluates events, or the management process of transit related emergency, incident, safety, and security events will end.

[0108] FIG. 19 shows the warning and control methods for three specific road scene. The first is the dedicated lane(s) shared by automated transit vehicles including customized mobility service and non-customized mobility service; when other vehicles such as social vehicles or non-autonomous transit vehicles driving into the lane(s), will be issued with warnings through RSU to drive off the special lanes, if an non-automated transit vehicle that has received a warning still driving on the dedicated lane(s), the RSU will take a photo for punishment; the second is the Automatic time-sharing dedicated lanes, there has two situations: it is running according to the first in the dedicated time period, and in the mixed traffic period according to the second; and the third is the mixed traffic lanes, when there have high flow pressure area and high crash road segments, the system alert the human driver to take over vehicle control, If the driver takes no action after certain amount of time, the automatic driving system controls the vehicle to a safe stop.

[0109] FIG. 20 shows an example of a transit line customizing platform. Passengers release customized transit orders on the platform, which including the origin and destination, time window, number of passengers and some other requirements. The customized mobility automated drive service suppliers release their available routes and schedule on the platform. The platform evaluates the orders and the suppliers separately. When the orders are feasible and the suppliers are believable, they are matched, and the routing and scheduling are computed by the optimization algorithms. Then the platform informs the passengers and automated suppliers of the routing and scheduling. The suppliers serve the passengers according to the schedule. After each service, the suppliers and passengers feedback the service quality and problems to the platform, which are used to improve the management of the platform.

[0110] FIG. 21 shows an example of transit vehicle operation and control in adverse weather. Transit vehicle status, location and sensor data is sent to RSU in real time. Once the TCU/TCC receives the adverse weather information, it will send the wide area weather and traffic information to RSU and Cloud-based platform. In one hand, RSU will send the comprehensive weather and pavement condition data, vehicle control, routing and schedule instructions to OBUs installed in transit vehicles. In the other hand, Cloud-based platform will send according transit service information in adverse weather to related passengers.