Connected automated vehicle highway systems and methods

Abstract

This invention provides a system-oriented and fully-controlled connected automated vehicle highway system for various levels of connected and automated vehicles and highways. The system comprises one or more of: 1) a hierarchical traffic control network of Traffic Control Centers (TCC's), local traffic controller units (TCUs), 2) A RSU (Road Side Unit) network (with integrated functionalities of vehicle sensors, I2V communication to deliver control instructions), 3) OBU (On-Board Unit with sensor and V2I communication units) network embedded in connected and automated vehicles, and 4) wireless communication and security system with local and global connectivity. This system provides a safer, more reliable and more cost-effective solution by redistributing vehicle driving tasks to the hierarchical traffic control network and RSU network.

Claims

1. An autonomous vehicle (AV) control system comprising: a) an RSU communication module communicating with one or more roadside units (RSUs) and receiving vehicle-specific control instructions from said one or more RSUs; and b) a vehicle control module controlling a vehicle comprising said AV control system according to said vehicle-specific control instructions, wherein said vehicle-specific control instructions comprise instructions for vehicle longitudinal and lateral position; speed; and steering and control.

2. The AV control system of claim 1 wherein said vehicle-specific control instructions comprise control instructions for speed, spacing, lane designation, vehicle following, lane changing, and/or route guidance.

3. The AV control system of claim 1 wherein said vehicle-specific information comprises weather information, pavement conditions, and/or estimated travel time.

4. The AV control system of claim 1 wherein said RSU communication module transmits data to an RSU, said data comprising vehicle static information and/or vehicle dynamic information.

5. The AV control system of claim 4 wherein said vehicle static information comprises vehicle identifier, vehicle size, vehicle type, vehicle software information, and/or vehicle hardware information.

6. The AV control system of claim 4 wherein said vehicle dynamic information comprises a timestamp, GPS coordinates, vehicle longitudinal and lateral position, vehicle speed, and/or vehicle origin/destination information.

7. The AV control system of claim 1 further comprising a TCC/TCU communication link configured to communicate with traffic control centers (TCCs) and/or traffic control units (TCUs).

8. The AV control system of claim 1 further comprising a data collection module monitoring the operational state of a vehicle comprising said AV control system.

9. The AV control system of claim 1 further comprising an in-vehicle interface.

10. The AV control system of claim 9 wherein said in-vehicle interface comprises an audio, visual, and/or vibration interface.

11. The AV control system of claim 1 wherein said RSUs receive data flow from vehicles, detect traffic conditions, and/or send targeted instructions to vehicles.

12. The AV control system of claim 1 wherein said RSUs provide data sensing, data processing, control signal delivery, and/or information distribution.

13. The AV control system of claim 1 wherein said RSU communication module is configured to communicate wirelessly with one or more roadside units (RSUs).

14. The AV control system of claim 1 further comprising a V2V communication module configured to communicate with a second AV control system.

15. The AV control system of claim 1 configured to distribute driving tasks with a TCC/TCU and RSU network.

16. A connected and automated vehicle (CAV) comprising the AV control system of claim 1.

17. The CAV of claim 16 further comprising traffic sensors and/or environment sensors.

18. The CAV of claim 16 configured to be operational on a portion of available lanes and/or all lanes of a road or highway.

19. The CAV of claim 16 configured to be controlled by a transportation management system comprising TCCs/TCUs, a network of RSUs, and a vehicle sub-system.

20. The AV control system of claim 1, wherein said one or more RSUs are in an RSU network or are spaced along a roadway.

Description

DRAWINGS

(1) 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.

(2) FIG. 1 presents an exemplary system overview.

(3) FIG. 2 presents an exemplary definition of a 3D CAVH (Connected Automated Vehicle Highway) system;

(4) FIG. 3 illustrates an exemplary redistribution of driving tasks;

(5) FIG. 4 provides a distribution of driving tasks for a typical AV (Automated Vehicle) based system;

(6) FIG. 5 illustrates an exemplary distribution of driving tasks in an embodiment of the technology provided herein;

(7) FIG. 6 illustrates exemplary system components;

(8) FIG. 7 illustrates an exemplary TCU (Traffic Control Unit) subsystem;

(9) FIG. 8 illustrates an exemplary RSU (Road Side Unit) subsystem;

(10) FIG. 9 illustrates exemplary vehicle subsystem data flow;

(11) FIG. 10 illustrates an exemplary communication subsystem;

(12) FIG. 11 illustrates an exemplary point TCU;

(13) FIG. 12 illustrates an exemplary segment TCU;

(14) FIG. 13 illustrates an exemplary corridor TCU;

(15) FIG. 14 illustrates an exemplary regional TCU;

(16) FIG. 15 illustrates an exemplary macroscopic TCC (Traffic Control Center);

(17) FIG. 16 illustrates an exemplary vehicle entering control;

(18) FIG. 17 illustrates an exemplary vehicle exit control.

(19) FIG. 18 illustrates an exemplary RSU Module Design.

(20) FIG. 19 illustrates distance between carriageway markings and vehicles.

(21) FIG. 20 illustrates angle of vehicles and road central lines.

(22) FIG. 21 illustrates an exemplary overall traffic state.

(23) FIG. 22 illustrates installation angle of microwave radar.

(24) FIG. 23 illustrates an exemplary OBU module design.

(25) FIG. 24 illustrates an exemplary TCC/TCU structure map.

(26) FIG. 25 presents an exemplary definition of a 3D CAVH (Connected Automated Vehicle Highway) system.

DETAILED DESCRIPTION

(27) Exemplary embodiments of the technology are described below. It should be understood that these are illustrative embodiments and that the invention is not limited to these particular embodiments.

LEGEND

(28) 101—TCC&TCU subsystem: A hierarchy of traffic control centers (TCCs) and traffic control units (TCUs), which process information and give traffic operations instructions. TCCs are automatic or semi-automated computational centers that focus on data gathering, information processing, network optimization, and traffic control signals for regions that are larger than a short road segment. TCUs (also referred to as point TCU) are smaller traffic control units with similar functions, but covering a small freeway area, ramp metering, or intersections. 102—RSU subsystem: A network of Roadside Units (RSUs), which receive data flow from connected vehicles, detect traffic conditions, and send targeted instructions to vehicles. The RSU network focuses on data sensing, data processing, and control signal delivery. Physically, e.g. a point TCU or segment TCC can be combined or integrated with a RSU. 103—vehicle subsystem: The vehicle subsystem, comprising a mixed traffic flow of vehicles at different levels of connectivity and automation. 104—Communication subsystem: A system that provides wired/wireless communication services to some or all the entities in the systems. 105—Traffic data flow: Data flow contains traffic condition and vehicle requests from the RSU subsystem to TCC & TCU subsystem, and processed by TCC & TCU subsystem. 106—Control instructions set flow: Control instructions set calculated by TCC & TCU subsystem, which contains vehicle-based control instructions of certain scales. The control instructions set is sent to each targeted RSU in the RSU subsystem according to the RSU's location. 107—Vehicle data flow: Vehicle state data and requests from vehicle subsystem to RSU subsystem. 108—Vehicle control instruction flow: Flow contains different control instructions to each vehicle (e.g. advised speed, guidance info) in the vehicle subsystem by RSU subsystem. 301—Macroscopic Traffic Control Center: Automatic or semi-automated computational center covering several regions and inter-regional traffic control that focus on data gathering, information processing, and large-scale network traffic optimization. 302—Regional Traffic Control Center: Automatic or semi-automated computational center covering a city or urban area traffic control that focus on data gathering, information processing, urban network traffic and traffic control signals optimization. 303—Corridor Traffic Control Center: Automatic or semi-automated computational center covering a corridor with connecting roads and ramps traffic control that focus on corridor data gathering, processing, traffic entering and exiting control, and dynamic traffic guidance on freeway. 304—Segment Traffic Control Center: Automatic or semi-automated computational center covering a short road segment Traffic control that focus on segment data gathering, processing and local traffic control. 305—Point Traffic Control Unit: covering a small freeway area, ramp metering, or intersections that focus on data gathering, traffic signals control, and vehicle requests processing. 306—Road Side Unit: receive data flow from connected vehicles, detect traffic conditions, and send targeted instructions to vehicles. The RSU network focuses on data sensing, data processing, and control signal delivery. 307—Vehicle subsystem: comprising a mixed traffic flow of vehicles at different levels of connectivity and automation. 401—Macro control target, neighbor Regional TCC information. 403—Regional control target, neighbor Corridor TCC information. 405—Corridor control target, neighbor Segment TCU information. 407—Segment control target, neighbor Point TCU information. 402—Regional refined traffic conditions, metrics of providing assigned control target. 404—Corridor refined traffic conditions, metrics of providing assigned control target. 406—Segment refined traffic conditions, metrics of providing assigned control target. 408—Point refined traffic conditions, metrics of providing assigned control target. 601—Vehicle Static & Dynamic Information:

(29) (1) Static Information 1. Vehicle ID; 2. Vehicle size info; 3. Vehicle type info (including vehicle max speed, acceleration, and deceleration); 4. Vehicle OBU info (Software information, Hardware information): Software of the OBU is designed in such a way that no user input is required and it can be seamlessly engaged with the portable RSU via Vehicle-to-Infrastructure (V2I) or Vehicle-to-Vehicle (V2V) communication, or both. The OBU hardware contains DSRC radio communication (or other communication technology) capability as well as Global Positioning System technology as compared with the RSU, which only needs to have DSRC radio communication (or other communication technology) capability.

(30) (2) Dynamic Information 1. Timestamp; 2. Vehicle lateral/longitudinal position; 3. Vehicle speed; 4. Vehicle OD information (including origin information, destination information, route choice information); 5. Other vehicle necessary state info. 602—Vehicle control instructions:

(31) (1) Vehicle control instructions 1. Lateral/Longitudinal position request at certain time; 2. Advised speed; 3. Steering and control info.

(32) (2) Guidance Information

(33) 1. Weather;

(34) 2. Travel time/Reliability;

(35) 3. Road guidance. 701—Department of Transportation owned; 702—Communication Service Provider (CSP); 703—OEM; 801—Optimizer: Producing optimal control strategy, etc.; 802—Processor: Processing the data received from RSUs.

(36) In some embodiments, as shown in FIG. 1, the system contains TCC/TCU subsystem 101, RSU subsystem 102, vehicle subsystem 103, and communication subsystem 104. TCC/TCU subsystem 101 is a hierarchical traffic control network of Traffic Control Centers (TCCs) and local traffic controller units (TCUs), which process traffic information from RSU subsystem 102 and give traffic operation instructions to RSU subsystem 102. RSU subsystem 102 is a network of Roadside Units, which process traffic detection, communication, control instructions, and emissions. Vehicle subsystem 103 is a mixed traffic flow of vehicles at different levels of connectivity and automation, which send static, dynamic information and requests of vehicles to RSU subsystem 102, and receive instructions from RSU subsystem. RSU subsystem 102 transfers vehicle data and requests from vehicle subsystem 103 into traffic information, and sends it to TCC/TCU subsystem 101 by communication system 104. TCC/TCU subsystem 101 processes the information in the proper layer and sends operation instructions back to RSU subsystem 102. RSU subsystem 102 screens and catalogues the operation instructions and sends the instructions 108 to each vehicle (e.g. advised speed, guidance information). Communication subsystem 104 is a wireless communication and security system with local and global connectivity, providing wired and wireless communication services to all the entities in the systems.

(37) As shown in FIG. 2 (a), the attributes of such a system, regarding levels of system integration, automation, and connectivity, is defined as:

(38) i. Vehicle Automation Level uses the SAE definition.

(39) ii. Connectivity Level is defined based on information volume and content: 1. C0: No Connectivity Both vehicles and drivers do not have access to any traffic information. 2. C1: Information Assistance Vehicles and drivers can only access simple traffic information from the Internet, such as aggregated link traffic states. Information is of certain accuracy, resolution, and of noticeable delay. 3. C2: Limited Connected Sensing Vehicles and drivers can access live traffic information of high accuracy and unnoticeable delay, through connection with RSUs, neighbor vehicles, and other information providers. However, the information may not be complete. 4. C3: Redundant Information Sharing Vehicles and drivers can connect with neighbor vehicles, traffic control device, live traffic condition map, and high-resolution infrastructure map. Information is with adequate accuracy and almost in real time, complete but redundant from multiple sources. 5. C4: Optimized Connectivity Vehicles and drivers are provided with optimized information. Smart infrastructure can provide vehicles with optimized information feed.

(40) iii. System Integration Level is defined based on coordination/optimization scope: 1. S0: No Integration There is no integration between any systems. 2. S1: Key Point System Integration (e.g., RSU based control for intersections, ramp metering) System integration occurs at intersection or ramp metering area.

(41) However, coordination/optimization scope is very small. 3. S2: Segment System Integration (e.g., optimizing traffic on University Ave. within the campus) Scope becomes larger and more RSUs and vehicles are involved in the coordination and optimization. The traffic modes will remain the same. 4. S3: Corridor System Integration (e.g., highway and local street integration, across different traffic modes) Coordination and optimization will cross different traffic modes and a whole freeway or arterial will be considered. RSUs and vehicles by share the information with each other will achieve system optimal in target scope. 5. S4: Macroscopic System Integration (e.g., city or statewide) City or statewide coordination and optimization is achieved by connecting RSUs and vehicles in very large scope.

(42) Unless specified otherwise, any of the embodiments described herein may be configured to operate with one or more of the Connectivity Levels in each combination with one or more of the System Integration Levels.

(43) For example, in some embodiments, provided herein is a three-dimensional connected and automated vehicle-highway system (see e.g., FIG. 25). The exemplary system in FIG. 25 includes three dimensions: Dimension 1 (D1): vehicle automation, defines the development stages of connected and automated vehicles, adopting the SAE vehicle automation definition (e.g., driver assistance, partial automation, conditional automation, high automation, and full automation). Dimension 2 (D2): connectivity, defines the development stages of communication technologies, is about the communication among human, vehicles, and the traffic environment (e.g., information assistance, limited connected sensing, redundant information sharing, and optimized connectivity). Dimension 3 (D3): transportation system integration, defines the development stages of transportation system (e.g., key point system integration, segment system integration, corridor system integration, and macroscopic level system integration). This system provides a comprehensive system for the connected and automated vehicles and highways, by integrating, coordinating, controlling, managing, and optimizing all related vehicles, information services, facilities, and systems.

(44) FIG. 3 shows (1) all the driving tasks among the originally defined three broad levels of performance: “Control”, “Guidance”, and “Navigation”, according to the original definition of driving task by Lunenfeld and Alexander in 1990 (A User's Guide to Positive Guidance (3rd Edition) FHWA SA-90-017, Federal Highway Administration, Washington, D.C.). Those driving tasks are essential for all vehicles to drive safely from origins to destinations, and (2) how those tasks are distributed into and covered by the Vehicle Subsystem 103 and TCC/TCU 101+RSU 102 subsystems. In the “Navigation” level, the TCC/TCU 101+RSU 102 subsystems provide the instructions to the vehicles, including the “Pre-trip information” and “Route planning” needed for vehicles. In the “Guidance” level, the TCC/TCU 101+RSU 102 subsystems provide the instructions and information for the Guidance tasks: Traffic Control/Road Condition, and Special Information. The Vehicle subsystem 103 fulfills the Vehicle Maneuver tasks, and monitors the Safety Maintenance tasks in addition to the operation of the TCC/TCU 101+RSU 102. In the “Control” level, the TCC/TCU 101+RSU 102 subsystems provide data needs for the Information Exchange tasks. At the same time, the vehicle subsystem 103 fulfills Vehicle Control tasks, at the mechanic level, and monitors the surroundings, standing-by as the backup system.

(45) FIG. 4 shows the driving tasks distribution for the typical traditional Automated Vehicle (AV) based system solution. The Automated Vehicle, with the support of sensing technology like radars, cameras, etc., takes over most of the driving tasks among three levels while the “Vehicle-to-infrastructure” (V2I) technology provides support mostly in the “Navigation” level. The V2I typically uses communication technology like Dedicated Short Range Communications (DSRC) to fulfill its command and information exchange intentions. However, the traditional V2I technology has limitations. One of the major issue is that it contains only a single point-of-failure, which means that whenever the server or the link to the server fails, the system will fail immediately. The failure will lead to the loss of data, and endanger the whole system.

(46) FIG. 5 shows the driving tasks distribution of embodiments of the present system. The Vehicle Subsystem 103, together with the TCC/TCU 101 and RSU 102 Subsystem, takes over all the driving tasks among the three performance levels. The sensing and communication technology is used both by Vehicle Subsystem 103 and the TCC/TCU 101 and RSU 102 Subsystem to support the present system. The sensing serves in the level of both “Control” and “Guidance” while the communication serves in the “Navigation” and “Guidance” Levels. The collaboration of the Vehicle subsystem 103, together with the TCC/TCU 101 and RSU 102 subsystem brings the system a redundancy, which provides the system the benefits of safety, reliability and cost effectiveness. Specifically, the dual-security system provides a fail-safe mechanism. When one of the subsystems fails, the others ensure the entire system working properly.

(47) As shown in FIG. 6, the Fully-Controlled Connected Automated Vehicle Highway System contains components listed as follows: The Macroscopic Traffic Control Center (Marco TCC) 301, which is automatic or semi-automated computational center covering several regions and inter-regional traffic control that focus on data gathering, information processing, and large-scale network traffic optimization. The Regional Traffic Control Center (Regional TCC) 302, which is automatic or semi-automated computational center covering a city or urban area traffic control that focus on data gathering, information processing, urban network traffic control optimization. The Corridor Traffic Control Center (Corridor TCC) 303, which is automatic or semi-automated computational center covering a corridor with connecting roads and ramps traffic control that focus on corridor data gathering, processing, traffic entering and exiting control, and dynamic traffic guidance on freeway. The Segment Traffic Control Unit (Segment TCU) 304, which is a local automatic or semi-automated control unit covering a short road segment traffic control that focus on segment data gathering, processing and local traffic control. Point Traffic Control Unit (Point TCU) 305, which is an automatic control unit covering a small freeway area, ramp metering, or intersections that focus on data gathering, traffic signals control, and vehicle requests processing. The Marco TCC 301, Regional TCC 302, Corridor TCC 303, Segment TCU 304 and Point TCU 305 are the components of TCC/TCU subsystem 101. The Road Side Units (RSU 306), which represents small control units that receive data and requests from connected vehicles, detect traffic state, and send instructions to targeted vehicles. The network comprising RSUs 306 is the RSU subsystem 303, which focuses on data sensing, data processing, and control signal delivery. The connected and automated vehicles 307 is the basic element of vehicle subsystem 304, including vehicles at different levels of connectivity and automation. OBU (On-Board Unit with sensor and V2I communication units) network is embedded in connected and automated vehicles 307.

(48) As shown in FIG. 7, the top level macroscopic traffic control center (TCC) 301 sends control target such as regional traffic control and boundary information 401 to second level regional TCC 302. At the same time, regional TCC 302 sends refined traffic conditions 402 such as congestion condition back to macro TCC 301, which helps macro TCC 301 to deal with large-scale network traffic optimization. Similar processes are carried out between every two consecutive levels. Regional TCC 302 sends control target and boundary information 403 to corridor TCC 303 and receives refined traffic condition 404. Corridor TCC 303 sends control target and boundary information 405 to segment traffic control unit (TCU) 304 and receives refined traffic condition 406. Segment TCU 304 sends control target and boundary information 407 to point TCUs 305 and receives point TCUs' 305 refined traffic conditions 408.

(49) As shown in FIG. 8, Road side unit group 306 receives data from CAV and Non-CAV and detects traffic conditions. Then, Road side unit group 306 sends data to point traffic control unit 305. After receiving all data from the Road side unit group 306 that is located in the covering area, point traffic control unit 305 optimizes traffic control strategy for all area and sends targeted instructions to Road side unit group 306.

(50) As shown in FIG. 9, road side unit group 306 receives data from connected vehicles 307, detects traffic conditions, and sends targeted instructions to vehicles 307. The RSU network focuses on data sensing, data processing, and control signal delivering. Information is also shared by different vehicles 307 that have communication with each other. Vehicles 307 also is a subsystem that can comprise a mixed traffic flow of vehicles at different levels of connectivity and automation.

(51) As shown in FIG. 10, Department of Transportation 701 controls the communication information between traffic control centers (TCC) and traffic control units (TCU). The information between TCUs and roadside units (RSU) is shared with Department of Transportation 701 and communication service provider 702. The communication service provider 702 also controls data between roadside units and connected automated vehicle (CAV). The communication between non-CAV and CAV, and between RSU and non-CAV, is controlled by OEM 703.

(52) As shown in FIG. 11, RSU 306 collects traffic data from highway and passes the traffic information 502 to optimizer 801 and processor 802. After receiving data, processor 802 processes it and generates current traffic conditions 408, which is delivered to Segment TCC 304. Segment TCC 304 decides the control target 407 to be controlled and informs optimizer 801 about it. Optimizer 801 optimizes the plan based on traffic information 502 and control target 407 and returns the vehicle-based control instructions 501 to RSU 306.

(53) As shown in FIG. 12, Point TCU 305 generates current traffic conditions 408 and passes them to optimizer 801 and processor 802. After receiving the condition information, processor 802 processes it and generates current segment traffic conditions 406, which is delivered to Corridor TCC 303. Corridor TCC 303 decides the control target 405 to be controlled and informs optimizer 801 about it. Optimizer 801 optimizes the plan based on traffic conditions 408 and control target 405 and returns control target 407 for Point TCU 305.

(54) As shown in FIG. 13, Segment TCU 304 generates current segment traffic conditions 406 and passes them to optimizer 801 and processor 802. After receiving the condition information, processor 802 processes it and generates current corridor traffic conditions 404, which is delivered to Regional TCC 302. Regional TCC 302 decides the control target 403 to be controlled and informs optimizer 801 about it. Optimizer 801 optimizes the plan based on segment traffic conditions 406 and control target 403 and returns control target 405 for Segment TCU 304.

(55) FIG. 14 shows the data and decision flow of Regional TCC 302. Each Corridor TCC 303 collectively sends all the traffic data to the Regional TCC 302. After the data is received by the data center, all the data is processed by the information processor. The information processor integrates traffic data and sends it to the control center. The control center makes draft-decision by a preset algorithm and sends the result to strategy optimizer. The optimizer simulates the decision and optimizes it and sends it to both Corridor TCC 303 and Macro TCC 301. Macro TCC 301 shares traffic data from other Regional TCCs 302 nearby and system optimized decision back to the Regional TCC 302.

(56) As shown in FIG. 15, each Regional TCC 302 sends the traffic data and local optimized strategy to the Macro TCC 301. An information processor integrates all optimized strategies and traffic data. After that, the control center makes a draft-decision based on the traffic data from Regional TCCs 303. The draft-decision is then processed by the strategy optimizer. A final system-optimized decision is made and sent back to the Regional TCCs 303.

(57) FIG. 16 illustrates the process of vehicles 307 entering the fully-controlled system. As shown in FIG. 16, vehicles 307 send the entering requests to RSUs 306 after arriving at the boundary area of the system. The boundary area refers to the area around the margin of a Segment TCU's 304 control range. RSUs 306 provide the entering requests to Point TCUs 305 and detect the information of vehicles 307, including static and dynamic vehicle information 6.2, after Point TCUs 305 accept the entering requests. Point TCUs 305 formulate the control instructions 6.1 (such as advised speed, entering time, entering position, etc.) for vehicles 307 to enter the fully-controlled system and attempt to take over the control of vehicles 307, based on the information detected by RSUs 306. Vehicles 307 receive the control instructions 6.1 from RSUs 306 and process the instructions 6.1 with the inner subsystems to decide whether the instructions 6.1 can be confirmed. Vehicles 307 update and send the entering requests again if the control instructions 6.1 cannot be confirmed based on the judgment of the inner subsystems. Vehicles 307 drive following the control instructions 6.1 and enter the fully-control system if the control instructions 6.1 are confirmed. Point TCUs 305 take over the driving control of vehicles 307, and vehicles 307 keep driving based on the control instructions 6.1 provided from the fully-controlled system. Point TCUs 305 update the traffic condition and send the refined information 4.8 to the Segment TCU 304 after vehicles 307 enter the fully-controlled system.

(58) FIG. 17 illustrates the process of vehicles 307 exiting the fully-controlled system. As shown in FIG. 17, vehicles 307 send the exiting requests to RSUs 306 after arriving at the boundary area of the system. The boundary area refers to the area around the margin of a Segment TCU's 304 control range. RSUs 306 provide the exiting requests to Point TCUs 305. Point TCUs 305 formulate the exiting instructions 6.1 (such as advised speed, exiting time, exiting position, etc.) for vehicles 307 to exit the fully-controlled system based on the information detected by RSUs 306. Vehicles 307 receive the exiting instructions 6.1 from RSUs 306 and process the instructions 6.1 with the inner subsystems to decide whether the instructions 6.1 can be confirmed. Vehicles 307 update and send the entering requests again if the exiting instructions 6.1 can't be confirmed based on the judgment of the inner subsystems. Vehicles 307 drive following the exiting instructions 6.1 and exit the fully-control system if the exiting instructions 6.1 are confirmed. Point TCUs 305 terminate the driving control of vehicles 307, and vehicles 307 start the autonomous driving and follow their own drive strategies after conducting the exiting constructions. Point TCUs 305 update the traffic condition and send the refined information 4.8 to the Segment TCU 304 after vehicles 307 exit the fully-controlled system.

Example

(59) The following example provides one implementation of an embodiment of the systems and methods of the technology herein, designed for a freeway corridor.

(60) 1. RSU

(61) RSU Module Design

(62) As shown in FIG. 18, a RSU has two primary functions: 1) communication with vehicles and point traffic control units (TCUs), and 2) collecting traffic and vehicle driving environmental information. The sensing module (2) gathers information using various detectors described in detail in the following sections. The data processing module (5) uses data fusion technology to obtain six major feature parameters, namely speed, headway, acceleration/deceleration rates, the distance between carriageway markings and vehicles, angle of vehicles and central lines, and overall traffic status. Meanwhile, the communication module (1) also sends information received from vehicles and point TCUs to the data processing module (5) to update the result of the module. After six feature parameters are generated, the communication module (1) sends driving instructions to the OBU system installed on an individual vehicle, and shares the information with point TCUs. The interface module (4) will show the data that is sent to the OBU system. The power supply unit (3) keeps the power to maintain the whole system working.

(63) Communication Module

(64) Communication with Vehicles

(65) Hardware Technical Specifications:

(66) Standard Conformance: IEEE 802.11p—2010 Bandwidth: 10 MHz Data Rates: 10 Mbps Antenna Diversity CDD Transmit Diversity Environmental Operating Ranges: −40° C. to +55° C. Frequency Band: 5 GHz Doppler Spread: 800 km/h Delay Spread: 1500 ns Power Supply: 12/24V
Exemplary on-market components that may be employed are:
A. MK5 V2X from Cohda Wireless (http://cohdawireless.com)
B. StreetWAVE from Savari (http://savari.net/technology/road-side-unit/)

(67) Communication with Point TCUs

(68) Hardware Technical Specifications:

(69) Standard Conformance: ANSI/TIA/EIA-492AAAA and 492AAAB Optical fiber
Environmental Operating Ranges: −40° C. to +55° C.

(70) Exemplary on-market components that may be employed are: Optical Fiber from Cablesys

(71) https://www.cablesys.com/fiber-patch-cables/?gclid=Cj0KEQjwldzHBRCfg_aImKrf7N4BEiQABJTPKH_q2wbjNLGBhBVQVSBogLQMkDaQdMm5rZtyBaE8uuUaAhTJ8P8HAQ

(72) Sensing Module

(73) Six feature parameters are detected.

(74) Speed Description: Speed of individual vehicle Frequency: 5 Hz Error: less than 5 mile/h with 99% confidence Headway Description: Difference in position between the front of a vehicle and the front of the next vehicle Frequency: 5 Hz Error: less than 1 cm with 99% confidence Acceleration/Deceleration Description: Acceleration/Deceleration of individual vehicle Frequency: 5 Hz Error: less than 5 ft/s.sup.2 with 99% confidence Distance between carriageway markings and vehicles See, FIG. 19 Frequency: 5 Hz Error: Less than 5 cm with 99% confidence Angle of vehicles and road central lines See, FIG. 20 Frequency: 5 Hz Error: less than 5° with 99% confidence Overall traffic state See, FIG. 21 Frequency: 5 Hz Error: less than 5% error with space resolution of 20 meters
SESING_MODULE_TYPE_A (LIDAR+Camera+Microwave Radar):

(75) a. LIDAR

(76) Hardware Technical Specifications

(77) Effective detection distance greater than 50 m Scan rapidly over a field of view of 360° Detection error is 99% confidence within 5 cm
Exemplary on-market components that may be employed are:
A. R-Fans_16 from Beijing Surestar Technology Co. Ltd http://www.isurestar.com/index.php/en-product-product.html#9
B. TDC-GPX2 LIDAR of precision-measurement-technologies
http://pmt-fl.com/
C. HDL-64E of Velodyne Lidar
http://velodynelidar.com/index.html
Software Technical Specifications Get headway between two vehicles Get distance between carriageway markings and vehicles Get the angel of vehicles and central lines.
Exemplary on-market components that may be employed are: LIDAR in ArcGIS

(78) b. Camera

(79) Hardware Technical Specifications

(80) 170 degree high-resolution ultra-wide-angle Night Vision Capable
Software Technical Specifications The error of vehicle detection is 99% confidence above 90% Lane detection accuracy is 99% confidence above 90% Drivable path extraction Get acceleration of passing vehicles
Exemplary on-market components that may be employed are: EyEQ4 from Mobileye http://www.mobileye.com/our-technology/

(81) The Mobileye system has some basic functions: vehicle and pedestrian detection, traffic sign recognition, and lane markings identification (see e.g., barrier and guardrail detection, US20120105639A1, image processing system, EP2395472A1, and road vertical contour detection, US20130141580A1, each of which is herein incorporated reference in its entirety. See also US20170075195A1 and US20160325753A1, herein incorporated by reference in their entireties.

(82) The sensing algorithms of Mobileye use a technique called Supervised Learning, while their Driving Policy algorithms use Reinforcement Learning, which is a process of using rewards and punishments to help the machine learn how to negotiate the road with other drivers (e.g., Deep learning).

(83) c. Microwave Radar

(84) Hardware Technical Specifications

(85) Reliable detection accuracy with isolation belt Automatic lane segmentation on the multi-lane road Detection errors on vehicle speed, traffic flow and occupancy are less than 5% Ability to work under temperature lower than −10° C.

(86) Exemplary on-market components that may be employed are: STJ1-3 from Sensortech

(87) http://www.whsensortech.com/

(88) Software Technical Specifications

(89) Get speed of passing vehicles Get volume of passing vehicles Get acceleration of passing vehicles

(90) In some embodiments, data fusion technology is used such as the product from DF Tech to obtain six feature parameters more accurately and efficiently, and to use a backup plan in case one type of detectors has functional problems.

(91) SESING_MODULE_TYPE_B (Vehicle ID Recognition Device):

(92) Hardware Technical Specifications

(93) Recognize a vehicle based on OBU or vehicle id. Allowable speed of vehicle movement is up to 150 km/h Accuracy in daylight and at nighttime with artificial illumination is greater than 90% with 99% confidence Distance from system to vehicle is more than 50 m
Exemplary on-market components that may be employed are:
A. Products for Toll Collection—Mobility—SiemensProducts for Toll Collection—Mobility—Siemens https://www.mobility.siemens.com/mobility/global/en/urban-mobility/road-solutions/toll-systems-for-cities/products-for-toll-collection/pages/products-for-toll-colection.aspx
B. Conduent™—Toll Collection SolutionsConduent™—Toll Collection Solutions
https://www.conduent.com/solution/transportation-solutions/electronic-toll-collection/Software technical Specifications Recognize the vehicle and send the information to the database to link the six feature parameter to each vehicle.
Exemplary on-market components that may be employed are: Siemens.
Data Processing Module

(94) The function of data processing module is to fuse data collected from multiple sensors to achieve the following goals. Accurate positioning and orientation estimation of vehicles High resolution-level traffic state estimation Autonomous path planning Real time incident detection
Exemplary on-market components that may be employed are: External Object Calculating Module (EOCM) in Active safety systems of vehicle (Buick LaCrosse). The EOCM system integrates data from different sources, including a megapixel front camera, all-new long-distance radars and sensors to ensure a faster and more precise decision-making process. (See e.g., U.S. Pat. No. 8,527,139 B1, herein incorporated by reference in its entirety).
Installation:

(95) In some embodiments, one RSU is installed every 50 m along the connected automated highway for one direction. The height is about 40 cm above the pavement. A RSU should be perpendicular to the road during installation. In some embodiments, the installation angle of RSU is as shown in FIG. 22.

(96) Vehicle/OBU

(97) OBU Module Design

(98) Description of an Example of OBU (FIG. 23).

(99) The communication module (1) is used to receive both information and command instruction from a RSU. The data collection module (2) is used to monitor the operational state, and the vehicle control module (3) is used to execute control command.

(100) Communication Module

(101) OBU Installation

(102) Technical Specifications:

(103) Standard Conformance: IEEE 802.11p—2010 Bandwidth: 10 MHz Data Rates: 10 Mbps Antenna Diversity CDD Transmit Diversity Environmental Operating Ranges: −40° C. to +55° C. Frequency Band: 5 GHz Doppler Spread: 800 km/h Delay Spread: 1500 ns Power Supply: 12/24V
Exemplary on-market components that may be employed are:
A. MK5 V2X from Cohda Wireless
http://cohdawireless.com/
B. StreetWAVE from Savari
http://savari.net/technology/road-side-unit/
Data Collection Module

(104) The data collection module is used to monitor the vehicle operation and diagnosis.

(105) OBU_TYPE_A (CAN BUS Analyzer)

(106) Hardware Technical Specifications

(107) Intuitive PC User Interface for functions such as configuration, trace, transmit, filter, log etc. High data transfer rate
Exemplary on-market components that may be employed are:
A. APGDT002, Microchip Technology Inc.
http://www.microchip.com/
B. Vector CANalyzer9.0 from vector
https://vector.com
Software Technical Specifications Tachograph Driver alerts and remote analysis. Real-Time CAN BUS statistics. CO2 Emissions reporting.
Exemplary on-market components that may be employed are: CAN BUS ANALYZER USB V2.0
Vehicle Control Module

(108) Remote Control System

(109) Technical Specifications

(110) Low power consumption Reliable longitudinal and lateral vehicle control
Exemplary on-market components that may be employed are: Toyota's remote controlled autonomous vehicle. In Toyota's system, the captured data can be sent to a remote operator. The remote operator can manually operate the vehicle remotely or issue commands to the autonomous vehicle to be executed by various vehicle systems. (See e.g., U.S. Pat. No. 9,494,935 B2, herein incorporated by reference in its entirety).

(111) Installation

(112) OBU_TYPE_A (CAN BUS Analyzer)

(113) Connect the tool to the CAN network using the DB9 connector or the screw in terminals
TCU/TCC

(114) See e.g., FIG. 24. The TCC/TCU system is a hierarchy of traffic control centers (TCCs) and traffic control units (TCUs), which process information and give traffic operations instructions. TCCs are automatic or semi-automated computational centers that focus on data gathering, information processing, network optimization, and traffic control signals for a region that is larger than short road segments. TCUs are smaller traffic control units with similar functions, but covering a small freeway area, ramp metering, or intersections. There are five different types of TCC/TCU. A point TCU collects and exchanges data from several RSUs. A segment TCC collects data and exchanges data from multiple Point TCUs, optimizes the traffic flow, and controls Point TCU to provide control signal for vehicles. A Corridor TCC collects data from multiple RSUs and optimizes the traffic in a corridor. A Regional TCC collects data from multiple corridors and optimizes traffic flow and travel demand in a large area (e.g. a city is covered by one regional TCC). A Macro TCC collects data from multiple Regional TCCs and optimizes the travel demand in a large-scale area.

(115) For each Point TCU, the data is collected from a RSU system (1). A Point TCU (14) (e.g. ATC-Model 2070L) with parallel interface collects data from a RSU. A thunderstorm protection device protects the RSU and Road Controller system. The RSU unites are equipped at the road side.

(116) A Point TCU (14) communicates with RSUs using wire cable (optical fiber). Point TCUs are equipped at the roadside, which are protected by the Thunderstorm protector (2). Each point TCU (14) is connected with 4 RSU unites. A Point TCU contains the engineering server and data switching system (e.g. Cisco Nexus 7000). It uses data flow software.

(117) Each Segment TCC (11) contains a LAN data switching system (e.g. Cisco Nexus 7000) and an engineering server (e.g. IBM engineering server Model 8203 and ORACL data base). The Segment TCC communicates with the Point TCC using wired cable. Each Segment TCC covers the area along 1 to 2 miles.

(118) The Corridor TCC (15) contains a calculation server, a data warehouse, and data transfer units, with image computing ability calculating the data collected from road controller (14). The Corridor TCC controls Point TCC along a segment, (e.g., the Corridor TCC covers a highway to city street and transition). A traffic control algorithm of TCC is used to control Point TCCs (e.g., adaptive predictive traffic control algorithm). The data warehouse is a database, which is the backup of the corridor TCC (15). The Corridor TCC (15) communicates with segment TCU (11) using wired cord. The calculation work station (KZTs-M1) calculates the data from segment TCU (15) and transfers the calculated data to Segment TCU (11). Each corridor TCC covers 5-20 miles.

(119) Regional TCC (12). Each regional TCC (12) controls multiple Corridor TCCs in a region (e.g. covers the region of a city) (15). Regional TCCs communicate with corridor TCCs using wire cable (e.g. optical fiber).

(120) Macro TCC (13). Each Macro TCC (13) controls multiple regional TCCs in a large-scale area (e.g., each state will have one or two Macro TCCs) (12). Macro TCCs communicate with regional TCCs using wire cable (e.g. optical fiber).

(121) High Resolution Map and Vehicle Location

(122) High Resolution Map

(123) Technical Specifications

(124) Show carriageway markings and other traffic signs that are printed on roads correctly and clearly. As changes occur in the road network, the map will update the information by itself. Map error is less than 10 cm with 99% confidence.

(125) Exemplary on-market components that may be employed are:

(126) A. HERE

(127) https://here.com/en/products-services/products/here-hd-live-map

(128) The HD maps of HERE allow highly automated vehicles to precisely localize themselves on the road. In some embodiments, the autonomous highway system employs maps that can tell them where the curb is within a few centimeters. In some embodiments, the maps also are live and are updated second by second with information about accidents, traffic backups, and lane closures.

(129) Differential Global Positioning System:

(130) Hardware Technical Specifications

(131) Locating error less than 5 cm with 99% confidence Support GPS system
Exemplary on-market components that may be employed are:
A. Fleetmatics
https://www.fleetmatics.com/
B. Teletrac Navman
http://drive.teletracnavman.com/
C. Fleetmatics
http://lead.fleetmatics.com/

(132) Some portions of this description describe the embodiments of the invention in terms of algorithms and symbolic representations of operations on information. These algorithmic descriptions and representations are commonly used by those skilled in the data processing arts to convey the substance of their work effectively to others skilled in the art. These operations, while described functionally, computationally, or logically, are understood to be implemented by computer programs or equivalent electrical circuits, microcode, or the like. Furthermore, it has also proven convenient at times, to refer to these arrangements of operations as modules, without loss of generality. The described operations and their associated modules may be embodied in software, firmware, hardware, or any combinations thereof.

(133) Certain steps, operations, or processes described herein may be performed or implemented with one or more hardware or software modules, alone or in combination with other devices. In one embodiment, a software module is implemented with a computer program product comprising a computer-readable medium containing computer program code, which can be executed by a computer processor for performing any or all of the steps, operations, or processes described.

(134) Embodiments of the invention may also relate to an apparatus for performing the operations herein. This apparatus may be specially constructed for the required purposes, and/or it may comprise a general-purpose computing device selectively activated or reconfigured by a computer program stored in the computer. Such a computer program may be stored in a non-transitory, tangible computer readable storage medium, or any type of media suitable for storing electronic instructions, which may be coupled to a computer system bus. Furthermore, any computing systems referred to in the specification may include a single processor or may be architectures employing multiple processor designs for increased computing capability.

(135) Embodiments of the invention may also relate to a product that is produced by a computing process described herein. Such a product may comprise information resulting from a computing process, where the information is stored on a non-transitory, tangible computer readable storage medium and may include any embodiment of a computer program product or other data combination described herein.