U.S. patent application number 16/839852 was filed with the patent office on 2020-10-15 for systems and methods for connected and automated vehicle highway systems dedicated lane management and control.
The applicant listed for this patent is CAVH LLC. Invention is credited to Yang Cheng, Tingting Gao, Shuyan He, Yongming He, Ning Jin, Shen Li, Zhenlong Li, Yanghui Mo, Bin Ran, Leyu Wei, Liu Yang, Yuanyuan Zhang.
Application Number | 20200327812 16/839852 |
Document ID | / |
Family ID | 1000004857940 |
Filed Date | 2020-10-15 |
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United States Patent
Application |
20200327812 |
Kind Code |
A1 |
Ran; Bin ; et al. |
October 15, 2020 |
SYSTEMS AND METHODS FOR CONNECTED AND AUTOMATED VEHICLE HIGHWAY
SYSTEMS DEDICATED LANE MANAGEMENT AND CONTROL
Abstract
Provided herein is technology relating to roadway design and
traffic control systems and methods for connected and automated
vehicle and highway (CAVH) systems, and particularly, but not
exclusively, to systems and methods for controlling switching of
vehicles between automated mode and human-driven mode, systems and
methods for vehicle merging, diverging, and overtaking on automated
lanes of multiple lane highways, systems and methods for emergency
management and roadside assistance on automated lanes, and/or
systems and methods for managing automated vehicle lanes on urban
major and minor expressways.
Inventors: |
Ran; Bin; (Fitchburg,
WI) ; He; Shuyan; (Madison, WI) ; Cheng;
Yang; (Middleton, WI) ; Li; Shen; (Madison,
WI) ; He; Yongming; (Madison, WI) ; Gao;
Tingting; (Madison, WI) ; Yang; Liu; (Madison,
WI) ; Li; Zhenlong; (Madison, WI) ; Zhang;
Yuanyuan; (Madison, WI) ; Jin; Ning; (Madison,
WI) ; Mo; Yanghui; (Madison, WI) ; Wei;
Leyu; (Madison, WI) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
CAVH LLC |
Fitchburg |
WI |
US |
|
|
Family ID: |
1000004857940 |
Appl. No.: |
16/839852 |
Filed: |
April 3, 2020 |
Current U.S.
Class: |
1/1 |
Current CPC
Class: |
B60W 30/18163 20130101;
B60W 60/0053 20200201; B60W 40/06 20130101; G08G 1/22 20130101;
G08G 1/205 20130101 |
International
Class: |
G08G 1/00 20060101
G08G001/00; B60W 60/00 20060101 B60W060/00; B60W 30/18 20060101
B60W030/18; B60W 40/06 20060101 B60W040/06 |
Foreign Application Data
Date |
Code |
Application Number |
Apr 9, 2019 |
CN |
201910279013.X |
Apr 9, 2019 |
CN |
201910279014.4 |
Apr 9, 2019 |
CN |
201910279021.4 |
Apr 9, 2019 |
CN |
201910279023.3 |
Jul 30, 2019 |
CN |
201910694665.X |
Aug 9, 2019 |
CN |
201910733559.8 |
Aug 9, 2019 |
CN |
201910733847.3 |
Claims
1-107. (canceled)
108. A road design and traffic control system for a connected and
automated vehicle and highway (CAVH) system, said road design and
traffic control system comprising: a vehicle mode control subsystem
configured to control mode switching of automated vehicle (AV)
driving modes from an automated mode to a human-driven mode and
from a human-driven mode to an automated mode; a merging,
diverging, and overtaking subsystem configured to control vehicle
merging, diverging, and overtaking on automated lanes of multi-lane
highways; an emergency management subsystem configured to manage
emergencies on roads and provide roadside assistance; and a lane
management subsystem configured to manage lanes dedicated for
automated vehicle travel.
109. The road design and traffic control system of claim 108
further comprising buffer zones and mode switching zones, wherein
said buffer zone provides a road segment for vehicle acceleration
and/or vehicle deceleration and wherein said mode switching zone
provides a road segment for vehicles to switch modes from
human-driven mode to automated mode and/or from automated mode to
human-driven mode.
110. The road design and traffic control system of claim 108
further comprising AVs configured to operate in an automated mode
or a human-driven mode.
111. The road design and traffic control system of claim 108,
wherein vehicle management and control is provided by a CAVH
system.
112. The road design and traffic control system of claim 109
configured to perform: a first mode switching method for AVs
switching modes from human-driven mode to automated mode, said
first mode switching method comprising: sending a mode switching
request from a vehicle in a mode switching zone to the road design
and traffic control system; determining by the road design and
traffic control system if the vehicle meets the mode switching
requirements; and assuming control of the vehicle by the CAVH
system and driving the vehicle through the buffer zone to an
automated lane if the mode switching requirements are met by the
vehicle, or assuming control of the vehicle by a human driver and
driving the vehicle into a human-driven lane if the mode switching
requirements are not met; and/or a second mode switching method for
AVs switching modes from automated mode to human-driven mode, said
second mode switching method comprising: sending a mode switching
request from a vehicle in a buffer zone to the road design and
traffic control system; and assuming control of the vehicle by a
human driver in a mode switching zone and driving the vehicle into
a human-driven lane.
113. The road design and traffic control system of claim 108,
wherein said vehicle mode control subsystem is configured to
perform: an automated lane access control method, said method
comprising: providing an AV identification detector at the entrance
of an automated lane; determining by the AV identification detector
if an approaching vehicle is an AV; and permitting access to the
automated lane and assuming control of the vehicle by the road
design and traffic control system if said approaching vehicle is an
AV or denying access to the automated lane if said approaching
vehicle is not an AV; and/or an automated lane exit control method,
said method comprising: identifying by the AV or road design and
traffic control system one or more exits from an automated lane;
optionally identifying an optimal exit from the one or more exits
from said automated lane; controlling the AV by the road design and
traffic control system to drive through a buffer zone and mode
switching zone; exiting the automated lane; and entering a
human-driven lane.
114. The road design and traffic control system of claim 108,
wherein said merging, diverging, and overtaking subsystem
comprises: a mode switching management component configured to
manage mode switching of AVs entering automated lanes and exiting
automated lanes; a tidal lane traffic flow component configured to
control tidal lane traffic flow; a merge/diverge component
configured to manage merging of AVs into traffic on automated lanes
and diverging of AVs from traffic on automated lanes; and/or an
overtaking component configured to manage overtaking by AVs and
human-driven vehicles.
115. The road design and traffic control system of claim 108
wherein a CAVH system comprises RSUs for bidirectional
communication between AVs and road infrastructure; roadside
sensing; and for positioning and control of AVs.
116. The road design and traffic control system of claim 108,
wherein said merging, diverging, and overtaking subsystem is
configured to control access of human-driven vehicles to automated
lanes using dynamic lane markings between automated lanes and
human-driven lanes.
117. The road design and traffic control system of claim 116
wherein: a lane marking comprising a repeating pattern of two short
segments and one long segment indicates that a lane is an automated
lane and that human-driven vehicles are permitted to access said
automated lane; a lane marking comprising a broken line comprising
short segments of the same size indicates that the lane is a
reversible automated lane and that human-driven vehicles are
permitted to access said automated lane; and/or a lane marking
comprising a solid line indicates that the lane may not be accessed
by human-driven vehicles.
118. The road design and traffic control system of claim 108
wherein said emergency management subsystem is configured to:
dispatch emergency vehicles; confirm the existence of an emergency;
respond to an emergency; and/or clear responding, patrol, and/or
emergency vehicles from the emergency site; and/or provide
emergency management and roadside assistance on automated
lanes.
119. The road design and traffic control system of claim 108
wherein said lane management subsystem is configured to: manage
dedicated lanes for AVs on major roads and minor roads; and manage
vehicles, buffer zones, mode switching zones, waiting zones,
waiting/switching zones, CAVH signalized intersections, direction
switching zones, and/or vehicle classification.
120. The road design and traffic control system of claim 119
wherein said vehicles are AVs and/or human-driven vehicles, wherein
said AVs have an automated mode and a human-driven mode.
121. The road design and traffic control system of claim 119
wherein: said buffer zone is a CAVH road segment comprising at
least a portion of an automated lane and at least a portion of a
human-driven lane and is provided for vehicles to accelerate and/or
decelerate; said mode switching zone is an automated mode to
human-driven mode switching zone or is a human-driven mode to
automated mode switching zone; said waiting zone is used for
vehicles to wait for a passing signal; said waiting/switching zone
is used for vehicles to wait for a passing signal and/or for mode
switching; said direction switching zone is provided on a
human-driven lane prior to a traffic light to indicate to drivers
to switch directions; and/or said CAVH signalized intersection is
an intersection of a human-driven lane and an automated lane.
122. The road design and traffic control system of claim 119
wherein said vehicle classification is provided by the CAVH system
for vehicles on an automated lane.
123. The road design and traffic control system of claim 108,
wherein said lane management subsystem comprises: a lane
designation and switching module configured to: manage designating
lanes as automated lanes or human-driven lanes; and/or manage
switching lanes from automated lanes to human-driven lanes or from
human-driven lanes to automated lanes; a merging and diverging
module configured to manage merging of vehicles into lanes and
diverging of vehicles from lanes; and/or a signalized intersection
module configured to control traffic on automated lanes and/or
human-driven lanes that meet at a signalized intersection.
124. The road design and traffic control system of claim 108
wherein said lane management subsystem is configured to perform
traffic signal optimization at an intersection and/or manage
vehicles at an intersection.
125. A method for managing vehicle modes; vehicle mode switching;
vehicle merging, diverging, and/or overtaking; emergency response
and roadside assistance, and/or automated lanes, said method
comprising providing a road design and traffic control system of
claim 108.
Description
[0001] This application claims priority to Chinese patent
application 201910279013.X, filed Apr. 9, 2019; Chinese patent
application 201910279014.4, filed Apr. 9, 2019; Chinese patent
application 201910279021.4, filed Apr. 9, 2019; Chinese patent
application 201910279023.3, filed Apr. 9, 2019; Chinese patent
application 201910694665.X, filed Jul. 30, 2019; Chinese patent
application 201910733847.3, filed Aug. 9, 2019; and Chinese patent
application 201910733559.8, filed Aug. 9, 2019, each of which is
incorporated herein by reference in its entirety.
FIELD
[0002] Provided herein is technology relating to roadway design and
traffic control systems and methods for connected and automated
vehicle and highway (CAVH) systems, and particularly, but not
exclusively, to systems and methods for controlling switching of
vehicles between automated mode and human-driven mode, systems and
methods for vehicle merging, diverging, and overtaking on automated
lanes of multiple lane highways, systems and methods for emergency
management and roadside assistance on automated lanes, and/or
systems and methods for managing automated vehicle lanes on urban
major and minor expressways.
BACKGROUND
[0003] Autonomous vehicles, vehicles that are capable of sensing
their environment and navigating without or with reduced human
input, are in development. Accordingly, road designs and
technologies for managing traffic comprising autonomous vehicles
and/or traffic comprising a mixture of autonomous vehicles and
human-driven vehicles are needed.
SUMMARY
[0004] Accordingly, provided herein is technology for roadway
design and traffic control for connected and automated vehicle and
highway (CAVH) systems. For example, in some embodiments, the
technology provides road designs, systems, and methods for
controlling switching of vehicles between automated mode and
human-driven mode; systems and methods for vehicle merging,
diverging, and overtaking on automated lanes of multiple lane
highways; systems and methods for emergency management and roadside
assistance on automated lanes; and/or systems and methods for
managing automated vehicle lanes on urban major and minor
expressways. Accordingly, in some embodiments, the technology
provides a road design and traffic control system for a connected
and automated vehicle and highway (CAVH) system. For example, in
some embodiments, the road design and traffic control system
comprises a vehicle mode control subsystem configured to control
mode switching of automated vehicle (AV) driving modes from an
automated mode to a human-driven mode and from a human-driven mode
to an automated mode; a merging, diverging, and overtaking
subsystem configured to control vehicle merging, diverging, and
overtaking on automated lanes of multi-lane highways; an emergency
management subsystem configured to manage emergencies on roads and
provide roadside assistance; and a lane management subsystem
configured to manage lanes dedicated for automated vehicle
travel.
[0005] In some embodiments, the vehicle mode control subsystem is
configured to control mode switching for automated vehicles (AVs)
traveling on multi-lane highways comprising automated lanes
dedicated for AVs and lanes for human-driven vehicles. In some
embodiments, the road design and traffic control system further
comprises buffer zones and mode switching zones. In some
embodiments, the buffer zone provides a road segment for vehicle
acceleration and/or vehicle deceleration. In some embodiments, the
mode switching zone provides a road segment for vehicles to switch
modes from human-driven mode to automated mode. In some
embodiments, the mode switching zone provides a road segment for
vehicles to switch modes from automated mode to human-driven mode.
In some embodiments, the length of a buffer zone is provided by
L h = v in .tau. 85 + v i n 2 - v o u t 2 2 a a .nu. q
##EQU00001##
where L.sub.h is the buffer zone length, v.sub.in is the maximum
speed when entering the buffer zone, v.sub.out, is the minimum
speed to leave the buffer zone, a.sub.avg is the average
acceleration of a vehicle, and .tau..sub.85 is an 85% reaction time
for a driver. In some embodiments, the length of a mode switching
zone is provided by
L.sub.2=v.tau..sub.85
where L.sub.2 is the length of the mode switching zone, v is a
vehicle speed, and .tau..sub.85 is an 85% reaction time for a
driver.
[0006] In some embodiments, the road design and traffic control
system is configured to perform a mode switching method for AVs
switching modes from human-driven mode to automated mode. For
example, in some embodiments, the mode switching method comprises
sending a mode switching request from a vehicle in a mode switching
zone to the road design and traffic control system; determining by
the road design and traffic control system if the vehicle meets the
mode switching requirements; and assuming control of the vehicle by
the CAVH system and driving the vehicle through the buffer zone to
an automated lane if the mode switching requirements are met by the
vehicle, or assuming control of the vehicle by a human driver and
driving the vehicle into a human-driven lane if the mode switching
requirements are not met. In some embodiments, the road design and
traffic control system is configured to perform a mode switching
method for AVs switching modes from automated mode to human-driven
mode. For example, in some embodiments, the mode switching method
comprises sending a mode switching request from a vehicle in a
buffer zone to the road design and traffic control system; and
assuming control of the vehicle by a human driver in a mode
switching zone and driving the vehicle into a human-driven
lane.
[0007] In some embodiments, the road design and traffic control
system further comprises vehicles (e.g., AVs (e.g., in automated
mode or in human-driven mode) and human-driven vehicles). In some
embodiments, AVs operate in an automated mode or a human-driven
mode. In some embodiments, the road design and traffic control
system is configured to manage vehicles on highways comprising
automated lanes dedicated for AVs and lanes for human-driven
vehicles. In some embodiments, the road design and traffic control
system is configured to manage vehicles on highways comprising an
inner automated lane. In some embodiments, the road design and
traffic control system is configured to manage vehicles on highways
comprising an outer automated lane. In some embodiments, the road
design and traffic control system is configured to manage vehicles
on highways comprising a middle automated lane.
[0008] In some embodiments, vehicle management and control is
provided by a CAVH system. For example, in some embodiments, the
present technology incorporates aspects of U.S. patent application
Ser. No. 15/628,331, incorporated by reference, which provides a
system-oriented and fully-controlled automated vehicle highway
(CAVH) system for various levels of connected and automated
vehicles and highways. In some embodiments, the present technology
incorporates aspects of U.S. patent application Ser. No.
16/267,836, incorporated by reference, which provides systems and
methods for an Intelligent Road Infrastructure System (IRIS)
configured to provide vehicle operations and control for connected
automated vehicle highway (CAVH) systems.
[0009] In some embodiments, AVs in automated mode drive on
automated lanes dedicated for AVs, AVs in human-driven mode drive
on human-driven lanes, and human-driven vehicles drive on
human-driven lanes.
[0010] In some embodiments, the road design and traffic control
system is configured to manage mode switching on a ramp, connector,
and/or main road. In some embodiments, the road design and traffic
control system comprises signs providing acceleration and/or
deceleration instructions to drivers. In some embodiments, the road
design and traffic control system comprises signs that are provided
at the roadside of a mode switching zone or on a road surface of a
mode switching zone.
[0011] In some embodiments, the road design and traffic control
system comprises a vehicle mode control subsystem that is
configured to perform an automated lane access control method. For
example, in some embodiments, the technology provides an automated
lane access control method comprising providing an AV
identification detector at the entrance of an automated lane;
determining by the AV identification detector if an approaching
vehicle is an AV; and permitting access to the automated lane and
assuming control of the vehicle by the road design and traffic
control system if the approaching vehicle is an AV or denying
access to the automated lane if the approaching vehicle is not an
AV. In some embodiments, the road design and traffic control system
further provides an "access allowed" signal if the approaching
vehicle is an AV or providing an "access denied" signal if the
vehicle is not an AV. In some embodiments, the road design and
traffic control system further provides alerts and/or instructions
to a driver to exit to a human-driven lane if the approaching
vehicle is not an AV. In some embodiments, the road design and
traffic control system further comprises providing instructions to
a driver to pull over an AV that the CAVH system is unable to
control.
[0012] In some embodiments, the road design and traffic control
system comprises a vehicle mode control subsystem that is
configured to perform an automated lane exit control method. For
example, in some embodiments, the method comprises identifying by
the AV or road design and traffic control system one or more exits
from an automated lane; optionally identifying an optimal exit from
the one or more exits from the automated lane; controlling the AV
by the road design and traffic control system to drive through a
buffer zone and mode switching zone; exiting the automated lane;
and entering a human-driven lane.
[0013] In some embodiments, the road design and traffic control
system comprises a merging, diverging, and overtaking subsystem
that comprises a mode switching management component configured to
manage mode switching of AVs entering automated lanes and exiting
automated lanes; tidal lane traffic flow component configured to
control tidal lane traffic flow; merge/diverge component configured
to manage merging of AVs into traffic on automated lanes and
diverging of AVs from traffic on automated lanes; and overtaking
component configured to manage overtaking by AVs and human-driven
vehicles. In some embodiments, the mode switching management
component is configured to determine real-time location and
velocity information of AVs; and provide control instructions to an
AV OBU for merging into an automated lane and/or diverging from an
automated lane. In some embodiments, the mode switching management
component obtains the real-time location and velocity information
of AVs and/or predicts the real-time location and velocity
information of AVs. In some embodiments, the control instructions
are sent from an RSU to the OBU. In some embodiments, the control
instructions are based on a traffic control strategy. In some
embodiments, the CAVH system assumes control of an AV entering an
automated lane. In some embodiments, the CAVH system controls an AV
until it switches from automated mode to human-driven mode and
exits an automated lane.
[0014] In some embodiments, the tidal lane traffic flow component
is configured to open and close tidal flow lanes.
[0015] In some embodiments, the merge/diverge component is
configured to send control instructions from an RSU to an AV when
the merge/diverge component determines that the AV can safely merge
into an automated lane or diverge from an automated lane.
[0016] In some embodiments, the overtaking component is configured
to control an overtaking AV using an extended overtaking lane,
using an adjacent reverse direction automated lane, and/or using an
emergency lane. In some embodiments, the overtaking component is
configured to control an overtaking AV using an extended overtaking
lane by performing a method comprising adjusting AV speed; entering
an extended overtaking lane from an original driving lane;
determining that overtaking has been completed; and returning to
the original driving lane. In some embodiments, the overtaking
component is configured to control an overtaking AV using an
adjacent reverse automated lane by performing a method comprising
adjusting AV speed; entering an adjacent reverse automated lane
from an original driving lane; determining that overtaking has been
completed; and returning to the original driving lane. In some
embodiments, the overtaking component is configured to control an
overtaking AV using an emergency lane by performing a method
comprising adjusting AV speed; entering an emergency lane from an
original driving lane; determining that overtaking has been
completed; and returning to the original driving lane. In some
embodiments, methods for overtaking using an emergency lane or an
adjacent reverse automated lane comprise determining that an
extended overtaking lane is unavailable for overtaking by the AV.
In some embodiments, the overtaking component is configured to
provide for human-driven vehicles to perform overtaking using an
extended overtaking lane, an automated lane, and/or an emergency
lane for overtaking when the overtaking will not affect other
traffic and/or when the human-driven vehicles will not occupy the
extended overtaking lane, automated lane, and/or emergency lane
longer than needed to complete the overtaking.
[0017] In some embodiments, the merging, diverging, and overtaking
subsystem coordinates with a vehicle mode control subsystem to
control mode switching of AV driving modes during merging into
automated lanes and diverging from automated lanes. In some
embodiments, an AV comprises a human-machine interface component to
assist mode switching, merging, and diverging. In some embodiments,
a CAVH system controls AVs driving on automated lanes. In some
embodiments, a CAVH system comprises RSUs for bidirectional
communication between AVs and road infrastructure; roadside
sensing; and for positioning and control of AVs. In some
embodiments, an RSU detects AV speed, AV acceleration, highway
slope, and/or highway curvature; calculates a velocity and/or
acceleration required for the AV to merge, diverge, and/or
overtake; transmits the calculated velocity and/or acceleration to
an OBU and to a TOC; and the TOC determines if the detected AV
speed and/or acceleration meets the requirements of the calculated
velocity and/or acceleration required for the AV to merge, diverge,
and/or overtake. In some embodiments, the TOC further opens or
closes a dynamic barrier to control vehicle merging and/or vehicle
diverging.
[0018] In some embodiments, the merging, diverging, and overtaking
subsystem is configured to control access of human-driven vehicles
to automated lanes using dynamic lane markings between automated
lanes and human-driven lanes. In some embodiments, the dynamic lane
markings indicate that an automated lane may be accessed or that an
automated lane may not be accessed. In some embodiments, the CAVH
system comprises intelligent electronic equipment to produce visual
patterns to provide the dynamic lane markings. In some embodiments,
the patterns comprise a solid line, a broken line, and/or
combinations of line segments having the same or different lengths.
In some embodiments, a lane marking comprising a repeating pattern
of two short segments and one long segment indicates that a lane is
an automated lane and that human-driven vehicles are permitted to
access the automated lane. In some embodiments, a lane marking
comprising a broken line comprising short segments of the same size
indicates that the lane is a reversible automated lane and that
human-driven vehicles are permitted to access the automated lane.
In some embodiments, a lane marking comprising a solid line
indicates that the lane may not be accessed by human-driven
vehicles.
[0019] In some embodiments, the road design and traffic control
system is configured to provide human-driven lanes for use by
human-driven vehicles and/or AVs in human-driven mode.
[0020] In some embodiments, the overtaking component is configured
to provide overtaking methods comprising using an adjacent
same-direction lane, an adjacent opposite-direction lane, an
emergency lane, a shared full passing lane, and/or a half passing
lane.
[0021] In some embodiments, the emergency management subsystem is
configured to dispatch emergency vehicles; confirm the existence of
an emergency; respond to an emergency; and/or clear responding,
patrol and/or emergency vehicles from the emergency site. In some
embodiments, the emergency management subsystem is configured to
provide emergency management and roadside assistance on automated
lanes. In some embodiments, the emergency management subsystem is
configured to perform methods for emergency management and roadside
assistance, the methods comprising dispatching emergency vehicles;
confirming the existence of an emergency; responding to an
emergency; and/or clearing responding, patrol, and/or emergency
vehicles from the emergency site. In some embodiments, dispatching
emergency vehicles comprises receiving a notification at a TOC of
accident occurrence or detecting an accident occurrence by a TOC;
and sending responding vehicles to an accident site by a TOC. In
some embodiments, dispatching emergency vehicles comprises sending
instructions to respond to an accident to patrol vehicles from a
TOC. In some embodiments, confirming the existence of an emergency
comprises identifying the severity level of an accident by a
responding vehicle and/or a patrol vehicle. In some embodiments,
responding to an emergency comprises identifying the severity level
of an emergency as a minor incident or a major incident; and
performing a minor incident response if the emergency is identified
as a minor incident or performing a major incident response if the
emergency is identified as a major incident, wherein the minor
incident response comprises setting road blocks and/or dynamic
barriers by a responding vehicle and/or a patrol vehicle to
identify the site of the emergency; and sending detour control
instructions to AVs from CAVH system RSUs and sending detour
information to human-driven vehicles from the CAVH system; and
wherein the major incident response comprises dispatching rescue
vehicles to the site of the emergency; setting road blocks and/or
dynamic barriers by a responding vehicle and/or a patrol vehicle to
identify the site of the emergency; and sending detour control
instructions to AVs from CAVH system RSUs and sending detour
information to human-driven vehicles from the CAVH system.
[0022] In some embodiments, clearing responding, patrol, and/or
emergency vehicles from the emergency site comprises identifying
the severity level of an emergency as a minor incident or a major
incident; and performing a minor incident clearance if the
emergency is identified as a minor incident or performing a major
incident clearance if the emergency is identified as a major
incident, wherein the minor incident clearance comprises removing
road blocks and/or dynamic barriers from the site of the emergency;
and moving a responding and/or patrol vehicle from the emergency
site; and wherein the major incident clearance comprises sending
control instructions to AVs from CAVH system RSUs to clear an exit
route for rescue vehicles; moving a rescue vehicle from the
emergency site; removing road blocks and/or dynamic barriers from
the site of the emergency; and moving a responding and/or patrol
vehicle from the emergency site.
[0023] In some embodiments, the road design and traffic control
system comprises an emergency management subsystem that is
configured to perform traffic control methods comprising
identifying the site of an emergency as being in an automated lane
or in a human-driven lane; performing automated lane emergency
traffic control if the site of the emergency is an automated lane
and performing human-driven lane emergency traffic control if the
site of the emergency is a human-driven lane, wherein the automated
lane emergency traffic control comprises setting road blocks and/or
dynamic barriers by a responding vehicle and/or a patrol vehicle to
identify the site of the emergency; and sending control
instructions to AVs upstream of the site of the emergency from CAVH
RSUs to switch modes from automated mode to human-driven mode and
move to a human-driven lane; and wherein the human-driven lane
emergency traffic control comprises providing road signs and/or
information to instruct vehicles upstream of the site of the
emergency to move from the lane comprising the emergency and/or to
avoid using an automated lane.
[0024] In some embodiments, the emergency management subsystem is
configured to perform responding vehicle guidance methods
comprising identifying the site of an emergency as being in an
automated lane or in a human-driven lane; performing automated lane
responding vehicle guidance if the site of the emergency is an
automated lane and performing human-driven lane responding vehicle
guidance if the site of the emergency is a human-driven lane,
wherein the automated lane responding vehicle guidance comprises
setting road blocks and/or dynamic barriers by a responding vehicle
and/or a patrol vehicle to identify the site of the emergency; and
sending control instructions to AVs upstream of the site of the
emergency from CAVH RSUs to switch modes from automated mode to
human-driven mode and move to a human-driven lane; and providing
rescue vehicles to the site of the emergency using human-driven
lanes, emergency lanes, and/or automated lanes; and wherein the
human-driven lane responding vehicle guidance comprises providing
road signs and/or information to instruct vehicles upstream of the
site of the emergency to move from the lane comprising the
emergency and/or to avoid using an automated lane; and providing
rescue vehicles to the site of the emergency using human-driven
lanes, emergency lanes, and/or automated lanes.
[0025] In some embodiments, the emergency management subsystem is
configured to identify an optimal route for rescue vehicles to
reach the site of an emergency and/or to identify an optimal route
for rescue vehicles to leave the site of an emergency. In some
embodiments, the emergency management subsystem is configured to
provide control instructions to rescue vehicles for driving the
optimal route to reach the site of an emergency and/or for driving
the optimal route to leave the site of an emergency. In some
embodiments, the control instructions comprise instructions for
changing lanes from a first automated lane to a second automated
lane, from an automated lane to a human-driven lane, and/or from a
human-driven lane to an automated lane.
[0026] In some embodiments, the emergency management subsystem is
configured to control traffic and provide access to a site of an
emergency according to a method comprising identifying the site of
an emergency as an automated lane or a human-driven lane;
identifying the rescue route as from a first automated lane to a
second automated lane, from an automated lane to a human-driven
lane, or from a human-driven lane to an automated lane; and perform
a first traffic control and rescue access method if the emergency
is on an automated lane and the rescue route is from a first
automated lane to a second automated lane, perform a second traffic
control and rescue access method if the emergency is on
human-driven lane and the rescue route is from an automated lane to
a human-driven lane, and perform a third traffic control and rescue
access method if the emergency is on an automated lane and the
rescue route is from a human-driven lane to an automated lane,
wherein the first traffic control and rescue access method
comprises setting road blocks and/or dynamic barriers to identify
the site of the emergency; sending control instructions to AVs
upstream of the site of the emergency from CAVH RSUs to switch
modes from automated mode to human-driven mode and move to a
human-driven emergency lane or contraflow automated lane; and
guiding rescue vehicles to access the emergency using a
human-driven emergency lane or contraflow automated lane; wherein
the second traffic control and rescue access method comprises
providing road signs and/or information to instruct vehicles
upstream of the site of the emergency to move from the lane
comprising the emergency and/or to avoid using an automated lane;
and guiding rescue vehicles to access the emergency using an
automated lane; wherein the third traffic control and rescue access
method comprises setting road blocks and/or dynamic barriers to
identify the site of the emergency; sending control instructions to
AVs upstream of the site of the emergency from CAVH RSUs to switch
modes from automated mode to human-driven mode and move to a
human-driven lane; and guiding rescue vehicles to access the
emergency using a human-driven emergency lane or contraflow
automated lane.
[0027] In some embodiments, the lane management subsystem is
configured to manage dedicated lanes for automated vehicles on
major roads and minor roads; and is configured to manage vehicles,
buffer zones, mode switching zones, waiting zones,
waiting/switching zones, CAVH signalized intersections, direction
switching zones, and/or vehicle classification. In some
embodiments, the major road is a two-way highway and/or the minor
road is a secondary expressway. In some embodiments, major roads
comprise automated and human-driven lanes and/or wherein minor
roads comprise automated and human-driven lanes. In some
embodiments, vehicles are AVs and/or human-driven vehicles. In some
embodiments, AVs have an automated mode and a human-driven mode. In
some embodiments, a buffer zone is a CAVH road segment comprising
at least a portion of an automated lane and at least a portion of a
human-driven lane and is provided for vehicles to accelerate and/or
decelerate. In some embodiments, a mode switching zone is an
automated mode to human-driven mode switching zone or is a
human-driven mode to automated mode switching zone. In some
embodiments, a waiting zone is used for vehicles to wait for a
passing signal. In some embodiments, a waiting/switching zone is
used for vehicles to wait for a passing signal and/or for mode
switching. In some embodiments, a direction switching zone is
provided on a human-driven lane prior to a traffic light to
indicate to drivers to switch directions. In some embodiments, a
CAVH signalized intersection is an intersection of a human-driven
lane and an automated lane. In some embodiments, the road design
and traffic control system is configured to perform a method for
mode switching comprising switching an AV from human-driven mode to
automated mode or switching an AV from automated mode to
human-driven mode. In some embodiments, vehicle classification is
provided by the CAVH system for vehicles on an automated lane.
[0028] In some embodiments, the road design and traffic control
system is configured to perform CAVH signalized intersection
methods comprising guiding human-driven vehicles and controlling
AVs to cross an intersection. In some embodiments, the road design
and traffic control system is configured to perform CAVH signalized
intersection methods comprising mode switching an AV from
human-driven mode to automated mode for an AV moving from a
human-driven lane to an automated lane and/or switching an AV from
automated mode to human-driven mode for an AV moving from an
automated lane to a human-driven lane. In some embodiments, the
lane management subsystem comprises a lane designation and
switching module configured to manage designating lanes as
automated lanes or human-driven lanes; and to manage switching
lanes from automated lanes to human-driven lanes or from
human-driven lanes to automated lanes. In some embodiments, the
lane management subsystem comprises a merging and diverging module
configured to manage merging of vehicles into lanes and diverging
of vehicles from lanes. In some embodiments, the lane management
subsystem comprises a signalized intersection module configured to
control traffic on automated lanes and/or human-driven lanes that
meet at a signalized intersection. In some embodiments, the lane
management subsystem is configured to perform traffic signal
optimization at an intersection. For example, in some embodiments,
methods comprise collecting location, velocity, and acceleration
information for vehicles by RSUs sensing location, velocity, and
acceleration of the vehicles and/or obtaining the vehicle location,
velocity, and acceleration from vehicle OBUs; forming platoons of
AVs wherein the space between AVs in a platoon is smaller than the
space between AVs in different platoons; determining an optimal
traffic signal state at an intersection by a TOC using the
location, velocity, and acceleration of AV platoons; and providing
a traffic signal state to optimize traffic flow of platoons of AVs
on automated lanes through the intersection. In some embodiments,
the traffic signal controls traffic on human-driven lanes. In some
embodiments, the traffic signal controls traffic on roads that
cross the automated lanes comprising platoons of AVs. In some
embodiments, traffic on the automated lanes does not pass through
the intersection when the traffic signal is green; the green light
begins when the last vehicle of a platoon completely crosses the
intersection; and the green light ends at least n seconds (e.g., at
least 3 seconds (e.g., at least 3.0, 3.1, 3.2, 3.3, 3.4, 3.5, 3.6,
3.7, 3.8, 3.9, 4.0, 4.1, 4.2, 4.3, 4.4, 4.5, 4.6, 4.7, 4.8, 4.9,
5.0, 5.1, 5.2, 5.3, 5.4, 5.5, 5.6, 5.7, 5.8, 5.9, 6.0, 6.1, 6.2,
6.3, 6.4, 6.5, 6.6, 6.7, 6.8, 6.9, 7.0, 7.1, 7.2, 7.3, 7.4, 7.5,
7.6, 7.7, 7.8, 7.9, 8.0, 8.1, 8.2, 8.3, 8.4, 8.5, 8.6, 8.7, 8.8,
8.9, 9.0, 9.1, 9.2, 9.3, 9.4, 9.5, 9.6, 9.7, 9.8, 9.9, or 10.0
seconds or more)) before the first vehicle in a platoon reaches the
intersection.
[0029] In some embodiments, the lane management subsystem is
configured to manage an automated lane that is an inner lane of a
main road, an automated lane that is an outer lane of a main road,
an automated lane that is an inner lane of an auxiliary road,
and/or an automated lane that is an outer lane of an auxiliary
road. In some embodiments, the lane management subsystem is
configured to manage vehicles at an intersection by performing a
method comprising providing a direction switching zone for
human-driven vehicles; providing a waiting zone for human-driven
vehicles to slow and/or stop until a signal is green; and providing
a lane for the human-driven vehicles to move to when the signal is
green. In some embodiments, the lane management subsystem is
configured to manage vehicles at an intersection by performing a
method comprising controlling AVs in automated dedicated lanes to
pass through the intersection in their platoon and enter an
automated lane. In some embodiments, the lane management subsystem
is configured to manage vehicles at an intersection by performing a
method comprising providing a waiting/switching zone for
human-driven vehicles to slow and/or stop until a signal is green;
and providing a lane for the human-driven vehicles to move to when
the signal is green. In some embodiments, the lane management
subsystem is configured to manage vehicles at an intersection by
performing a method comprising decelerating an AV in human-driving
mode in a mode switching zone; sending a request from the AV to the
CAVH system to switch from human-driven mode to automated mode; and
controlling the AV by the CAVH system to move through the
intersection if the signal light is green. In some embodiments, the
lane management subsystem is configured to manage vehicles at an
intersection by performing a method further comprising merging the
AV into an automated lane after passing through the intersection;
updating the CAVH system state; grouping AVs into platoons; and
optimizing signal timing by a TOC. In some embodiments, the lane
management subsystem is configured to manage vehicles at an
intersection by performing a method comprising providing a
direction switching zone for human-driven vehicles; providing a
waiting zone for human-driven vehicles to decelerate and/or stop;
providing a traffic signal to control flow of human-driven vehicles
through the intersection and into a human-driven lane. In some
embodiments, the road design and traffic control system comprises
traffic guidance signs and/or signals indicating where the
human-driven vehicle enters the human-driven lane. decelerating an
AV in a mode switching zone; sending a request from the AV to the
CAVH system to switch from automated mode to human-driven mode;
providing a driver of the AV with control of the AV to provide
human-driven control of the AV; and moving the human-driven AV to a
human-driven lane. In some embodiments, the lane management
subsystem is configured to manage vehicles at an intersection by
performing a method further comprising updating the CAVH system
state; grouping AVs into platoons; and optimizing signal timing by
a TOC.
[0030] In some embodiments, the technology provides a method for
managing vehicle modes; vehicle mode switching; vehicle merging,
diverging, and/or overtaking; emergency response and roadside
assistance, and/or automated lanes. For example, in some
embodiments, methods comprise providing a road design and traffic
control system as described herein. In some embodiments, the
technology provides use of a road design and traffic control system
as described herein. For example, in some embodiments, the
technology provides use of a road design and traffic control system
as described herein to manage vehicle modes; vehicle mode
switching; vehicle merging, diverging, and/or overtaking; emergency
response and roadside assistance, and/or automated lanes.
[0031] Additional embodiments will be apparent to persons skilled
in the relevant art based on the teachings contained herein.
BRIEF DESCRIPTION OF THE DRAWINGS
[0032] These and other features, aspects, and advantages of the
present technology will become better understood with regard to the
following drawings. 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.
[0033] FIG. 1 is a flow chart showing a mode switching process for
switching an AV from human-driven mode to automated mode upon the
AV entering into a CAVH dedicated lane.
[0034] FIG. 2 is a flow chart showing a mode switching process for
switching an AV from automated mode to human-driven mode upon the
AV exiting from a CAVH dedicated lane.
[0035] FIG. 3 is a schematic diagram showing a Type 1 on-ramp lane
design for AVs entering a CAVH dedicated lane (e.g., to move from a
minor road to a major road). 301: Inner lane of the minor road;
302: Middle lane of the minor road; 303: Outer lane of the minor
road; 304: CAVH dedicated lane from minor to major road; 305: Ramp
to the human driving road; 306: Mode switching zone; 307: Buffer
zone; 308: AV in human-driven mode; 309: AV in human-driven mode;
310: AV in automated mode.
[0036] FIG. 4 is a schematic diagram showing a Type 2 on-ramp lane
design for AVs entering a CAVH dedicated lane (e.g., to move from a
minor road to a major road). 401: Inner lane of the minor road;
402: Middle lane of the minor road; 403: Outer lane of the minor
road; 404: CAVH dedicated lane from minor to major road; 405: Ramp
to the human driving road; 406: Mode switching zone; 407: Buffer
zone; 408: AV in human-driven mode; 409: AV in human-driven mode;
410: AV in automated mode.
[0037] FIG. 5 is a schematic drawing showing a Type 3 on-ramp lane
design for AVs entering a CAVH dedicated lane (e.g., to move from a
minor road to a major road). 501: Inner lane of the minor road;
502: Middle lane of the minor road; 503: Outer lane of the minor
road; 504: CAVH dedicated lane from minor to major road; 505: Ramp
to the human driving road; 506: Mode switching zone; 507: Buffer
zone; 508: AV in human-driven mode; 509: AV in human-driven mode;
510: AV in automated mode; 511: AV in human-driven mode.
[0038] FIG. 6 is a schematic drawing showing a Type 1 off-ramp lane
design for AVs exiting a CAVH dedicated lane (e.g., to move from a
major road to a minor road). 601: Inner lane of the minor road;
602: Middle lane of the minor road; 603: Outer lane of the minor
road; 604: CAVH dedicated lane from the major to the minor road;
605: Ramp from the human driving road; 606: Buffer zone; 607: Mode
switching zone; 608: AV in automated mode; 609: AV in human-driven
mode; 610: AV in human-driven mode.
[0039] FIG. 7 is a schematic drawing showing a Type 2 off-ramp lane
design for AV exiting a CAVH dedicated lane (e.g., to move from a
major road to a minor road). 701: Inner lane of the minor road;
702: Middle lane of the minor road; 703: Outer lane of the minor
road; 704: Ramp from the human driving road; 705: CAVH dedicated
lane from the major to the minor road; 706: Buffer zone; 707: Mode
switching zone; 708: AV in human-driven mode; 709: AV in automated
mode; 710: AV in human-driven mode.
[0040] FIG. 8 is a schematic drawing showing a Type 3 off-ramp lane
design for AV exiting a CAVH dedicated lane (e.g., to move from a
major road to a minor road). 801: Inner lane of the minor road;
802: Middle lane of the minor road; 803: Outer lane of the minor
road; 804: Ramp from the human driving road; 805: Inner CAVH
dedicated lane from major to minor road; 806: Ramp from the human
driving road; 807: Buffer zone; 808: Mode switching zone; 809: AV
in human-driven mode; 810: AV in automated mode; 811: AV in
human-driven mode; 812: AV in human-driven mode.
[0041] FIG. 9 is a schematic drawing of a Type 1 road design,
system, and methods for entry of an AV into an automated lane for a
multi-lane (e.g., two-way multi-lane) highway in which the
automated lane is the inner lane (e.g., three lanes in each
direction and the innermost lane is an automated lane). A lane
adjacent to the automated lane comprises a mode switching zone and
a buffer zone. 901: Automated lane; 902: Human driving lane; 903:
Human driving lane; 904: Mode switching zone; 905: Buffer zone;
906: AV in human-driven mode; 907: AV in automated mode.
[0042] FIG. 10 is a schematic drawing of a Type 1 road design,
system, and methods for exit of an AV from an automated lane of a
multi-lane (e.g., two-way multi-lane) highway in which the
automated lane is the inner lane (e.g., three lanes in each
direction and the innermost lane is an automated lane). A lane
adjacent to the automated lane comprises a mode switching zone and
a buffer zone. 1001: Automated lane; 1002: Human driving lane;
1003: Human driving lane; 1004: Buffer zone; 1005: Mode switching
zone; 1006: AV in automated mode; 1007: AV in human-driven
mode.
[0043] FIG. 11 is a schematic drawing of a Type 2 road design,
system, and methods for entry of an AV into an automated lane for a
multi-lane (e.g., two-way multi-lane) highway in which the
automated lane is the inner lane (e.g., three lanes in each
direction and the innermost lane is an automated lane). 1101:
Automated lane; 1102: Human driving lane; 1103: Human driving lane;
1104: Mode switching zone; 1105: Buffer zone; 1106: AV in
human-driven mode; 1107: AV in automated mode; 1107: AV in
human-driven mode.
[0044] FIG. 12 is a schematic drawing of a Type 2 road design,
system, and methods for exit of an AV from an automated lane for a
multi-lane (e.g., two-way multi-lane) highway in which the
automated lane is the inner lane (e.g., three lanes in each
direction and the innermost lane is an automated lane). 1201:
Automated lane; 1202: Human driving lane; 1203: Human driving lane;
1204: Buffer zone; 1205: Mode switching zone; 1206: AV in automated
mode; 1207: AV in human-driven mode.
[0045] FIG. 13 is a schematic drawing of a Type 3 road design,
system, and methods for exit of an AV from an automated lane and
entry of an AV into an automated lane for a multi-lane (e.g.,
two-way multi-lane) highway in which the automated lane is the
inner lane (e.g., three lanes in each direction and the innermost
lane is an automated lane). 1301: Mixed and/or partially automated
and partially human driving lane; 1302: Human driving lane; 1303:
Human driving lane; 1304: Mode switching zone; 1305: Buffer zone;
1306: Mode switching zone; 1307: AV in human-driven mode; 1308: AV
in automated mode; 1309: AV in human-driven mode; 1310: AV in
automated mode; 1311: AV in human-driven mode.
[0046] FIG. 14 is a schematic drawing of a Type 1 road design,
system, and methods for entry of an AV into an automated lane for a
multi-lane (e.g., two-way multi-lane) highway in which the
automated lane is a middle lane (e.g., three lanes in each
direction and the middle lane is an automated lane). One or both
lanes adjacent to the automated lane comprise(s) a mode switching
zone and a buffer zone. 1401: Human driving lane; 1402: Automated
lane; 1403: Human driving lane; 1404: Mode switching zone; 1405:
Buffer zone; 1406: AV in human-driven mode; 1407: AV in automated
mode.
[0047] FIG. 15 is a schematic drawing of a Type 1 road design,
system, and methods for exit of an AV from an automated lane for a
multi-lane (e.g., two-way multi-lane) highway in which the
automated lane is a middle lane (e.g., three lanes in each
direction and the middle lane is an automated lane). One or both
lanes adjacent to the automated lane comprise(s) a mode switching
zone and a buffer zone. 1501: Human driving lane; 1502: Automated
lane; 1503: Human driving lane; 1504: Mode switching zone; 1505:
Buffer zone; 1506: AV in automated mode; 1507: AV in human-driven
mode.
[0048] FIG. 16 is a schematic drawing of a Type 2 road design,
system, and methods for entry of an AV into an automated lane for a
multi-lane (e.g., two-way multi-lane) highway in which the
automated lane is a middle lane (e.g., three lanes in each
direction and the middle lane is an automated lane). 1601: Human
driving lane; 1602: Automated lane; 1603: Human driving lane; 1604:
Mode switching zone; 1605: Buffer zone; 1606: AV in human-driven
mode; 1607: AV in automated mode; 1608: AV in automated mode.
[0049] FIG. 17 is a schematic drawing of a Type 2 road design,
system, and methods for exit of an AV from an automated lane for a
multi-lane (e.g., two-way multi-lane) highway in which the
automated lane is a middle lane (e.g., three lanes in each
direction and the middle lane is an automated lane). 1701: Human
driving lane; 1702: Automated lane; 1703: Human driving lane; 1704:
Mode switching zone; 1705: Buffer zone; 1706: AV in automated mode;
1707: AV in automated mode; 1708: AV in human-driven mode.
[0050] FIG. 18 is a schematic drawing of a Type 3 road design,
system, and methods for exit of an AV from an automated lane and
entry of an AV into an automated lane for a multi-lane (e.g.,
two-way multi-lane) highway in which the automated lane is a middle
lane (e.g., three lanes in each direction and the middle lane is an
automated lane). 1801: Human driving lane; 1802: Mixed and/or
partially automated and partially human driving lane; 1803: Human
driving lane; 1804: Mode switching zone; 1805: Buffer zone; 1806:
AV in human-driven mode; 1807: AV in human-driven mode; 1808: AV in
automated mode; 1809: AV in automated mode; 1810: AV in
human-driven mode.
[0051] FIG. 19 is a schematic drawing of a Type 1 road design,
system, and methods for entry of an AV into an automated lane for a
multi-lane (e.g., two-way multi-lane) highway in which the
automated lane is the outer lane (e.g., three lanes in each
direction and the outermost lane is an automated lane). A lane
adjacent to the automated lane comprises a mode switching zone and
a buffer zone. 1901: Human driving lane; 1902: Human driving lane;
1903: Automated lane; 1904: Mode switching zone; 1905: Buffer zone;
1906: AV in human-driven mode; 1907: AV in automated mode.
[0052] FIG. 20 is a schematic drawing of a Type 1 road design,
system, and methods for exit of an AV from an automated lane for a
multi-lane (e.g., two-way multi-lane) highway in which the
automated lane is the outer lane (e.g., three lanes in each
direction and the outermost lane is an automated lane). A lane
adjacent to the automated lane comprises a mode switching zone and
a buffer zone. 2001: human-driven Lane; 2002: human-driven Lane;
2003: Automated-driven Lane; 2004: Buffer Zone; 2005: Mode
Switching Zone; 2006: AV in Automated Mode; 2007: AV in
human-driven Mode.
[0053] FIG. 21 is a schematic drawing of a Type 2 road design,
system, and methods for entry of an AV into an automated lane for a
multi-lane (e.g., two-way multi-lane) highway in which the
automated lane is the outer lane (e.g., three lanes in each
direction and the outermost lane is an automated lane). 2101:
human-driven Lane; 2102: human-driven Lane; 2103: Automated-driven
Lane; 2104: Buffer Zone; 2105: Mode Switching Zone; 2106: AV in
Automated Mode; 2107: AV in human-driven Mode.
[0054] FIG. 22 is a schematic drawing of a Type 2 road design,
system, and methods for exit of an AV from an automated lane for a
multi-lane (e.g., two-way multi-lane) highway in which the
automated lane is the outer lane (e.g., three lanes in each
direction and the outermost lane is an automated lane). 2201:
human-driven Lane; 2202: human-driven Lane; 2203: Automated-driven
Lane; 2204: Buffer Zone; 2205: Mode Switching Zone; 2206: AV in
Automated Mode; 2207: AV in human-driven Mode.
[0055] FIG. 23 is a schematic drawing of a Type 3 road design,
system, and methods for exit of an AV from an automated lane and
entry of an AV into an automated lane for a multi-lane (e.g.,
two-way multi-lane) highway in which the automated lane is the
outer lane (e.g., three lanes in each direction and the outermost
lane is an automated lane). 2301: human-driven Lane; 2302:
Human-driven Lane; 2303: Automated-driven Lane; 2304: Buffer Zone;
2305: Mode Switching Zone; 2306: AV in Automated Mode; 2307: AV in
Human-driven Mode.
[0056] FIG. 24 is a schematic drawing of a Type 1 road design,
system, and methods for entry of an AV into an automated lane for a
multi-lane (e.g., two-way multi-lane) highway having multiple
automated inner lanes (e.g., four lanes in each direction and the
two innermost lanes are automated lanes). 2401: Automated-driven
Lane; 2402: Automated-driven Lane; 2403: Human-driven Lane; 2404:
Human-driven Lane; 2405: Buffer Zone; 2406: Mode Switching Zone;
2407: AV in Automated Mode; 2408: AV in Human-driven Mode.
[0057] FIG. 25 is a schematic drawing of a Type 1 road design,
system, and methods for exit of an AV from an automated lane for a
multi-lane (e.g., two-way multi-lane) highway having multiple
automated inner lanes (e.g., four lanes in each direction and the
two innermost lanes are automated lanes). 2501: Automated-driven
Lane; 2502: Automated-driven Lane; 2503: Human-driven Lane; 2504:
Human-driven Lane; 2505: Buffer Zone; 2506: Mode Switching Zone;
2507: AV in Automated Mode; 2508: AV in Human-driven Mode.
[0058] FIG. 26 is a schematic drawing of a Type 2 road design,
system, and methods for entry of an AV into an automated lane for a
multi-lane (e.g., two-way multi-lane) highway having multiple
automated inner lanes (e.g., four lanes in each direction and the
two innermost lanes are automated lanes). 2601: Automated-driven
Lane; 2602: Automated-driven Lane; 2603: Human-driven Lane; 2604:
Human-driven Lane; 2605: Buffer Zone; 2606: Mode Switching Zone;
2607: AV in Automated Mode; 2608: AV in Human-driven Mode.
[0059] FIG. 27 is a schematic drawing of a Type 2 road design,
system, and methods for exit of an AV from an automated lane for a
multi-lane (e.g., two-way multi-lane) highway having multiple
automated inner lanes (e.g., four lanes in each direction and the
two innermost lanes are automated lanes). 2701: Automated-driven
Lane; 2702: Automated-driven Lane; 2703: Human-driven Lane; 2704:
Human-driven Lane; 2705: Buffer Zone; 2706: Mode Switching Zone;
2707: AV in Automated Mode; 2708: AV in Human-driven Mode.
[0060] FIG. 28 is a schematic drawing of a Type 3 road design,
system, and methods for exit of an AV from an automated lane and
entry of an AV into an automated lane for a multi-lane (e.g.,
two-way multi-lane) highway having multiple automated inner lanes
(e.g., four lanes in each direction and the two innermost lanes are
automated lanes). 2801: Automated-driven Lane; 2802:
Automated-driven Lane; 2803: Human-driven Lane; 2804: Human-driven
Lane; 2805: Buffer Zone; 2806: Mode Switching Zone; 2807: AV in
Automated Mode; 2808: AV in Human-driven Mode.
[0061] FIG. 29 is a schematic drawing of a Type 1 road design,
system, and methods for entry of an AV into an automated lane for a
multi-lane (e.g., two-way multi-lane) highway in which the inner
lane is an automated lane (e.g., five lanes in each direction and
the innermost lane is an automated lane). 2901: Automated-driven
Lane; 2902: Human-driven Lane; 2903: Human-driven Lane; 2904:
Human-driven Lane; 2905: Human-driven Lane; 2906: Buffer Zone;
2907: Mode Switching Zone; 2908: AV in Automated Mode; 2909: AV in
Human- driven Mode.
[0062] FIG. 30 is a schematic drawing of a Type 1 road design,
system, and methods for exit of an AV from an automated lane for a
multi-lane (e.g., two-way multi-lane) highway in which the inner
lane is an automated lane (e.g., five lanes in each direction and
the innermost lane is an automated lane). 3001: Automated-driven
Lane; 3002: Human-driven Lane; 3003: Human-driven Lane; 3004:
Human-driven Lane; 3005: Human-driven Lane; 3006: Buffer Zone;
3007: Mode Switching Zone; 3008: AV in Automated Mode; 3009: AV in
Human- driven Mode.
[0063] FIG. 31 is a schematic drawing of a Type 2 road design,
system, and methods for entry of an AV into an automated lane for a
multi-lane (e.g., two-way multi-lane) highway in which the inner
lane is an automated lane (e.g., five lanes in each direction and
the innermost lane is an automated lane). 3101: Automated-driven
Lane; 3102: Human-driven Lane; 3103: Human-driven Lane; 3104:
Human-driven Lane; 3105: Human-driven Lane; 3106: Buffer Zone;
3107: Mode Switching Zone; 3108: AV in Automated Mode; 3109: AV in
Human- driven Mode.
[0064] FIG. 32 is a schematic drawing of a Type 2 road design,
system, and methods for exit of an AV from an automated lane for a
multi-lane (e.g., two-way multi-lane) highway in which the inner
lane is an automated lane (e.g., five lanes in each direction and
the innermost lane is an automated lane). 3201: Automated-driven
Lane; 3202: Human-driven Lane; 3203: Human-driven Lane; 3204:
Human-driven Lane; 3205: Human-driven Lane; 3206: Buffer Zone;
3207: Mode Switching Zone; 3208: AV in Automated Mode; 3209: AV in
Human- driven Mode.
[0065] FIG. 33 is a schematic drawing of a Type 3 road design,
system, and methods for exit of an AV from an automated lane and
entry of an AV into an automated lane for a multi-lane (e.g.,
two-way multi-lane) highway in which the inner lane is an automated
lane (e.g., five lanes in each direction and the innermost lane is
an automated lane). 3301: Mixed and/or partially automated and
partially human driving lane; 3302: Human driving lane; 3303: Human
driving lane; 3304: Human driving lane; 3305: Human driving lane;
3306: Mode switching zone; 3307: Buffer zone; 3308: AV in
human-driven mode; 3309: AV in automated mode; 3310: AV in
automated mode; 3311: AV in human-driven mode.
[0066] FIG. 34A-34C is a composition diagram showing a system for
automated lane merging, lane diverging, and overtaking for a
multi-lane (e.g., two-way multi-lane) highway.
[0067] FIG. 35 is a flow chart showing a system for controlling
automated merging and diverging.
[0068] FIG. 36 is a flow chart showing a system for controlling
overtaking in an automated lane.
[0069] FIG. 37 is a schematic drawing of a mixed scene comprising
vehicle merging, diverging, and overtaking for a multi-lane (e.g.,
two-way multi-lane) highway in which the innermost lanes (e.g.,
second and third lanes) are automated lanes.
[0070] FIG. 38 is a schematic drawing of a mixed scene comprising
vehicle merging, diverging, and overtaking for a multi-lane (e.g.,
two-way multi-lane) highway in which the innermost lanes (e.g.,
first and fourth lanes) are automated lanes. AL: Automated lane;
CL: Conventional (e.g., human-driven) lane; E: Emergency lane (road
right shoulder); 1: Automated lane; 2: Human driving lane; 3: Human
driving lane; 4: Automated lane; 3801, 3802, 3803, 3804, 3805, and
3806: AV in automated mode; 3807, 3808, 3809, 3810, 3811, and 3812:
AV in human-driven mode; 3813: Mode indicators; 3814: Central
median.
[0071] FIG. 39 is a schematic drawing of a road design, system, and
methods for overtaking without merge and/or diverge lanes. The
three innermost lanes are automated lanes and an automated lane
(e.g., a central automated lane) is a special lane that can be used
for overtaking. AL: Automated lane; CL: Conventional (e.g.,
human-driven) lane; PL: Passing lane; E: Emergency lane (road right
shoulder); 1: Human driving lane; 2, 3, and 4: Automated lane; 5:
Human driving lane; 3901, 3902, and 3903: AV in automated mode;
3904, 3905, 3906, 3907, 3908, and 3909: AV in human-driven
mode.
[0072] FIG. 40A is a schematic drawing of a road design, system,
and methods for overtaking comprising a dynamic barrier and tidal
lanes. RL: Reversible lane; E: Emergency lane (road right
shoulder); 1, 2, 3, and 4: Human driving and automated lane; 4001
and 4002: Mode indicators.
[0073] FIG. 40B is a schematic drawing of a road design, system,
and methods for overtaking comprising a central median and tidal
lanes. RL: Reversible lane; E: Emergency lane (road right
shoulder); 1, 2, 3, and 4: Human driving and automated lane; 4001
and 4002: Mode indicators; 4003: Central median.
[0074] FIG. 41A is a schematic drawing of a road design, system,
and methods for merging and/or diverging comprising a dynamic
barrier and not comprising (e.g., without) a merge/diverge lane.
AL: Automated lane; CL: Conventional (e.g., human-driven) lane; 1
and 4: Human driving lane; 2 and 3: Automated lane; 4101, 4102, and
4103: AV in automated mode; 4104 and 4105: AV in human-driven
mode.
[0075] FIG. 41B is a schematic drawing of a road design, system,
and methods for merging and/or diverging comprising a central
median and not comprising (e.g., without) a merge/diverge lane. AL:
Automated lane; CL: Conventional (e.g., human-driven) lane; 1 and
4: Human driving lane; 2 and 3: Automated lane; 4101, 4102, and
4103: AV in automated mode; 4104 and 4105: AV in human-driven mode;
4106: Central median.
[0076] FIG. 42 is a schematic drawing of a road design, system, and
methods for merging and/or diverging and not comprising (e.g.,
without) a merge/diverge lane. AL: Automated lane; CL: Conventional
(e.g., human-driven) lane; 1 and 4: Human driving lane; 2 and 3:
Automated lane; 4201, 4202, and 4203: AV in automated mode; 4204
and 4205: AV in human-driven mode.
[0077] FIG. 43 is a flow diagram showing a process for taking
emergency measures, e.g., after an accident.
[0078] FIG. 44 is a schematic diagram of a system for emergency
rescue for a two-way road section. 4401: Automated lane; 4402:
Human driving lane; 4403: Human driving lane; 4404: Automated lane;
4405: The route of the rescue vehicle moving from the human-driving
lane to the accident point on the automated lane; 4406: The route
of the rescue vehicle moving to the accident point on the automated
lane; 4407: The route of the rescue vehicle moving from the
human-driving lane in the other direction to the accident point on
the automated lane.
[0079] FIG. 45 is a schematic diagram of a system for emergency
rescue for an onramp road entrance of a two-way road section. 4501:
Human driving lane; 4502: Automated lane; 4503: Automated lane;
4504: Human driving lane; 4505: The route of the rescue vehicle
moving to the accident point on the automated lane; 4506: The route
of the rescue vehicle moving from the automated lane on the other
direction to the accident point on the automated lane; 4507: The
route of the rescue vehicle moving from the onramp to the accident
point on the automated lane.
[0080] FIG. 46 is a schematic diagram of a system for emergency
rescue for an offramp road entrance of a two-way road system. 4601:
Human driving lane; 4602: Automated lane; 4603: Automated lane;
4604: Human driving lane; 4605: The route of the rescue vehicle
moving from the automated lane on the other direction to the
accident point on the automated lane; 4606: The route of the rescue
vehicle moving to the accident point on the automated lane; 4607:
The route of the rescue vehicle moving from the offramp to the
accident point on the automated lane.
[0081] FIG. 47 is a composition diagram of an urban expressway
vehicle-road cooperative automated driving system comprising an
automated lane/human-driven lane switching module, an automated
lane merging/diverging module, and an automated lane/human-driven
lane crossing module.
[0082] FIG. 48 is a schematic diagram showing a system for control
of AV, human-driven vehicle, and AV under human-driven mode for
passing through a signal light.
[0083] FIG. 49 is a flow chart showing a process for switching an
AV from human-driven mode to automated driving mode.
[0084] FIG. 50 is a flow chart showing a process for switching an
AV from automated driving mode to human-driven mode.
[0085] FIG. 51 is a flow chart showing a process and system for
controlling automated lanes and/or human driver lanes at a
signalized intersection.
[0086] FIG. 52 is a schematic drawing of a road design, system, and
methods for an AV switching modes from a human-driven mode to an
automated mode to move from a human-driven lane to an automated
lane. Lane 1 is an automated lane and lane 2 includes a mode
switching zone (MSZ) and a buffer zone (BZ). First, the vehicle
switches to the automated mode after passing through the mode
switching zone and then merges to the automated lane after passing
through the buffer zone.
[0087] FIG. 53 is a schematic drawing of a Type 1 road design,
system, and methods comprising a dedicated inner automated lane and
AV diverging from the inner automated lane. 5301: Automated lane;
5302: Human-driven lane; 5303: Human-driven lane; 5304: Movable
barrier; 5305: Buffer zone; 5306: Mode switching zone; 5307: Mode
switching zone; 5308: AV in automated mode; 5309: AV in
human-driven mode.
[0088] FIG. 54 is a schematic drawing of a Type 2 road design,
system, and methods comprising a dedicated inner automated lane and
AV merging into and diverging from the inner automated lane. 5401:
Automated lane; 5402: Human-driven lane; 5403: Human-driven lane;
5404: Movable barrier; 5405: Mode switching zone; 5406: Buffer
zone; 5407: Mode switching zone; 5408: AV in human-driven mode;
5409: AV in automated mode; 5410: AV in human-driven mode.
[0089] FIG. 55 is a schematic drawing of a Type 1 road design,
system, and methods comprising a dedicated lane for entry from a
minor road onto an outer automated lane of a major road. 5501 Inner
human-driven lane of major road; 5502: Middle human-driven lane of
major road; 5503: Outer automated Lane of major road; 5504: Inner
human-driven lane of minor road; 5505: Outer human-driven lane of
minor road; 5506: Bicycle lane; 5507: Diving strip; 5508: Movable
barrier; 5509: Mode switching zone; 5510: AV in human-driven mode;
5511: AV in automated mode; 5512: AV in human-driven mode; 5513:
Bicycle.
[0090] FIG. 56 is a schematic drawing of a Type 2 road design,
system, and methods comprising a dedicated lane for entry from a
minor road onto an outer automated lane of a major road. 5601:
Inner human-driven lane of major road; 5602: Middle human-driven
lane of major road; 5603: Outer automated lane of major road; 5604:
Inner human-driven lane of minor road; 5605: Outer human-driven
lane of minor road; 5606: Bicycle lane; 5607: Diving strip; 5608:
Movable barrier; 5609: Waiting Zone; 5610: AV in automated mode;
5611: AV in human-driven mode; 5612: Bicycle; 5613: Traffic
Signals.
[0091] FIG. 57 is a schematic drawing of a Type 1 road design,
system, and methods comprising a dedicated lane for exit from an
outer automated lane of a major road onto a minor road. 5701: Inner
human-driven lane of major road; 5702: Middle human-driven lane of
major road; 5703: Outer automated lane of major road; 5704: Inner
human-driven lane of minor road; 5705: Outer human-driven lane of
minor road; 5706: Bicycle lane; 5707: Diving strip; 5708: Movable
barrier; 5709: Waiting zone; 5710: AV in automated mode; 5711: AV
in human-driven mode; 5712: Bicycle; 5713: Traffic Signals.
[0092] FIG. 58 is a schematic drawing of a Type 2 road design,
system, and methods comprising a dedicated lane for exit from an
outer automated lane of a major road onto a minor road. 5801: Inner
human-driven lane of major road; 5802: Middle human-driven lane of
major road; 5803: Outer automated lane of major road; 5804: Inner
human-driven lane of minor road; 5805: Outer human-driven lane of
minor road; 5806: Bicycle lane; 5807: Diving strip; 5808: Movable
barrier; 5809: Waiting zone; 5810: Direction switching zone; 5811:
Mode-switching zone; 5812: AV in automated mode; 5813: AV in
human-driven mode; 5814: AV in human-driven mode; 5815: Bicycle;
5816: Traffic Signals.
[0093] FIG. 59 is a schematic drawing of a Type 2 road design,
system, and methods comprising a dedicated lane for entry into an
outer automated lane of a major road. 5901 Inner human-driven lane;
5902: Middle human-driven lane; 5903: Outer Automated lane; 5904:
Movable barrier; 5905: Mode switching zone; 5906: Buffer zone;
5907: AV in automated mode; 5908: AV in human-driven mode; 5909: AV
in human-driven mode.
[0094] FIG. 60 is a schematic drawing of a Type 1 road design,
system, and methods comprising a dedicated lane for exit from an
outer automated lane. 6001: Inner human-driven lane; 6002: Middle
human-driven lane; 6003: Outer Automated lane; 6004: Movable
barrier; 6005: Buffer zone; 6006: Mode switching zone; 6007: AV in
automated mode; 6008: AV in human-driven mode; 6009: AV in
human-driven mode.
[0095] FIG. 61 is a schematic drawing of a Type 3 road design,
system, and methods comprising a dedicated lane for entry into an
outer automated lane of a major road and for exit from an outer
automated lane of a major road. 6101 Inner human-driven lane; 6102
Middle human-driven lane; 6103 Outer Automated lane; 6104 Movable
barrier; 6105 Mode switching zone; 6106 Buffer zone; 6107 Mode
switching zone; 6108 AV in automated mode; 6109 AV in human-driven
mode; 6110 AV in human-driven mode.
[0096] FIG. 62 is a schematic drawing of a road design, system, and
methods comprising an automated lane at the entrance to an urban
expressway. 6201: Inner human-driven lane of major road. 6202:
Middle human-driven lane of major road; 6203: Outer human-driven
lane of major road; 6204: Inner automated lane of minor road; 6205:
Outer human-driven lane of minor road; 6206: Bicycle lane; 6207:
Diving strip; 6208: Movable barrier; 6209: Waiting zone; 6210: AV
in automated mode; 6211: AV in human-driven mode; 6212: Bicycle;
6213: Traffic Signals.
[0097] FIG. 63 is a schematic drawing of a road design, system, and
methods comprising an automated lane at the exit of an urban
expressway. 6301: Inner human-driven lane of major road; 6302:
Middle human-driven lane of major road; 6303: Outer human-driven
lane of major road; 6304: Inner automated lane of minor road; 6305:
Outer human-driven lane of minor road; 6306: Bicycle lane; 6307:
Diving strip; 6308: Movable barrier; 6309: Waiting zone; 6310: AV
in automated mode; 6311: AV in human-driven mode; 6312: Bicycle;
6313: Traffic Signals.
[0098] FIG. 64 is a schematic drawing of a road design, system, and
methods comprising an automated lane that is alternately located in
an inner lane and in an outer lane of an urban expressway. 6401:
Inner human-driven lane of major road; 6402: Middle human-driven
lane of major road; 6403: Outer lane of major road; 6404: Inner
lane of minor road; 6405: Outer human-driven lane of minor road;
6406: Bicycle lane; 6407: Diving strip; 6408: Movable barrier;
6409: Waiting zone; 6410: AV in automated mode; 6411: AV in
human-driven mode; 6412: Bicycle; 6413: Traffic Signals.
[0099] FIG. 65 is a schematic drawing of a road design, system, and
methods comprising an automated lane having an entrance at the
inner lane of an auxiliary road. 6501: Inner lane of the main road;
6502: Middle lane of the main road; 6503: Outer lane of the main
road; 6504: Inner lane of the auxiliary road; 6505: Outer lane of
the auxiliary road; 6506: Human-driven vehicle; 6507: AV; 6508:
Waiting zone; 6509: Mode switching zone; 6510(a, h): AV switching
to the human-driven mode.
[0100] FIG. 66 is a schematic drawing of a road design, system, and
methods for entry into a main road comprising an outer automated
lane from an auxiliary road comprising an inner automated lane.
6601: Inner lane of the main road; 6602: Middle lane of the main
road; 6603: Outer lane of the main road; 6604: Inner lane of the
auxiliary road; 6605: Outer lane of the auxiliary road; 6606:
Human-driven vehicle; 6607: AV; 6608: Waiting zone.
[0101] FIG. 67 is a schematic drawing of a road design, system, and
methods for exit from a main road comprising an outer automated
lane to an auxiliary road comprising an inner automated lane. 6701:
Inner lane of the main road; 6702: Middle lane of the main road;
6703: Outer lane of the main road; 6704: Inner lane of the
auxiliary road; 6705: Outer lane of the auxiliary road; 6706:
Human-driven vehicle; 6707: AV; 6708: Waiting zone.
[0102] FIG. 68 is a schematic drawing of a road design, system, and
methods for entry into a main road from an auxiliary road
comprising an inner automated lane. 6801: Inner lane of the main
road; 6802: Middle lane of the main road; 6803: Outer lane of the
main road; 6804: Inner lane of the auxiliary road; 6805: Middle
lane of the auxiliary road; 6806: Outer lane of the auxiliary road;
6807: Human-driven vehicle; 6808: AV; 6809: Waiting zone and/or
Mode switching zone; 6810: AV in human-driven mode.
[0103] FIG. 69 is a schematic drawing of a road design, system, and
methods for exit from a main road to an auxiliary road comprising
an inner automated lane. 6901: Inner lane of the main road; 6902:
Middle lane of the main road; 6903: Outer lane of the main road;
6904: Inner lane of the auxiliary road; 6905: Outer lane of the
auxiliary road; 6906: Human-driven vehicle; 6907: AV; 6908: Waiting
zone and/or Mode switching zone; 6909: AV in human-driven mode.
[0104] FIG. 70 is a schematic drawing of a road design, system, and
methods for entry onto a main road comprising an outer automated
lane from an auxiliary road comprising an inner automated lane.
7001: Inner lane of the main road; 7002: Middle lane of the main
road; 7003: Outer lane of the main road; 7004: Inner lane of the
auxiliary road; 7005: Outer lane of the auxiliary road; 7006:
Human-driven vehicle; 7007: AV; 7008: Waiting zone and/or Mode
switching zone; 7009: AV in human-driven mode.
[0105] FIG. 71 is a schematic drawing of a road design, system, and
methods for entry onto a main road comprising an outer automated
lane from an auxiliary road comprising an inner automated lane.
7101: Inner lane of the main road; 7102: Middle lane of the main
road; 7103: Outer lane of the main road; 7104: Inner lane of the
auxiliary road; 7105: Outer lane of the auxiliary road; 7106:
Human-driven vehicle; 7107: AV; 7108: Waiting zone and/or Mode
switching zone; 7109: AV in human-driven mode.
[0106] FIG. 72 is a schematic drawing of a road design, system, and
methods for exit from a main road comprising an outer automated
lane to an auxiliary road comprising an inner automated lane. 7201:
Inner lane of the main road; 7202: Middle lane of the main road;
7203: Outer lane of the main road; 7204: Inner lane of the
auxiliary road; 7205: Outer lane of the auxiliary road; 7206:
Human-driven vehicle; 7207: AV; 7208: Waiting zone and/or Mode
switching zone); 7209: AV in human-driven mode.
[0107] FIG. 73 is a schematic drawing of a road design, system, and
methods for entry onto a main road comprising an outer automated
lane from an auxiliary road comprising an inner automated lane.
7301: Inner lane of the main road; 7302: Middle lane of the main
road; 7303: Outer lane of the main road; 7304: Inner lane of the
auxiliary road; 7305: Outer lane of the auxiliary road; 7306:
Waiting zone; 7307: Buffer zone; 7308: Mode switching zone; 7309:
AV in automated mode; 7310: AV in human-driven mode; 7311: Diving
strip; 7312: Movable barrier.
[0108] FIG. 74 is a schematic drawing of a road design, system, and
methods for entry onto a main road comprising an outer automated
lane from an auxiliary road comprising an inner automated lane.
7401: Inner lane of the main road; 7402: Middle lane of the main
road; 7403: Outer lane of the main road; 7404: Inner lane of the
auxiliary road; 7405: Outer lane of the auxiliary road; 7406:
Waiting zone; 7407: Buffer zone; 7408: Mode switching zone; 7409:
AV in automated mode; 7410: AV in human-driven mode; 7411: Diving
strip; 7412: Movable barrier.
[0109] FIG. 75 is a schematic drawing of a road design, system, and
methods for a branch road comprising an automated lane and
auxiliary road comprising an automated lane. 7501: Inner lane of
the auxiliary road; 7502: Outer lane of the auxiliary road; 7503:
Outer lane of the branch road from south to north; 7504: Waiting
zone; 7505: Buffer zone; 7506: Mode switching zone; 7507: AV in
automated mode; 7508: AV in human-driven mode; 7509: Central
median; 7510: Movable barrier.
[0110] FIG. 76 is a schematic drawing of a road design, system, and
methods for entry onto an automated outer lane of a main road from
an automated outer lane of an auxiliary road. 7601: Inner lane of
the main road; 7602: Middle lane of the main road; 7603: Outer lane
of the main road; 7604: Inner lane of the auxiliary road; 7605:
Outer lane of the auxiliary road; 7606: Waiting zone; 7607: Buffer
zone; 7608: Mode switching zone; 7609: AV in automated mode; 7610:
AV in human-driven mode; 7611: Diving strip; 7612: Movable
barrier.
[0111] FIG. 77 is a schematic drawing of a road design, system, and
methods for exit from an automated outer lane of a main road to an
automated outer lane of an auxiliary road. 7701: Inner lane of the
main road; 7702: Middle lane of the main road; 7703: Outer lane of
the main road; 7704: Inner lane of the auxiliary road; 7705: Outer
lane of the auxiliary road; 7706: Waiting zone; 7707: Buffer zone;
7708: Mode switching zone; 7709: AV in automated mode; 7710: AV in
human-driven mode; 7711: Diving strip; 7712: Movable barrier; 7713:
Barrier arm gate.
[0112] It is to be understood that the figures are not necessarily
drawn to scale, nor are the objects in the figures necessarily
drawn to scale in relationship to one another. The figures are
depictions that are intended to bring clarity and understanding to
various embodiments of apparatuses, systems, and methods disclosed
herein. Wherever possible, the same reference numbers will be used
throughout the drawings to refer to the same or like parts.
Moreover, it should be appreciated that the drawings are not
intended to limit the scope of the present teachings in any
way.
DETAILED DESCRIPTION
[0113] 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.
[0114] 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
[0115] 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.
[0116] 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.
[0117] 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."
[0118] 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.
[0119] As used herein, disclosure of ranges includes disclosure of
all values and further divided ranges within the entire range,
including endpoints and sub-ranges given for the ranges.
[0120] 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
"controller-free" system does not comprise a controller, a
"sensing-free" method does not comprise a sensing step, etc.
[0121] Although the terms "first", "second", "third", etc. may be
used herein to describe various steps, elements, compositions,
components, regions, layers, and/or sections, these steps,
elements, compositions, components, regions, layers, and/or
sections should not be limited by these terms, unless otherwise
indicated. These terms are used to distinguish one step, element,
composition, component, region, layer, and/or section from another
step, element, composition, component, region, layer, and/or
section. Terms such as "first", "second", and other numerical terms
when used herein do not imply a sequence or order unless clearly
indicated by the context. Thus, a first step, element, composition,
component, region, layer, or section discussed herein could be
termed a second step, element, composition, component, region,
layer, or section without departing from technology.
[0122] As used herein, the word "presence" or "absence" (or,
alternatively, "present or "absent") is used in a relative sense to
describe the amount or level of a particular entity. For example,
when a feature, component, entity, step, etc. is the to be
"present", it means the level or amount of this feature, component,
entity, step, etc. is detectable and/or above a pre-determined
threshold); conversely, when an feature, component, entity, step,
etc. is said to be "absent", it means the level or amount of
feature, component, entity, step, etc. is undetectable and/or below
a pre-determined threshold. The pre-determined threshold may be the
threshold for detectability associated with a particular sensor or
method used to detect the feature, component, entity, step, etc. or
any other threshold. When feature is "detected" it is "present";
when a feature, component, entity, step, etc. is "not detected" it
is "absent".
[0123] As used herein, an "increase" or a "decrease" refers to a
detectable (e.g., measured) positive or negative change,
respectively, in the value of a variable relative to a previously
measured value of the variable, relative to a pre-established
value, and/or relative to a value of a standard control. An
increase is a positive change preferably at least 10%, more
preferably 50%, still more preferably 2-fold, even more preferably
at least 5-fold, and most preferably at least 10-fold relative to
the previously measured value of the variable, the pre-established
value, and/or the value of a standard control. Similarly, a
decrease is a negative change preferably at least 10%, more
preferably 50%, still more preferably at least 80%, and most
preferably at least 90% of the previously measured value of the
variable, the pre-established value, and/or the value of a standard
control. Other terms indicating quantitative changes or
differences, such as "more" or "less," are used herein in the same
fashion as described above.
[0124] As used herein, a "system" refers to a plurality of real
and/or abstract components operating together for a common purpose.
In some embodiments, a "system" is an integrated assemblage of
hardware and/or software components. In some embodiments, each
component of the system interacts with one or more other components
and/or is related to one or more other components. In some
embodiments, a system refers to a combination of components and
software for controlling and directing methods.
[0125] As used herein, the term "mode" refers to the driving mode
of a vehicle (e.g., an automated vehicle). A "human-driven mode"
refers to a mode in which a vehicle is controlled by a human. An
"automated mode" refers to a mode in which a vehicle is controlled
by an automated driving system (e.g., a CAVH system) and human
control of the vehicle is decreased, minimized, and/or eliminated.
In some embodiments, an automated vehicle may be controlled (e.g.,
driven) in a human-driven mode or an automated mode.
[0126] As used herein the term "mode switching" refers to changing
the mode of an automated vehicle from a "human-driven mode" to an
"automated mode" or changing the mode of an automated vehicle from
an "automated mode" to a "human-driven mode". The term "mode
switching" may refer to the switching event itself and/or to a
process to effect mode switching.
[0127] As used herein, the term "automated lane" refers to a lane
reserved for, dedicated to, and/or supporting automated vehicles.
In some embodiments, an automated lane is supported by a CAVH
system (e.g., a roadway design and traffic control system as
described herein). As used herein, the term "CAVH dedicated lane"
refers to an automated lane that is supported by a CAVH system.
[0128] As used herein, the term "human-driven lane" or "normal
lane" refers to a lane for use by vehicles under human control.
[0129] As used herein, the term "buffer zone" refers to a road
segment and/or road design that provides an interface between an
automated lane and a human-driven lane. In some embodiments, a
buffer zone is supported by a CAVH system. In some embodiments, a
buffer zone provides a road segment and/or road design in which a
vehicle accelerates or decelerates when moving from a human-driven
lane to an automated lane or moving from an automated lane to a
human-driven lane. See, e.g., FIGS. 1-77.
[0130] As used herein, the term "mode switching zone" refers to a
road segment and/or road design that provides an area in which an
automated vehicle switches driving modes from an automated mode to
a human-driven mode or from a human-driven mode to an automated
mode. In some embodiments, a mode switching zone is supported by a
CAVH system. In some embodiments, a vehicle in a mode switching
zone sends a mode switching request to a roadway design and traffic
control system as described herein that reviews the request for
mode switching and grants or denies the request based on criteria
describing the vehicle, traffic, road design, and environment. See,
e.g., FIGS. 1-77.
[0131] As used herein, the term "waiting zone" refers to a road
segment and/or road design that provides an area where a vehicle
waits (e.g., while stopped in the waiting zone) for a signal (e.g.,
a traffic light signal) indicating that the vehicle may continue
traveling, e.g., through an intersection, into another lane, into
an offramp, into an onramp, onto another road, etc. See, e.g.,
FIGS. 56-77.
[0132] As used herein, the term "waiting/switching zone" refers to
a road segment and/or road design that provides and/or combines the
functions of a waiting zone and a mode switching zone.
[0133] As used herein, the term "CAVH signalized intersection"
refers to an intersection of a first road comprising an automated
lane with a second road comprising an automated lane and/or a
human-driven lane.
[0134] As used herein, the term "direction switch" refers to a
change in the direction of a vehicle, e.g., a change in the
direction of a vehicle when the vehicle passes an intersection, the
vehicle enters the direction switching zone, and/or the driver
switches the direction according to the driving path.
[0135] As used herein, the term "direction switching zone" refers
to a road segment and/or road design that provides and/or combines
the functions of a waiting zone and a direction switching zone.
[0136] As used herein, the term "tidal lane" or "reversible lane"
refers to a reversible traffic lane in which traffic may travel in
either direction. In some embodiments, vehicles may travel in both
directions at the same time on a tidal lane. In some embodiments,
vehicles may only travel in one direction on a tidal lane at any
given time. In some embodiments, the direction of traffic on a
tidal lane is controlled by the CAVH system, e.g., depending on
traffic capacity, predicted traffic needs, time of day, emergency,
special events, etc. In some embodiments, signals and/or signs
indicate the allowed direction of traffic on a tidal lane.
[0137] As used herein, the term "contraflow lane" is a relative
term describing a lane in which traffic flows in the direction
opposite to another lane. In some embodiments, a contraflow lane is
a lane in which traffic flows in the opposite direction of the
surrounding lanes.
[0138] As used herein, the term "vehicle" refers to any type of
powered transportation device, which includes, and is not limited
to, an automobile, truck, bus, motorcycle, or boat. The vehicle may
normally be controlled by an operator or may be unmanned and
remotely or autonomously operated in another fashion, such as using
controls other than the steering wheel, gear shift, brake pedal,
and accelerator pedal.
[0139] As used herein, the term "human-driven vehicle" refers to a
traditional human-driven vehicle (e.g., non-autonomous vehicle)
and/or to an automated vehicle in a human-driven mode (e.g., an
automated vehicle at any level of automation in a human-driven
mode).
[0140] As used herein, the term "automated vehicle" (abbreviated as
"AV") refers to an automated vehicle in an automated mode, e.g., at
any level of automation (e.g., as defined by SAE International
Standard J3016, "Taxonomy and Definitions for Terms Related to
Driving Automation Systems for On-Road Motor Vehicles" (published
in 2014 (J3016_201401) and as revised in 2016 (J3016_201609) and
2018 (J3016_201806), each of which is incorporated herein by
reference).
[0141] As used herein, the term "configured" refers to a component,
module, system, subsystem, etc. (e.g., hardware and/or software)
that is constructed and/or programmed to carry out the indicated
function.
[0142] As used herein, the terms "determine," "calculate,"
"compute," and variations thereof, are used interchangeably to any
type of methodology, processes, mathematical operation, or
technique.
[0143] As used herein, the term "support" when used in reference to
one or more components of the CAVH system (e.g., comprising road
design and traffic control system provided herein) 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.
[0144] As used herein, the term "CAVH system component" and
"component of a CAVH system" refers individually and/or
collectively to one or more of an OBU, RSU, TCC, TCU, TCC/TCU, TOC,
and/or CAVH cloud component.
[0145] As used herein, the term "85% reaction time" refers to the
85th percentile of perception and response times for a driver
(e.g., the time interval from the appearance of some situation in
the field of view to the initiation of a reaction by the driver).
Perception and response times often follow a log-normal or similar
distribution. In some embodiments, the 85% reaction time is
approximately 1 to 3 seconds (e.g., 1.0, 1.1, 1.2, 1.3, 1.4, 1.5,
1.6, 1.7, 1.8, 1.9, 2.0, 2.1, 2.2, 2.3, 2.4, 2.5, 2.6, 2.7, 2.8,
2.9, or 3.0 seconds). See, e.g., "A Policy on Geometric Design of
Highways and Streets", American Association of State Highway and
Transportation Officials (2011), incorporated herein by
reference.
[0146] One of ordinary skill in the art may refer to SAE
International Standard J3016, "Taxonomy and Definitions for Terms
Related to Driving Automation Systems for On-Road Motor Vehicles"
(published in 2014 (J3016_201401) and as revised in 2016
(J3016_201609) and 2018 (J3016_201806)), which provides additional
understanding of terms used in the art and herein.
Description
[0147] Provided herein is technology relating to roadway design and
traffic control systems and methods for connected and automated
vehicle and highway (CAVH) systems, and particularly, but not
exclusively, to systems and methods for controlling switching of
vehicles between automated mode and human-driven mode, systems and
methods for vehicle merging, diverging, and overtaking on automated
lanes of multiple lane highways, systems and methods for emergency
management and roadside assistance on automated lanes, and/or
systems and methods for managing automated vehicle lanes on urban
major and minor expressways.
CAVH Systems
[0148] In some embodiments, the technology provides a vehicle
operations and control system (e.g., a connected automated vehicle
and highway (CAVH) systems and technologies as described herein)
comprising one or more of a roadside unit (RSU) network; a Traffic
Control Unit (TCU) and Traffic Control Center (TCC) network (e.g.,
TCU/TCC network); a vehicle comprising an onboard unit (OBU), e.g.,
as described herein; and/or a Traffic Operations Center (TOC).
[0149] In some embodiments, the technology provides a system (e.g.,
a vehicle operations and control system comprising a RSU network; a
TCU/TCC network; a vehicle comprising an onboard unit OBU; a TOC;
and a cloud-based platform configured to provide information and
computing services (see, e.g., U.S. patent application Ser. No.
16/454,268, incorporated herein by reference)) configured to
provide sensing functions, transportation behavior prediction and
management functions, planning and decision making functions,
and/or vehicle control functions. In some embodiments, the system
comprises wired and/or wireless communications media. In some
embodiments, the system comprises a power supply network. In some
embodiments, the system comprises a cyber-safety and security
system. In some embodiments, the system comprises a real-time
communication function.
[0150] In some embodiments, the RSU network of embodiments of the
systems provided herein comprises an RSU subsystem. In some
embodiments, the RSU subsystem comprises a sensing module
configured to measure characteristics of the driving environment; a
communication module configured to communicate with vehicles, TCUs,
and the cloud; a data processing module configured to process,
fuse, and compute data from the sensing and/or communication
modules; an interface module configured to communicate between the
data processing module and the communication module; and an
adaptive power supply module configured to provide power and to
adjust power according to the conditions of the local power grid.
In some embodiments, the adaptive power supply module is configured
to provide backup redundancy. In some embodiments, communication
module communicates using wired or wireless media.
[0151] In some embodiments, the sensing module comprises a radar
based sensor. In some embodiments, the sensing module comprises a
vision based sensor. In some embodiments, the sensing module
comprises a radar based sensor and a vision based sensor and
wherein said vision based sensor and said radar based sensor are
configured to sense the driving environment and vehicle attribute
data. In some embodiments, the radar based sensor is a LIDAR,
microwave radar, ultrasonic radar, or millimeter radar. In some
embodiments, the vision based sensor is a camera, infrared camera,
or thermal camera. In some embodiments, the camera is a color
camera.
[0152] In some embodiments, the sensing module comprises a
satellite based navigation system. In some embodiments, the sensing
module comprises an inertial navigation system. In some
embodiments, the sensing module comprises a satellite based
navigation system and an inertial navigation system and the sensing
module and/or the inertial navigation system are configured to
provide vehicle location data. In some embodiments, the satellite
based navigation system is a Differential Global Positioning
Systems (DGPS), a BeiDou Navigation Satellite System (BDS) System,
or a GLONASS Global Navigation Satellite System. In some
embodiments, the inertial navigation system comprises an inertial
reference unit.
[0153] In some embodiments, the sensing module comprises a vehicle
identification device. In some embodiments, the vehicle
identification device comprises RFID, Bluetooth, Wi-fi (IEEE
802.11), or a cellular network radio, e.g., a 4G or 5G cellular
network radio.
[0154] In some embodiments, the RSU subsystem is deployed at a
fixed location near a road comprising automated lanes and,
optionally, human-driven lanes. In some embodiments, the RSU
subsystem is deployed at a fixed location near road infrastructure.
In some embodiments, the RSU subsystem is deployed near a highway
roadside, a highway onramp, a highway offramp, an interchange,
intersection, a bridge, a tunnel, a toll station, or on a drone
over a critical location. In some embodiments, the RSU subsystem is
deployed on a mobile component. In some embodiments, the RSU
subsystem is deployed on a vehicle drone over a critical location,
on an unmanned aerial vehicle (UAV), at a site of traffic
congestion, at a site of a traffic accident, at a site of highway
construction, at a site of extreme weather. In some embodiments, an
RSU subsystem is positioned according to road geometry, traffic
amount, traffic capacity, vehicle type using a road, road size,
and/or geography of the area. In some embodiments, the RSU
subsystem is installed on a gantry (e.g., an overhead assembly,
e.g., on which highway signs or signals are mounted). In some
embodiments, the RSU subsystem is installed using a single
cantilever or dual cantilever support.
[0155] In some embodiments, the TCC network is configured to
provide traffic operation optimization, data processing and
archiving. In some embodiments, the TCC network comprises a human
operations interface. In some embodiments, the TCC network is a
macroscopic TCC, a regional TCC, or a corridor TCC based on the
geographical area covered by the TCC network. See, e.g., U.S. Pat.
No. 10,380,886; U.S. Pat. App. Pub. No. 20190244521; U.S. Pat. App.
Pub. No. 20190096238; U.S. patent application Ser. No. 16/454,268;
and U.S. patent application Ser. No. 16/505,034, each of which is
incorporated herein by reference.
[0156] In some embodiments, the TCU network is configured to
provide real-time vehicle control and data processing. In some
embodiments, the real-time vehicle control and data processing are
automated based on preinstalled algorithms. In some embodiments,
the TCU network is a segment TCU or a point TCUs based on based on
the geographical area covered by the TCU network. See, e.g., U.S.
Pat. No. 10,380,886; U.S. Pat. App. Pub. No. 20190244521; U.S. Pat.
App. Pub. No. 20190096238; U.S. patent application Ser. No.
16/454,268; and U.S. patent application Ser. No. 16/505,034, each
of which is incorporated herein by reference. In some embodiments,
the system comprises a point TCU physically combined or integrated
with an RSU. In some embodiments, the system comprises a segment
TCU physically combined or integrated with a RSU.
[0157] In some embodiments, the TCC network comprises macroscopic
TCCs configured to process information from regional TCCs and
provide control targets to regional TCCs; regional TCCs configured
to process information from corridor TCCs and provide control
targets to corridor TCCs; and corridor TCCs configured to process
information from macroscopic and segment TCUs and provide control
targets to segment TCUs. See, e.g., U.S. Pat. No. 10,380,886; U.S.
Pat. App. Pub. No. 20190244521; U.S. Pat. App. Pub. No.
20190096238; U.S. patent application Ser. No. 16/454,268; and U.S.
patent application Ser. No. 16/505,034, each of which is
incorporated herein by reference.
[0158] In some embodiments, the TCU network comprises segment TCUs
configured to process information from corridor and/or point TOCs
and provide control targets to point TCUs; and point TCUs
configured to process information from the segment TCU and RSUs and
provide vehicle-based control instructions to an RSU. See, e.g.,
U.S. Pat. No. 10,380,886; U.S. Pat. App. Pub. No. 20190244521; U.S.
Pat. App. Pub. No. 20190096238; U.S. patent application Ser. No.
16/454,268; and U.S. patent application Ser. No. 16/505,034, each
of which is incorporated herein by reference.
[0159] In some embodiments, the RSU network provides vehicles with
customized traffic information and control instructions and
receives information provided by vehicles.
[0160] In some embodiments, the TCC network comprises one or more
TCCs comprising a connection and data exchange module configured to
provide data connection and exchange between TCCs. In some
embodiments, the connection and data exchange module comprises a
software component providing data rectify, data format convert,
firewall, encryption, and decryption methods. In some embodiments,
the TCC network comprises one or more TCCs comprising a
transmission and network module configured to provide communication
methods for data exchange between TCCs. In some embodiments, the
transmission and network module comprises a software component
providing an access function and data conversion between different
transmission networks within the cloud platform. In some
embodiments, the TCC network comprises one or more TCCs comprising
a service management module configured to provide data storage,
data searching, data analysis, information security, privacy
protection, and network management functions. In some embodiments,
the TCC network comprises one or more TCCs comprising an
application module configured to provide management and control of
the TCC network. In some embodiments, the application module is
configured to manage cooperative control of vehicles and roads,
system monitoring, emergency services, and human and device
interaction.
[0161] In some embodiments, TCU network comprises one or more TCUs
comprising a sensor and control module configured to provide the
sensing and control functions of an RSU. In some embodiments, the
sensor and control module is configured to provide the sensing and
control functions of radar, camera, RFID, and/or V2I
(vehicle-to-infrastructure) equipment. In some embodiments, the
sensor and control module comprises a DSRC, GPS, 4G, 5G, and/or
wireless (e.g., IEEE 802.11) radio. In some embodiments, the TCU
network comprises one or more TCUs comprising a transmission and
network module configured to provide communication network function
for data exchange between an automated vehicles and a RSU. In some
embodiments, the TCU network comprises one or more TCUs comprising
a service management module configured to provide data storage,
data searching, data analysis, information security, privacy
protection, and network management. In some embodiments, the TCU
network comprises one or more TCUs comprising an application module
configured to provide management and control methods of an RSU. In
some embodiments, the management and control methods of an RSU
comprise local cooperative control of vehicles and roads, system
monitoring, and emergency service. In some embodiments, the TCC
network comprises one or more TCCs further comprising an
application module and said service management module provides data
analysis for the application module. In some embodiments, the TCU
network comprises one or more TCUs further comprising an
application module and said service management module provides data
analysis for the application module.
[0162] In some embodiments, the TOC comprises interactive
interfaces. In some embodiments, the interactive interfaces provide
control of said TCC network and data exchange. In some embodiments,
the interactive interfaces comprise information sharing interfaces
and vehicle control interfaces. In some embodiments, the
information sharing interfaces comprise an interface that shares
and obtains traffic data; an interface that shares and obtains
traffic incidents; an interface that shares and obtains passenger
demand patterns from shared mobility systems; an interface that
dynamically adjusts prices according to instructions given by said
vehicle operations and control system; and/or an interface that
allows a special agency (e.g., a vehicle administrative office or
police) to delete, change, and share information. In some
embodiments, the vehicle control interfaces comprise an interface
that allows a vehicle operations and control system to assume
control of vehicles; an interface that allows vehicles to form a
platoon with other vehicles; and/or an interface that allows a
special agency (e.g., a vehicle administrative office or police) to
assume control of a vehicle. In some embodiments, the traffic data
comprises vehicle density, vehicle velocity, and/or vehicle
trajectory. In some embodiments, the traffic data is provided by
the vehicle operations and control system and/or other shared
mobility systems. In some embodiments, traffic incidents comprise
extreme conditions, major and/or minor accident, and/or a natural
disaster. In some embodiments, an interface allows the vehicle
operations and control system to assume control of vehicles upon
occurrence of a traffic event, extreme weather, or pavement
breakdown when alerted by said vehicle operations and control
system and/or other share mobility systems. In some embodiments, an
interface allows vehicles to form a platoon with other vehicles
when they are driving in the same automated vehicle dedicated
lane.
[0163] In some embodiments, the OBU comprises a communication
module configured to communicate with an RSU. In some embodiments,
the OBU comprises a communication module configured to communicate
with another OBU. In some embodiments, the OBU comprises a data
collection module configured to collect data from external vehicle
sensors and internal vehicle sensors; and to monitor vehicle status
and driver status. In some embodiments, the OBU comprises a vehicle
control module configured to execute control instructions for
driving tasks. In some embodiments, the driving tasks comprise car
following and/or lane changing. In some embodiments, the control
instructions are received from an RSU. In some embodiments, the OBU
is configured to control a vehicle using data received from an RSU.
In some embodiments, the data received from said RSU comprises:
vehicle control instructions; travel route and traffic information;
and/or services information. In some embodiments, the vehicle
control instructions comprise a longitudinal acceleration rate, a
lateral acceleration rate, and/or a vehicle orientation. In some
embodiments, the travel route and traffic information comprise
traffic conditions, incident location, intersection location,
entrance location, and/or exit location. In some embodiments, the
services data comprises the location of a fuel station and/or
location of a point of interest. In some embodiments, OBU is
configured to send data to an RSU. In some embodiments, the data
sent to said RSU comprises driver input data; driver condition
data; and/or vehicle condition data. In some embodiments, the
driver input data comprises origin of the trip, destination of the
trip, expected travel time, and/or service requests. In some
embodiments, the driver condition data comprises driver behaviors,
fatigue level, and/or driver distractions. In some embodiments, the
vehicle condition data comprises vehicle ID, vehicle type, and/or
data collected by a data collection module.
[0164] In some embodiments, the OBU is configured to collecting
data comprising vehicle engine status; vehicle speed; surrounding
objects detected by vehicles; and/or driver conditions. In some
embodiments, the OBU is configured to assume control of a vehicle.
In some embodiments, the OBU is configured to assume control of a
vehicle when the automated driving system fails. In some
embodiments, the OBU is configured to assume control of a vehicle
when the vehicle condition and/or traffic condition prevents the
automated driving system from driving said vehicle. In some
embodiments, the vehicle condition and/or traffic condition is
adverse weather conditions, a traffic incident, a system failure,
and/or a communication failure.
Roadway Design and Traffic Control Systems for CAVH Systems
[0165] As shown in FIG. 1, in some embodiments, the technology
provides a mode switching process for switching an AV from
human-driven mode to automated mode upon entrance of the AV into a
CAVH dedicated lane (e.g., from a human driving lane). In some
embodiments, the mode switching process comprises identifying
and/or detecting a vehicle entering a mode switching zone and the
CAVH system determining if it can control the vehicle or not. If
the system cannot control the vehicle, the system guides the
vehicle to enter the human driving lane. If the system can control
the vehicle, the system continues to determine if the vehicle meets
requirements of the CAVH system (e.g., vehicle automation level,
speed, hardware, and software) to use the CAVH dedicated lane. If
the vehicle meets the requirements, the system directly controls
the vehicle to enter the buffer zone, prepares the vehicle, and
optimizes surroundings until the vehicle enters the CAVH dedicated
lane. If the vehicle does not meet the requirements, the system
then determines whether it can adjust the vehicle to meet the
requirements before entering the buffer zone. If not, the system
guides the vehicle to enter the human driving lane.
[0166] As shown in FIG. 2, in some embodiments, the technology
provides a mode switching process for switching an AV from
automated mode to human-driven mode upon exit of the AV from a CAVH
dedicated lane (e.g., to a human driving lane). In some
embodiments, the mode switching process starts when a vehicle sends
a request to the CAVH system to exit the CAVH dedicated lane and
enter a human-driving lane. The system then determines if the
vehicle and driver meet the manual driving conditions for
human-driven mode. If conditions for human driving are met by the
vehicle, the system controls the vehicle to enter a mode switch
zone, allows the driver to assume control of the vehicle, and
guides the vehicle to exit the CAVH dedicated lane and to enter a
human driving lane through a buffer zone. If conditions for human
driving are not met by the vehicle, the system determines if the
vehicle and/or driver can adjust to meet the human driving
conditions before the off-ramp. If the vehicle and/or driver cannot
adjust to meet the human driving conditions before the off-ramp,
the system finds the next available off-ramp. If the vehicle and/or
driver can adjust to meet the human driving conditions before the
off-ramp, the system controls the vehicle to enter the mode switch
zone and guides the vehicle to the human driving lane.
[0167] As shown in FIG. 3, in some embodiments, the technology
provides a Type 1 on-ramp entry lane design for AVs entering a CAVH
dedicated lane and a related mode switching process for AVs
entering a CAVH dedicated lane using a Type 1 on-ramp. In some
embodiments, the on-ramp provides a lane for AVs to travel from
minor roads to major roads. The outer lane (303) of the minor road
is connected to the inner CAVH dedicated lane (304) of the major
road. If the AV meets the switching requirements, the system allows
AV to complete the human-driven to AV automated mode switching
process in the mode switching zone (306) on the ramp and
accelerates in the buffer zone (307) to enter the CAVH dedicated
lane (304). If not, the AV diverges to the human driving road
through the ramp (305).
[0168] As shown in FIG. 4, in some embodiments, the technology
provides a Type 2 on-ramp entry lane design for AVs entering a CAVH
dedicated lane and a related mode switching process for AVs
entering a CAVH dedicated lane using a Type 2 on-ramp. In some
embodiments, the on-ramp provides a lane for AVs to travel from
minor roads to major roads. The outer lane (403) of the minor road
is connected to the inner CAVH dedicated lane (404) of the major
road. If an AV meets the switching requirements, the system allows
the AV to complete the human-driven to AV automated mode switching
process in the mode switching zone (406) on the ramp and
accelerates in the buffer zone (407) to enter the CAVH dedicated
lane (404). If not, it diverges to the human driving lane through
the ramp (405).
[0169] As shown in FIG. 5, in some embodiments, the technology
provides a Type 3 on-ramp lane design for AVs entering a CAVH
dedicated lane and a related mode switching process for AVs
entering a CAVH dedicated lane using a Type 3 on-ramp. In some
embodiments, the on-ramp provides a lane for AVs to travel from
minor roads to major roads. The outer lane (503) of the minor road
is connected to the inner CAVH dedicated lane (504) of the major
road. If the AV meets the mode switching requirements, the system
allows the AV to complete the human-driven to AV automated mode
switching process in the mode switching zone (506) on the ramp and
accelerates in the buffer zone (507) to enter the CAVH dedicated
lane (504). If not, it diverges to the human driving lane through
the ramp (505).
[0170] As shown in FIG. 6, in some embodiments, the technology
provides a Type 1 off-ramp lane design for AVs exiting a CAVH
dedicated lane and a related mode switching process for AVs exiting
a CAVH dedicated lane using a Type 1 off-ramp. In some embodiments,
the off-ramp provides a lane for AVs to travel from a major road to
a minor road. The inner CAVH dedicated lane (604) of the major road
is connected to the outer lane of the minor road (603). The vehicle
decelerates through the buffer zone (606) and enters the mode
switching zone (607). In the mode switching zone (607), the system
allows the AV to switch from automated mode (608) to the
human-driven mode (610), and the AV merges into the outer lane
(603) of the minor road.
[0171] As shown in FIG. 7, in some embodiments, the technology
provides a Type 2 off-ramp lane design for AVs exiting a CAVH
dedicated lane and a related mode switching process for AVs exiting
a CAVH dedicated lane using a Type 2 off-ramp. In some embodiments,
the off-ramp provides a lane for AVs to travel from a major road to
a minor road. The inner CAVH dedicated lane (705) of the major road
is connected to the outer lane (703) of the minor road. The vehicle
decelerates through the buffer zone (706) and enters the mode
switching zone (707). In the mode switching zone (707), the system
allows the AV to switch from automated mode (706) to the
human-driven mode (710), and the vehicle merges into the outer lane
(703) of the minor road.
[0172] As shown in FIG. 8, in some embodiments, the technology
provides a Type 3 off-ramp lane design for AVs exiting a CAVH
dedicated lane and a related mode switching process for AVs exiting
a CAVH dedicated lane using a Type 3 off-ramp. In some embodiments,
the off-ramp provides a lane for AVs to travel from a major road to
a minor road. The inner CAVH dedicated lane (805) of the major road
is connected to the outer lane (803) of the minor road. The vehicle
decelerates through the buffer zone (807) and enters the mode
switching zone (808). In the mode switching zone (808), the system
allows the AV to switch from automated mode (810) to the
human-driven mode (812), and the vehicle merges into the outer lane
(803) of the minor road.
[0173] As shown in FIG. 9, in some embodiments, the technology
provides a Type 1 road design, system, and methods for entry of an
AV into an inner automated lane on a multi-lane (e.g., two-way
multi-lane) highway. In the particular embodiment shown in FIG. 9,
the road section is a two-way six-lane highway, the inner lane is
an automated lane, and the middle lane comprises a mode switching
zone and a buffer zone. The vehicle passes through the mode
switching zone and switches from the human-driven mode to the
automated mode. Then, the vehicle accelerates its speed to merge
into the inner automated mode lane through the buffer zone.
[0174] As shown in FIG. 10, in some embodiments, the technology
provides a Type 1 road design, system, and methods for exit of an
AV from an inner automated lane of a multi-lane (e.g., two-way
multi-lane) highway. In the particular embodiment shown in FIG. 10,
the road section is a two-way six-lane highway, the inner lane is
an automated lane, and the middle lane comprises a mode switching
zone and a buffer zone. The vehicle decelerates in the buffer zone
and automatically switches to human-driven mode through the mode
switching zone.
[0175] As shown in FIG. 11, in some embodiments, the technology
provides a Type 2 road design, system, and methods for entry of an
AV into an inner automated lane on a multi-lane (e.g., two-way
multi-lane) highway. In the particular embodiment shown in FIG. 11,
the road section is a two-way six-lane highway comprising a mode
switching area that broadens for one lane for mode switching. An AV
enters the mode switching area. If the requirements for automated
driving are met, the AV is accelerated through the buffer zone and
into the automated lane to complete the switching process from
human-driven mode to automated mode. If the requirements for
automated driving are not met, the vehicle moves out of the mode
switching area into the normal lane.
[0176] As shown in FIG. 12, in some embodiments, the technology
provides a Type 2 road design, system, and methods for exit of an
AV from an inner automated lane on a multi-lane (e.g., two-way
multi-lane) highway. In the particular embodiment shown in FIG. 12,
the road section is a two-way six-lane highway comprising a mode
switching area that broadens for one lane for mode switching. The
vehicle that needs to drive out of the automated lane enters the
buffer zone to slow down. Then, it enters the mode switching area,
switches from automated mode to human-driven mode, and finally
moves into the human-driven lane.
[0177] As shown in FIG. 13, in some embodiments, the technology
provides a Type 3 road design, system, and methods for controlling
entry of vehicles (e.g., human-driven and/or automated vehicles)
into an automated lane of a multi-lane (e.g., a two-way multi-lane)
highway. In the particular embodiment shown in FIG. 13, the road
section is a two-way six-lane highway and the innermost lane is an
automated lane comprising a mode switching zone and a buffer zone.
For switching from human-driven mode to automated driving mode, the
vehicle passes through the mode switching area. If the requirements
for automated driving are met, the vehicle switches from
human-driven mode to automated mode and the vehicle continues
straight into the automated lane. Otherwise, the vehicle moves into
the normal lane. For switching automated driving mode to
human-driven mode, the vehicle enters the mode switching zone after
decelerating through the buffer zone, switches from automated mode
to human-driven mode, and continues straight into the normal lane
to complete the automated mode to human-driven mode switching
process.
[0178] As shown in FIG. 14, in some embodiments, the technology
provides a Type 1 road design, system, and methods for entry of an
AV into a middle automated lane of a multi-lane (e.g., two-way
multi-lane) highway. In the particular embodiment shown in FIG. 14,
the road section is a two-way six-lane highway, the middle lane is
an automated lane, and the innermost lane and the outermost lane
are normal lanes. One or both of the normal lanes comprise a mode
switching zone and a buffer zone. The vehicle switches to automated
mode while passing through the mode switching zone and accelerates
into the middle automated lane through the buffer zone. The
positions of the mode switching zones and the buffer zones of the
innermost lane and the outermost lane are not limited in their
positions relative to each other and may be different than shown in
the figure.
[0179] As shown in FIG. 15, in some embodiments, the technology
provides a Type 1 road design, system, and methods for exit of an
AV from a middle automated lane of a multi-lane (e.g., two-way
multi-lane) highway. In the particular embodiment shown in FIG. 15,
the road section is a two-way six-lane highway, the middle lane is
an automated lane, and the innermost lane and the outermost lane
are normal lanes. One or both of the normal lanes comprise a mode
switching zone and a buffer zone. The vehicle decelerates in the
buffer zone and switches from automated mode to human-driven mode
while passing through the mode switching zone. The positions of the
mode switching zones and the buffer zones of the innermost lane and
the outermost lane are not limited in their positions relative to
each other and may be different than shown in the figure.
[0180] As shown in FIG. 16, in some embodiments, the technology
provides a Type 2 road design, system, and methods for entry of an
AV into a middle automated lane of a multi-lane (e.g., two-way
multi-lane) highway. In the particular embodiment shown in FIG. 16,
the road section is a two-way six-lane highway, the middle lane is
an automated lane, and the innermost lane and the outermost lane
are normal lanes. The two normal lanes are widened to provide mode
switching zones for mode switching. The AV enters the mode
switching zone before driving into the automated lane. If the
automated driving requirements are met, the AV moves into the
automated lane through the buffer zone to switch from human-driven
to automated mode. If the automated driving requirements are not
met, the AV exits the mode switching zone and moves to the
human-driven lane. The positions of the widened segments of the
innermost lane and the outermost lane to provide the mode switching
zones are not limited in their positions relative to each other and
may be different than shown in the figure.
[0181] As shown in FIG. 17, in some embodiments, the technology
provides a Type 2 road design, system, and methods for exit of an
AV from a middle automated lane of a multi-lane (e.g., two-way
multi-lane) highway. In the particular embodiment shown in FIG. 17,
the road section is a two-way six-lane highway, the middle lane is
an automated lane, and the innermost and the outermost lane are
normal lanes. The two normal lanes are widened to provide mode
switching zones for mode switching. The AV enters the buffer zone
and slows, then enters the mode switching zone and switches from
automated mode to human-driven mode, and finally moves from the
automated lane into the human-driven lane. The positions of the
widened segments of the innermost lane and the outermost lane to
provide the mode switching zones are not limited in their positions
relative to each other and may be different than shown in the
figure.
[0182] As shown in FIG. 18, in some embodiments, the technology
provides a Type 3 road design, system, and methods for entry of an
AV into a middle automated lane of a multi-lane (e.g., two-way
multi-lane) highway and exit of an AV from a middle automated lane
of a multi-lane (e.g., two-way multi-lane) highway. In the
particular embodiment shown in FIG. 18, the road section is a
two-way six-lane highway, the middle lane is an automated lane
comprising mode switching zones and buffer zones, and the innermost
and the outermost lane are normal lanes. For switching from
human-driven mode to automated mode, a vehicle passes through a
mode switching zone. If the requirements for automated driving are
met, the vehicle switches from human-driven mode to automated mode
and goes continues straight into the automated lane. Otherwise, the
vehicle moves into the normal lane. For switching from automated
mode to human-driven mode, the vehicle enters the mode switching
zone after slowing in the buffer zone, switches from automated mode
to human-driven mode, and continues straight into the human-driven
lane to complete the switching process.
[0183] As shown in FIG. 19, in some embodiments, the technology
provides a Type 1 road design, system, and methods for entry of an
AV into an outer automated lane on a multi-lane (e.g., two-way
multi-lane) highway. In the particular embodiment shown in FIG. 19,
the road section is a two-way six-lane highway, the outer lane is
an automated lane, and the middle lane comprises a mode switching
zone and a buffer zone. The vehicle passes through the mode
switching zone and switches from human-driven mode to automated
mode. Then, the vehicle accelerates its speed to merge into the
automated mode lane through the buffer zone.
[0184] As shown in FIG. 20, in some embodiments, the technology
provides a Type 1 road design, system, and methods for exit of an
AV from an outer automated lane of a multi-lane (e.g., two-way
multi-lane) highway. In the particular embodiment shown in FIG. 20,
the road section is a two-way six-lane highway, the outer lane is
an automated lane, and the middle lane comprises a mode switching
zone and a buffer zone. The vehicle decelerates in the buffer zone
and automatically switches to human-driven mode while passing
through the mode switching zone.
[0185] As shown in FIG. 21, in some embodiments, the technology
provides a Type 2 road design, system, and methods for entry of an
AV into an outer automated lane on a multi-lane (e.g., two-way
multi-lane) highway. In the particular embodiment shown in FIG. 21,
the road section is a two-way six-lane highway comprising a mode
switching area that broadens for one lane for mode switching. An AV
enters the mode switching area. If the requirements for automated
driving are met, the AV is accelerated through the buffer zone into
the automated lane to complete the switching process from the
human-driven mode to the automated mode. If the requirements for
automated driving are not met, the vehicle moves out of the mode
switching area into the normal lane.
[0186] As shown in FIG. 22, in some embodiments, the technology
provides a Type 2 road design, system, and methods for exit of an
AV from an outer automated lane on a multi-lane (e.g., two-way
multi-lane) highway. In the particular embodiment shown in FIG. 22,
the road section is a two-way six-lane highway comprising a mode
switching area that broadens for one lane for mode switching. The
vehicle that needs to drive out of the automated lane enters the
buffer zone to slow down. Then, it enters the mode switching area,
switches from automated mode to human-driven mode, and finally
moves into the human-driven lane.
[0187] As shown in FIG. 23, in some embodiments, the technology
provides a Type 3 road design, system, and methods for controlling
entry of vehicles (e.g., human-driven and/or automated vehicles)
into an automated lane of a multi-lane (e.g., a two-way multi-lane)
highway. In the particular embodiment shown in FIG. 23, the road
section is a two-way six-lane highway and the outermost lane is an
automated lane comprising a mode switching zone and a buffer zone.
For switching from human-driven mode to automated mode, the vehicle
passes through the mode switching area. If the requirements for
automated driving are met, the vehicle switches from human-driven
mode to automated mode and the vehicle continues straight into the
automated lane. Otherwise, the vehicle moves into the normal lane.
For switching from automated driving mode to human-driven mode, the
vehicle enters the mode switching zone after decelerating through
the buffer zone, switches from automated mode to human-driven mode,
and continues straight into the normal lane to complete the
automated mode to human-driven mode switching process.
[0188] As shown in FIG. 24, in some embodiments, the technology
provides a Type 1 road design, system, and methods for entry of an
AV into an inner automated lane on a multi-lane (e.g., two-way
multi-lane) highway. In the particular embodiment shown in FIG. 24,
the road section is a two-way eight-lane highway, the two innermost
lanes are automated lanes, and a lane adjacent to the automated
lanes (e.g., the third lane) comprises a mode switching zone and a
buffer zone. The vehicle passes through the mode switching zone and
switches from the human-driven mode to the automated mode. Then,
the vehicle accelerates its speed to merge into the inner automated
mode lane through the buffer zone.
[0189] As shown in FIG. 25, in some embodiments, the technology
provides a Type 1 road design, system, and methods for exit of an
AV from an inner automated lane of a multi-lane (e.g., two-way
multi-lane) highway. In the particular embodiment shown in FIG. 25,
the road section is a two-way eight-lane highway, the two innermost
lanes are automated lanes, and a lane adjacent to the automated
lanes (e.g., the third lane) comprises a mode switching zone and a
buffer zone. The vehicle decelerates in the buffer zone and
automatically switches to human-driven mode through the mode
switching zone.
[0190] As shown in FIG. 26, in some embodiments, the technology
provides a Type 2 road design, system, and methods for entry of an
AV into an inner automated lane on a multi-lane (e.g., two-way
multi-lane) highway. In the particular embodiment shown in FIG. 26,
the road section is a two-way eight-lane highway comprising a mode
switching area that broadens for one lane for mode switching. An AV
enters the mode switching area. If the requirements for automated
driving are met, the AV is accelerated through the buffer zone and
into the automated lane to complete the switching process from
human-driven mode to automated mode. If the requirements for
automated driving are not met, the vehicle moves out of the mode
switching area into the normal lane.
[0191] As shown in FIG. 27, in some embodiments, the technology
provides a Type 2 road design, system, and methods for exit of an
AV from an inner automated lane on a multi-lane (e.g., two-way
multi-lane) highway. In the particular embodiment shown in FIG. 27,
the road section is a two-way eight-lane highway comprising a mode
switching area that broadens for one lane for mode switching. The
vehicle that needs to drive out of the automated lane enters the
buffer zone to slow down. Then, it enters the mode switching area,
switches from automated mode to human-driven mode, and finally
moves into the human-driven lane.
[0192] As shown in FIG. 28, in some embodiments, the technology
provides a Type 3 road design, system, and methods for controlling
entry of vehicles (e.g., human-driven and/or automated vehicles)
into an automated lane of a multi-lane (e.g., a two-way multi-lane)
highway. In the particular embodiment shown in FIG. 28, the road
section is a two-way eight-lane highway and the two innermost lanes
are automated lanes. One or both of the automated lanes comprise a
mode switching zone and a buffer zone. For switching from
human-driven mode to automated driving mode, the vehicle passes
through the mode switching area. If the requirements for automated
driving are met, the vehicle switches from human-driven mode to
automated mode and the vehicle continues straight into the
automated lane. Otherwise, the vehicle moves into the normal lane.
For switching automated driving mode to human-driven mode, the
vehicle enters the mode switching zone after decelerating through
the buffer zone, switches from automated mode to human-driven mode,
and continues straight into the normal lane to complete the
automated mode to human-driven mode switching process.
[0193] As shown in FIG. 29, in some embodiments, the technology
provides a Type 1 road design, system, and methods for entry of an
AV into an inner automated lane on a multi-lane (e.g., two-way
multi-lane) highway. In the particular embodiment shown in FIG. 29,
the road section is a two-way ten-lane highway, the inner lane is
an automated lane, and a lane adjacent to the automated lane (e.g.,
the second lane) comprises a mode switching zone and a buffer zone.
The vehicle passes through the mode switching zone and switches
from the human-driven mode to the automated mode. Then, the vehicle
accelerates its speed to merge into the inner automated mode lane
through the buffer zone.
[0194] As shown in FIG. 30, in some embodiments, the technology
provides a Type 1 road design, system, and methods for exit of an
AV from an inner automated lane of a multi-lane (e.g., two-way
multi-lane) highway. In the particular embodiment shown in FIG. 30,
the road section is a two-way ten-lane highway, the inner lane is
an automated lane, and a lane adjacent to the automated lane (e.g.,
the second lane) comprises a mode switching zone and a buffer zone.
The vehicle decelerates in the buffer zone and automatically
switches to human-driven mode through the mode switching zone.
[0195] As shown in FIG. 31, in some embodiments, the technology
provides a Type 2 road design, system, and methods for entry of an
AV into an inner automated lane on a multi-lane (e.g., two-way
multi-lane) highway. In the particular embodiment shown in FIG. 31,
the road section is a two-way ten-lane highway comprising a mode
switching area that broadens for one lane for mode switching. An AV
enters the mode switching area. If the requirements for automated
driving are met, the AV is accelerated through the buffer zone and
into the automated lane to complete the switching process from
human-driven mode to automated mode. If the requirements for
automated driving are not met, the vehicle moves out of the mode
switching area into the normal lane.
[0196] As shown in FIG. 32, in some embodiments, the technology
provides a Type 2 road design, system, and methods for exit of an
AV from an inner automated lane on a multi-lane (e.g., two-way
multi-lane) highway. In the particular embodiment shown in FIG. 32,
the road section is a two-way ten-lane highway comprising a mode
switching area that broadens for one lane for mode switching. The
vehicle that needs to drive out of the automated lane enters the
buffer zone to slow down. Then, it enters the mode switching area,
switches from automated mode to human-driven mode, and finally
moves into the human-driven lane.
[0197] As shown in FIG. 33, in some embodiments, the technology
provides a Type 3 road design, system, and methods for controlling
entry of vehicles (e.g., human-driven and/or automated vehicles)
into an automated lane of a multi-lane (e.g., a two-way multi-lane)
highway. In the particular embodiment shown in FIG. 33, the road
section is a two-way ten-lane highway and the innermost lane is an
automated lane comprising a mode switching zone and a buffer zone.
For switching from human-driven mode to automated driving mode, the
vehicle passes through the mode switching area. If the requirements
for automated driving are met, the vehicle switches from
human-driven mode to automated mode and the vehicle continues
straight into the automated lane. Otherwise, the vehicle moves into
the normal lane. For switching automated driving mode to
human-driven mode, the vehicle enters the mode switching zone after
decelerating through the buffer zone, switches from automated mode
to human-driven mode, and continues straight into the normal lane
to complete the automated mode to human-driven mode switching
process.
[0198] As shown in FIG. 34A-34C, in some embodiments, the
technology provides road designs, systems, and methods for lane
merging, diverging, and overtaking. In some embodiments, different
types of vehicles travel on their corresponding lanes using
different entries and exits for merging, diverging, and/or
overtaking In some embodiments the system, road geometry scenarios
comprise, e.g., 1) lane types including extended merge/diverge
lanes, major lanes, and conventional merge/diverge lanes for
automated and human-driven vehicles; 2) road types including
human-driven lanes and automated lanes; 3) vehicle types including
human-driven vehicles and AVs. In some embodiments, the technology
provides a merge/diverge module that provides systems configured to
provide extended merging/diverging and/or conventional (e.g.,
human-driven) merging/diverging and, in some embodiments, systems
configured to provide a direct departure process for extended
merging/diverging and a merging/diverging process for conventional
(e.g., human-driven) lanes involving mode switching. In some
embodiments, the technology provides an overtaking module that
provides systems configured to provide passing/overtaking (e.g.,
through an opposite lane and/or an emergency lane) for human-driven
and/or automated mode vehicles. In some embodiments, the overtaking
module provides systems configured to provide passing/overtaking on
special lanes for automated vehicles (e.g., for only automated
vehicles).
[0199] As shown in FIG. 35, in some embodiments, the technology
provides systems and methods for controlling merging of automated
vehicles. In some embodiments, systems and methods detect and/or
collect basic vehicle information (e.g., speed, direction,
acceleration (e.g., turning), road gradient, road geometry), e.g.,
by a road-side unit (RSU) and/or by an on-board unit (e.g., OBU).
In some embodiments, the systems and methods calculate an
appropriate velocity (e.g., speed and direction) and/or
acceleration for vehicles. After that, in some embodiments, the
information is transmitted to a traffic operation center (TOC),
which is a control center that managing vehicle-road cooperation,
for decision-making and vehicle control. When a vehicle makes a
merge/diverge request, the TOC directly controls traffic control
infrastructure (e.g., signal lights, gates) installed at the
entrance of the human-driven lane to ensure the vehicle can merge
into the main road safely. Further, in some embodiments, the AV is
directly controlled by an RSU to complete the merge to the
automated lane and the human-driven vehicle completes the merge
according to the signal lights. In some embodiments, when the
merging/diverging AV is in the human-driven mode, the TOC will
control the vehicle to enter the target lane.
[0200] As shown in FIG. 36, in some embodiments, the technology
provides systems and methods for overtaking (e.g., by automated
vehicles in an automated lane). For example, in some embodiments,
an RSU and/or an OBU detect the speed, road gradient, and turning
information for vehicles, provide precise acceleration instructions
to the vehicles, and transmit the information and instructions to
the CAVH TOC. In some exemplary embodiments, if an overtaking lane
exists (e.g., for an AV), the TOC makes the decisions and controls
the vehicle (e.g., a vehicle is controlled to enter into an
overtaking lane when a safe overtaking distance is detected). After
completing the overtaking and driving to a safe lane change
position, the vehicle is controlled to drive back to the original
lane. If an overtaking lane does not exist, embodiments provide
that overtaking uses an opposite lane and vehicles are controlled
by the TOC. In addition, in some embodiments, overtaking uses an
emergency lane, e.g., when overtaking using a dedicated overtaking
lane or using an opposite lane cannot be implemented.
[0201] As shown in FIG. 37, in some embodiments, the technology
provides road designs, systems, and methods for vehicle merging,
diverging, and overtaking. In some embodiments, a fixed barrier is
not provided between the two travel directions. Further, in some
embodiments, automated lanes are inner lanes (e.g., the second and
third lanes, e.g., as shown in FIG. 37) and the road comprises an
extended merging/diverging lane. In particular, in some
embodiments, the technology provides road designs, methods, and
systems for merging. As shown in the example provided in FIG. 37,
the AV 3707 completes a merging operation on the expanded merge
lane (off-ramp), e.g., according to a system and/or method in which
the vehicle makes a request to merge into the automated lane and a
TOC receives the request. The vehicle enters a parallel buffer
position 3708 on an extended lane. The TOC reviews the merging
criteria and vehicle capabilities for a safe merge (e.g., lane
change) and determines whether to grant the merge request or deny
the merge request. If granted, the AV completes the merging
maneuver to the target lane 3709 when the criteria of safe lane
change are satisfied.
[0202] In some embodiments, the technology provides road designs,
methods, and systems for diverging. As shown in the example
provided in FIG. 37, the AV 3710 completes a diverging operation on
the expanded diverge lane (on-ramp), e.g., according to a system
and/or method in which the vehicle enters a parallel buffer
position 3711 on the expanded merge lane and performs human-driven
diverging from 3712. In some embodiments, the human-driven vehicles
3716 and 3717 can use the conventional merging and diverging rules,
wherein the extended merge and diverge lanes (e.g., positions 3708
and 3711) are provided in adjacent human-driven lanes, so the
adjacent human-driven lanes are combined with emergency lanes on
the same side.
[0203] In some embodiments, the technology provides road designs,
methods, and systems for overtaking. As shown in the example
provided in FIG. 37, the AV 3713 makes an overtaking request and a
TOC receives the request. The TOC performs decision making
processes and controls the AV 3713 to the position 3714 on the
contraflow automated-driven lane, e.g., when overtaking through the
opposite lane is safe. After the overtaking is completed and a safe
distance for changing lanes is satisfied, the vehicle controlled by
the system returns to the original lane 3715 to complete the
overtaking.
[0204] In some embodiments, for a human-driven vehicle, the TOC
switches the landmark line of the automated lane according to the
vehicle status of the current road segment. For example, when the
surface line of a current segment is a dotted line comprising long
and short line segments, this road marking indicates that the
human-driven vehicle can overtake through the opposite lane by
using the adjacent automated lane. When the surface line of a
current segment is a continuous solid line, the road marking
indicates that the overtaking method is not allowed. In some
embodiments, a human-driven vehicle can perform the overtaking on
an emergency lane under the condition that an emergency lane
exists. In some embodiments, the technology provides overtaking
procedures for a human-driven vehicle. In one exemplary scene, when
the human-driven vehicle 3718 needs to overtake, the vehicle enters
the adjacent automated dedicated lane 3719 (e.g., if allowed).
After the vehicle completes overtaking, the vehicle returns to the
original lane 3720 using a save driving maneuver to ensure the
safety of the AVs. In a second exemplary scene, when the
human-driven vehicle 3721 needs to overtake, the vehicle travels on
the automated lane 3722. After the overtaking is completed, the
vehicle returns to the original lane 3723.
[0205] As shown in FIG. 38, in some embodiments, the technology
provides road designs, methods, and systems for lane entry of
vehicles. In some embodiments, a fixed barrier (e.g., a central
median 3814) is provided between the two travel directions.
Further, in some embodiments, automated lanes are outer lanes
(e.g., the first and fourth lanes, e.g., as shown in FIG. 38) and
the road comprises merging/diverging lanes and, optionally, lanes
for overtaking. FIG. 38 shows an exemplary mixed scene in which
vehicles perform lane entry with merging, diverging, and
overtaking. In the exemplary road design shown in FIG. 38, the
automated lanes are located on both sides of the road and AVs 3801
and 3802 can enter and exit the major road following conventional
driving rules as controlled and managed by the planning and
decision functions of the TOC system. A traffic light 3813 is
provided at the entrance of the lane, e.g., to minimize and/or
eliminate obstructing the adjacent lane by the merging of the
human-driven vehicle 3807. The human-driven lane includes an
extended re-diverge lane to minimize and/or eliminate conflicts of
human-driven vehicles (e.g., 3809) with automated vehicles during
the approach of the human-driven lane vehicles. In some
embodiments, the vehicle driver controls the vehicle 3809 to enter
the diverging lane buffer zone (e.g., to maximize safety) and exits
the major road.
[0206] In some embodiments, the TOC manages traffic and controls a
vehicle making a request to overtake, e.g., using an emergency
lane. For example, an automated vehicle (e.g., 3803) makes an
overtaking request, which is evaluated by the TOC. If the request
is granted by the TOC, the vehicle is controlled to use the
emergency lane for overtaking. When a human-driven car (e.g., 3810)
makes a request for overtaking, embodiments provide that the driver
selects the overtaking according to the line marking of the
automated lane on the adjacent side. In particular, when overtaking
through the opposite lane is allowed, the driver controls the
vehicle for overtaking. After the overtaking is completed, the
vehicle returns to the original driving lane. If overtaking is
prohibited on the road section, the vehicle not allowed to
overtake.
[0207] As shown in FIG. 39, in some embodiments, the technology
provides road designs, systems, and methods for merging, diverging,
and overtaking in hybrid situations in which inner lanes are
automated lanes and merge and diverge lanes are not provided. FIG.
39 shows an exemplary embodiment in which lanes 2, 3, and 4 are
automated lanes and there is no additional merge or diverge lanes.
In some embodiments, the middle lane is a specialized lane that is
used for overtaking. In some embodiments, the width of the lanes
for AVs is narrower than the lanes for human-driven vehicles. When
the AV 3901 sends a request for overtaking, the TOC performs
decision making functions and controls the AV 3901 to change lanes
to the central overtaking lane (to place the AV at position 3902).
When the overtaking is completed and the vehicle can safely return
to its original lane, the TOC performs decision making functions
and controls the AV 3902 to change lanes to the original lane (to
place the AV at position 3903). In some embodiments, the technology
provides systems and methods for overtaking by a human-driven
vehicle. In particular, (e.g., when the automated lane is forbidden
to use), an emergency lane is used to complete the overtaking,
which is illustrated with by the vehicle moving from position 3904,
to 3905, and to 3906. When an automated lane is available for use,
the human-driven vehicle can overtake using the adjacent lane for
AVs, which is illustrated by the vehicle moving from 3907, to 3908,
and to 3909.
[0208] As shown in FIG. 40A and FIG. 40B, in some embodiments, the
technology provides road designs, methods, and systems for
overtaking on roads comprising tidal lanes (e.g., comprising
dynamic barriers, and/or a central median). In the exemplary scene
shown in FIGS. 40A and 40B, the road is a two-way, multi-tidal-lane
(e.g., four-tidal-lane) roadway. The pavement marking indicator for
the automated lane is switched to dashed segments with equal length
(e.g., as shown in FIG. 40A and FIG. 40B). In addition, the mode
indicators 4001 and 4002 are set at the start and end of the tidal
section to provide information to drivers that indicate the traffic
directions of tidal lanes. For vehicles on tidal lanes, if vehicles
are on the human-driven lane, both AVs and human-driven vehicles
are in the human-driven mode. In some embodiments comprising
multiple combinations of automated and human-driven lanes, the
driving rules provided in FIG. 4, FIG. 5, and FIG. 6 are
followed.
[0209] As shown in FIG. 41A and FIG. 41B, in some embodiments, the
technology provides road designs, methods, and systems for merging
and diverging (e.g., to enter roads) on roads without an extended
merge/diverge lane (e.g., comprising a dynamic barrier and/or a
central median). In some embodiments, inner lanes are automated
lanes (e.g., 2nd and 3rd lanes) and roads do not comprise an
extended emerge/diverge lane. On some segments that do not comprise
an extended merge lane and/or where an extended merge lane cannot
be easily added, AVs and human-driven vehicles share the same
entrance. The AVs are in human-driven mode before entering the
major lane. In the embodiments shown in FIG. 41A and FIG. 41B, the
merging AV moves from the position indicated by 4101 to the
position 4102 and 4103; and merging human-driven vehicles move from
the position indicated by 4104 to the position indicated by
4105.
[0210] As shown in FIG. 42, in some embodiments, the technology
provides road designs, methods, and systems for merging and
diverging (e.g., to exit roads) on roads without an extended
merge/diverge lane (e.g., comprising a dynamic barrier and/or a
central median). In some embodiments, inner lanes are automated
lanes (e.g., 2nd and 3rd lanes) and roads do not comprise an
extended merge/diverge lane. On some segments that do not comprise
an extended merge lane and/or where an extended merge lane cannot
be easily added, AVs and human-driven vehicles share the same exit.
When safe, vehicle 4201 moves from the inner automated lane to the
outer lane and switches modes to the human-driven mode. Then the
driver assumes control of the vehicle and exits the lane, as shown
by the change in vehicle positions from the position indicated by
4201 to the positions indicated by 4202 and 4203. Human-driven
vehicles exit according to common driving rules, as shown by the
vehicle changing positions from the position indicated by 4204 to
the position indicated by 4205.
[0211] As shown in FIG. 43, in some embodiments, the technology
provides systems and methods for emergency response (e.g., after an
accident). For example, in some embodiments, an RSU collects
accident information and sends the information to a rescue center.
Then, the rescue center evaluates the type of accident and performs
decision making functions to determine whether to dispatch a rescue
vehicle. If the rescue center chooses to dispatch a rescue vehicle,
different schemes are implemented according to the lane choice of
the rescue vehicle (FIG. 43).
[0212] For example, as shown in FIG. 44, in some embodiments, the
technology provides systems and methods for emergency response
(e.g., after an accident) on a main road in-plane two-way road
section. In FIGS. 44, 4401 and 4404 are automated lanes. If an
accident occurs in an automated lane, rescue vehicles are
dispatched using human-driven lanes in both directions or using the
automated lane to access the accident. If the accident occurs in
the human-driven lane, the rescue procedure is the same. 4401:
Automated lane; 4402: Human driving lane; 4403: Human driving lane;
4404: Automated lane; 4405: The route of the rescue vehicle moving
from the human-driving lane to the accident point on the automated
lane; 4406: The route of the rescue vehicle moving to the accident
point on the automated lane; 4407: The route of the rescue vehicle
moving from the human-driving lane in the other direction to the
accident point on the automated lane.
[0213] Additionally, as shown in FIG. 45, in some embodiments, the
technology provides systems and methods for emergency response
(e.g., after an accident) at a road entrance of an in-plane two-way
road section. In FIGS. 45, 4502 and 4503 are automated lanes. If
the accident occurs at the onramp area of the automated lane, the
rescue vehicles use automated lanes in both directions and the
onramp of the automated lane to access the accident. If the
accident occurs at the onramp area of the human-driven lane ramp,
the rescue vehicle uses the human-driven lane onramp to access the
accident scene. 4501: Human driving lane; 4502: Automated lane;
4503: Automated lane; 4504: Human driving lane; 4505: The route of
the rescue vehicle moving to the accident point on the automated
lane; 4506: The route of the rescue vehicle moving from the
automated lane in the other direction to the accident point on the
automated lane; 4507: The route of the rescue vehicle moving from
the onramp to the accident point on the automated lane.
[0214] Further, as shown in FIG. 46, in some embodiments, the
technology provides systems and methods for emergency response
(e.g., after an accident) at a road exit of an in-plane two-way
road section. In FIGS. 46, 4602 and 4603 are automated lanes. If
the accident occurs at the offramp area of the automated lane, the
rescue vehicles use automated lanes in both directions and the
offramp of the automated lane to access the accident. If the
accident occurs at the offramp area of the human-driven lane, the
rescue vehicles use the human-driven lane, the automated lane, the
reverse automated lane, the reverse human-driven lane exit, and/or
the reverse automated lane exit to access the accident. 4601: Human
driving lane; 4602: Automated lane; 4603: Automated lane; 4604:
Human driving lane; 4605: The route of the rescue vehicle moving
from the automated lane in the other direction to the accident
point on the automated lane; 4606: The route of the rescue vehicle
moving to the accident point on the automated lane; 4607: The route
of the rescue vehicle moving from the offramp to the accident point
on the automated lane.
[0215] In some embodiments, as shown in FIG. 47, the technology
provides an urban expressway vehicle-road cooperative automated
driving system. In some embodiments, the urban expressway
vehicle-road cooperative automated driving system module comprises
an automated lane/human-driven lane switching module, an automated
lane merging/diverging module, and/or an automated
lane/human-driven lane crossing module.
[0216] In some embodiments, as shown in FIG. 48, vehicles on the
urban expressway vehicle-road cooperative automated system include,
e.g., AV, human-driven vehicles, and AV under human-driven mode. In
some embodiments, the system detects and/or determines the statuses
of vehicles on the road and the intersection signal status of the
automated lanes and/or human-driven lanes is/are determined by the
statuses of the vehicles. For example, the AVs under human-driven
mode and the human-driven vehicles are subject to the signal light
control and enter their target lanes after passing the
intersection.
[0217] In some embodiments, as shown in FIG. 49, the technology
provides methods and systems for switching an AV from human-driven
mode to automated mode. For example, in some embodiments, a mode
switching request is sent by an AV to the system when the vehicle
passes the mode switching zone. Next, the CAVH control center
determines whether mode switching requirements are met by the AV.
If the requirements are met, the system assumes control of the
vehicle; if the requirements are not met, the vehicle returns to
the human-driven lane. After the system assumes control of the
vehicle, the system controls the vehicle to complete the
acceleration process through the buffer zone, e.g., to achieve an
optimized speed and/or to group AVs to form platoons. At this
point, the vehicle completes the process of switching from the
human-driven mode to the automated mode. In some embodiments, the
CAVH control center updates the status of the associated traffic
lights based on the real-time traffic status.
[0218] In some embodiments, as shown in FIG. 50, the technology
provides methods and systems for switching an AV from an automated
mode to a human-driven mode. For example, in some embodiments, a
mode switching request is sent by an AV to the system when the
vehicle passes the mode switching zone. Next, the CAVH control
center determines whether mode switching requirements are met by
the AV. If the requirements are met, the driver is prompted to
assume control of the vehicle; if the requirements are not met, the
vehicle continues driving on the automated lane. After the driver
assumes control of the vehicle, the driver controls the vehicle to
complete the deceleration process through the buffer zone and
enters the human-driven lane. At this point, the vehicle completes
the process of switching to the human-driven lane. In some
embodiments, the CAVH Control Center optimizes the remaining AV
speeds on the automated lanes and regroups them to form platoons.
In some embodiments, the CAVH Control Center updates the status of
the associated traffic lights based on the real-time traffic
status.
[0219] In some embodiments, as shown in FIG. 51, the technology
provides methods and systems for controlling vehicles (e.g., on
automated lanes and/or human-driven lanes) to move through a
signalized intersection. In some embodiments, methods and systems
comprise: 1) controlling human-driven vehicles entering a
human-driven lane after passing through an intersection; and 2)
controlling AV under human-driven mode entering the automated lane
after passing through the intersection. These two processes follow
the same set of signal commands issued by the CAVH control center.
In particular, when a human-driven vehicle travels to an
intersection, if it encounters a red light, it waits until the
signal light turns to green and then enters the target human-driven
lane through the intersection according to the road sign. When an
AV under human-driven mode travels to the mode switching zone in
front of the intersection, a mode switching request is sent to the
CAVH control center and the CAVH control center accepts the request
and controls the vehicle. If a red light is encountered, the system
waits until the signal light changes to green and then the system
controls the vehicle to enter the automated lane. At the same time,
the CAVH Control Center optimizes the traffic speed of the
automated lanes and regroups vehicles to form platoons. The CAVH
Control Center updates the status of the associated traffic lights
based on the real-time traffic status. At this point, the vehicle
completes the automated lane/human-driven lane intersection process
with signal light control.
[0220] In some embodiments, as shown in FIG. 52, the technology
provides road designs, methods, and systems for mode switching
and/or lane changing, e.g., to move from a human-driven lane to an
automated lane. In FIG. 52, lane 1 is an automated lane and lane 2
comprises a mode switching zone (MSZ) and a buffer zone (BZ). The
vehicle switches to the automated mode after passing through the
mode switching zone and then merges to the automated lane after
passing through the buffer zone.
[0221] In some embodiments, as shown in FIG. 53, the technology
provides Type 1 road designs, methods, and systems for mode
switching and/or lane changing, e.g., to move from an automated
lane to a human-driven lane. In particular, FIG. 53 shows a Type 1
dedicated automated lane for AVs diverging from the inner automated
lane (5301). In the particular embodiment shown in FIG. 53, the
road section is a two-way six-lane road. In FIG. 53, the inner lane
(5301) is an automated lane and the middle lane (5302) comprises a
mode-switching zone (5306) and buffer zone (5305). The vehicles
(5308) slow in the buffer zone (5305) and then switch to
human-driven mode through the mode-switching zone (5306).
[0222] In some embodiments, as shown in FIG. 54, the technology
provides Type 2 road designs, methods, and systems for mode
switching and/or lane changing, e.g., to move from an automated
lane to a human-driven lane. In particular, FIG. 54 shows a Type 2
dedicated automated lane where AVs merge into and diverge from an
inner automated lane (5401). In the particular embodiment shown in
FIG. 54, the major road is a two-way six-lane road. The inner lane
is a partial automated lane (e.g., comprising both automated and
human-driven sections) with a mode switching zone (5405 and 5407)
and a buffer zone (5405). In some embodiments, the procedure for
mode switching from human-driven to automated mode comprises
vehicles (5408) passing through the mode switching zone (5405). If
the vehicles complete the switching procedure from the human-driven
mode to automated mode, they enter the automated lane (5401).
Otherwise, vehicles move to the human-driven lane (5402). In some
embodiments, the procedure of switching from automated to
human-driven mode comprises vehicles (5409) slowing and driving
through the mode switching zone (5407); switching from automated
mode to human-driven mode; and proceeding to the human-driven lane
(5402).
[0223] In some embodiments, as shown in FIG. 55, the technology
provides Type 1 road designs, methods, and systems for merging. In
particular, FIG. 55 shows a Type 1 dedicated lane for vehicles
merging from a minor road into an automated lane where the outer
lane is an automated lane (5503). In the particular embodiment
shown in FIG. 55, the major road is a two-way six-lane road and the
outer lane (5503) is automated lane. The minor road is a one-way
two-lane road. The human-driven vehicles (5510) on the inner lane
of the minor road (5504) could choose to enter the outer automated
lane (5503) or the human-driven lane (5502) of the major road.
[0224] In some embodiments, as shown in FIG. 56, the technology
provides Type 2 road designs, methods, and systems for merging. In
particular, FIG. 56 shows a Type 2 dedicated lane for vehicles
merging from a minor road into an automated lane where the outer
lane is an automated lane (5603). In the particular embodiment
shown in FIG. 56, the major road is a two-way six-lane road and the
outer lane is the automated lane. The minor road is a one-way
two-lane road. The human-driven vehicles (5611) on the minor road
can enter the major road under the control of the traffic signals
(5613). When the signal turns green, AVs (5610) stop and
human-driven vehicles (5611) on the inner lane of the minor road
(5604) can enter the major road. When the light turned red, AVs
(5610) can move on and human-driven vehicles (5611) on the inner
lane of the minor road (5604) stop.
[0225] In some embodiments, as shown in FIG. 57, the technology
provides Type 1 road designs, methods, and systems for diverging.
In particular, FIG. 57 shows a Type 1 dedicated lane for vehicles
diverging from an automated lane when the outer lane is an
automated lane (5703). In the particular embodiment shown in FIG.
56, the major road is a two-way six-lane road and the outer lane is
the automated lane. The minor road is a one-way two-lane road. When
the signal (5713) turns green, human-driven vehicles (5711) in the
waiting zone (5709) leave the major road and AVs (5710) stop. When
the signal turns red, human-driven vehicles (5711) in the waiting
zone (5709) stop and AVs (5710) move.
[0226] In some embodiments, as shown in FIG. 58, the technology
provides Type 2 road designs, methods, and systems for diverging.
In particular, FIG. 58 shows a Type 2 dedicated lane for vehicles
diverging from an automated lane where the outer lane is an
automated lane (5803). In the particular embodiment shown in FIG.
58, the major road is a two-way six-lane road and the outer lane is
the automated lane. The minor road is a one-way two-lane road.
Human-driven vehicles (5814) on the middle lane of the major road
(5802) leaving the road continue straight at the direction
switching zone (5809). Otherwise, the vehicles move to the inner
lane of the major road (5801). When the signal (5816) turns green,
human-driven vehicles (5814) on the middle lane of the major roads
(5802) leave the road and AVs (5812) stop. When the signal turns
red, human-driven vehicles (5814) on the middle lane of the major
road (5802) stop driving and AVs (5812) could choose to go straight
or switch to the human-driven mode.
[0227] In some embodiments, as shown in FIG. 59, the technology
provides Type 2 road designs, methods, and systems for merging. In
particular, FIG. 59 shows a Type 2 dedicated lane for AVs merging
into an automated lane where the outer lane of the major road is an
automated lane (5903). In the particular embodiment shown in FIG.
59, the major road is a two-way six-lane road. The outer lane is
automated lane (5903) and the middle lane (5902) includes a mode
switching zone (5905) and a buffer zone (5906). After the vehicles
switch from the human-driven mode to the automated mode at the mode
switching zone (5905), they speed up in the buffer zone (5906) and
merge into the automated lane (5903).
[0228] In some embodiments, as shown in FIG. 60, the technology
provides Type 1 road designs, methods, and systems for diverging.
In particular, FIG. 60 shows a Type 1 dedicated lane for AVs
diverging from an automated lane where the outer lane of the major
road is an automated lane (6003). In the particular embodiment
shown in FIG. 60, the major road is a two-way six-lane road. The
outer lane is automated lane (6003) and the middle lane (6002)
includes a mode switching zone (6006) and a buffer zone (6005).
After the vehicles slow down at the buffer zone (6005), they switch
from the automated mode to the human-driven mode at the mode
switching zone (6006).
[0229] In some embodiments, as shown in FIG. 61, the technology
provides a Type 2 road design, methods, and systems for entering
and exiting a road. In particular, FIG. 61 shows a Type 2 dedicated
lane for an AV to enter and exit where the outer lane of the major
road is an automated lane (6103). In the particular embodiment
shown in FIG. 61, the road section is a two-way six lane road. The
outer lane is an automated lane (6103) and the middle lane (6102)
includes a mode switching zone (6105) and a buffer zone (6106). In
some embodiments, the procedure of switching from a human-driven
mode to an automated mode comprising vehicles passing through the
mode switching zone (6105). If the vehicles complete the
human-driven mode to automated mode switching procedure, the
vehicles enter the automated lane (6103). Otherwise, they move to
the human-driven lane (6102). In some embodiments, the procedure of
switching from the automated mode to the human-driven mode
comprises vehicles driving through the mode switching zone (6105);
switching from the automated mode to the human-driven mode; and
continuing to the human-driven lane.
[0230] In some embodiments, as shown in FIG. 62, the technology
provides road designs, systems, and methods for entering an urban
expressway. In particular, FIG. 62 shows an automated lane (6204)
located at an entrance to an urban expressway minor lane. The inner
lane of the minor lane is an automated lane (6204) and the outer
lane is a human-driven lane (6205). The AVs are controlled by the
system control and a gap is created for the human-driven vehicle
(6211) to enter the major lane. The traffic signals (6213) are set
at the entrance where the human-driven lane (6204) merges with the
major lane. The traffic signals, which control and release the
vehicles at the appropriate time, are cooperating with the AV
platooning control.
[0231] In some embodiments, as shown in FIG. 63, the technology
provides road designs, systems, and methods for exiting an urban
expressway. In particular, FIG. 63 shows an automated lane (6304)
located at an exit from an urban expressway minor road. The inner
lane of the minor lane (6304) is an automated lane and the outer
lane is a human-driven lane (6305). The AVs (6310) are controlled
by the system control and a gap is created for the human-driven
vehicle (6311) to leave the major lane. The traffic signals (6313)
are set at the exit where the human-driven lane (6303) diverges
from the major lane. The traffic signals control and release the
vehicles at the appropriate time and are cooperating with the AV
platooning control.
[0232] In some embodiments, as shown in FIG. 64, the technology
provides road designs, systems, and methods for entering an urban
expressway. In particular, FIG. 64 shows a design of an entrance
for an automated lane that is alternately located in the inner lane
of the minor lane and the outer lane of the urban expressway. The
outer lane of the minor lane is a human-driven lane (6405). The
automated lane on the inner lane of the minor lane (6404) is
channeled to the outer lane of the major lane (6403) at the
entrance. The AVs (6410) are automatically grouped by the system
control and a gap is created for the human-driven vehicles (6411)
to enter the major lane. The traffic signals (6413) are set at the
entrance where the human-driven lane (6405) merges into the major
lane, and the signal control is cooperating with the AV platooning
control.
[0233] In some embodiments, as shown in FIG. 65, the technology
provides road designs, systems, and methods for entering an urban
expressway. In particular, FIG. 65 shows a design of an entrance
for an urban expressway where the automated lane is located at the
inner lane of an auxiliary road (6504) and an outer lane of the
auxiliary road (6505) is for human-driven vehicles (6506). The AVs
(6507) controlled by the system move in platoons and leave gaps for
human-driven vehicles (6506) to enter the main road. The entrance
where the human-driven vehicles (6506) enter the main road includes
traffic signal lights, which are controlled according to the
platoons and gaps of AVs (6507) and release the human-driven
vehicles (6506) at the appropriate times. In some embodiments, the
front of the waiting zone (6508) is used as a buffer and mode
switching zone (6509) for AVs. In some embodiments, AVs (6510a)
leave the automated lane and enter the human-driven mode (6510h) in
this zone.
[0234] In some embodiments, as shown in FIG. 66, the technology
provides road designs, systems, and methods for entering an urban
expressway. In particular, FIG. 66 shows a design of an entrance to
an urban expressway in which an inner automated driving lane of an
auxiliary road (6604) connects with an outer automated driving lane
of a main road (6603). The outer lane of the auxiliary road (6605)
is for human-driven vehicles (6606) and the automated lane located
on the inner lane of the auxiliary road (6604) is connected to the
outer lane of the main road (6603) at the entrance. The AVs (6607)
move in platoons controlled by the CAVH system and leave gaps for
the human-driven vehicle (6606) to enter the main road. The
entrance where the human-driven vehicles (6606) enter the main road
includes traffic signal lights, which are controlled according to
the platoons of AVs (6607) and release the human-driven vehicles
(6606) at the appropriate times. AVs (6607) and human-driven
vehicles (6606) enter the main road through two adjacent entrances.
In some embodiments, to reduce interruption of the human-driven
traffic from the auxiliary road, a waiting zone (6608) is
added.
[0235] In some embodiments, as shown in FIG. 67, the technology
provides road designs, systems, and methods for exiting an urban
expressway. In particular, FIG. 67 shows a design for an exit for
an urban expressway in which an outer automated driving lane of the
main road (6703) connects with an inner automated driving lane of
an auxiliary road (6704) and the outer lane of the auxiliary road
(6705) is a human-driven lane. The AVs (6707) travel in platoons
controlled by the CAVH system and leave gaps for the human-driven
vehicle (6706) to leave the main road. The exit where the
human-driven vehicles (6706) leave the main road includes traffic
signal lights, which are controlled according to the platoons of
AVs (6707) and release the human-driven vehicles (6706) at the
appropriate times. AVs (6707) and human-driven vehicles (6706)
leave the main road through two adjacent exits. In some
embodiments, to reduce interruption of the human-driven traffic to
the auxiliary road, a waiting zone (6608) is added.
[0236] In some embodiments, as shown in FIG. 68, the technology
provides road designs, systems, and methods for entering an urban
expressway. In particular, FIG. 68 shows a design of an entrance
for an urban expressway in which an inner lane (6804) of an
auxiliary road is an automated lane and an outer lane (6805) is for
human-driven vehicles (6807). The AVs (6808) travel in platoons
controlled by the CAVH system and leave gaps for the human-driven
vehicles (6807) to enter the main road. The entrance where the
human-driven vehicles (6807) enter the main road includes traffic
signal lights, which are controlled according to the platooning of
AVs (6808) and release the human-driven vehicles (6707) at the
appropriate times. The waiting zone (6809) of the human-driven
vehicle is also used as a mode switching zone of the AVs, where the
AVs previously moving using a human-driven mode switch to an
automated mode and enter an automated lane.
[0237] In some embodiments, as shown in FIG. 69, the technology
provides road designs, systems, and methods for exiting an urban
expressway. In particular, FIG. 69 shows a design of an exit for an
urban expressway in which an inner lane of an auxiliary road (6904)
is an automated lane and an outer lane (6905) is for human-driven
vehicles (6906). The AVs (6907) travel in platoons controlled by
the CAVH system and leave gaps for the human-driven vehicles (6906)
to leave the main road. The exit where the human-driven vehicles
(6906) leave the main road includes traffic signal lights, which
are controlled according to the platooning of AVs (6907) and
release the human-driven vehicles (6906) at the appropriate times.
The waiting zone (6908) of the human-driven vehicles (6906) is also
used as a mode switching zone for the AVs (6907), in which AVs
previously moving using a human-driven mode switch to an automated
mode and enter an automated lane.
[0238] In some embodiments, as shown in FIG. 70, the technology
provides road designs, systems, and methods for entering an urban
expressway. In particular, FIG. 70 shows a design of an entrance
for an urban expressway in which an inner automated driving lane of
an auxiliary road (7004) connects to an outer automated driving
lane of a main road (7003) and the outer lane of an auxiliary road
(7005) is for human-driven vehicles (7006). The AVs (7007)
controlled by the CAVH system travel in platoons and leave gaps for
human-driven vehicles (7006) to enter the main road. The entrance
where the human-driven vehicles (7006) enter the main road include
traffic signal lights, which are controlled according to the
platooning of AVs (7007) and release the human-driven vehicles
(7006) at the appropriate times. The waiting zone (7008) of the
human-driven vehicles is also used as a mode switching zone for the
automated vehicles, in which AVs previously moving using a
human-driven mode switch to an automated mode and enter an
automated lane.
[0239] In some embodiments, as shown in FIG. 71, the technology
provides road designs, systems, and methods for entering an urban
expressway. In particular, FIG. 71 shows a design of an entrance
for an urban expressway in which the inner automated lane of an
auxiliary road (7104) connects to an outer automated lane of a main
road (7103) at the entrance and the outer lane of as auxiliary road
(7105) is for human-driven vehicles (7106). The AVs (7107)
controlled by the CAVH system travel in platoons and leave gaps for
human-driven vehicles (7106) to enter the main road. The entrance
where the human-driven vehicles (7106) enter the main road includes
traffic signal lights, which are controlled according to the
platooning of AVs (7107) and release the human-driven vehicles
(7106) at the appropriate times. In some embodiments, automated
vehicles and human-driven vehicles (7106) enter the main road
through two adjacent entrances. In some embodiments, to reduce
interruption of the human-driven traffic from the auxiliary road, a
waiting zone (7108) is added. The waiting zone (7108) of the
human-driven vehicles (7106) is also used as a mode switching zone
for the automatic vehicles, in which AVs previously on the human
driving mode can switch to the automated mode and enter the
automated lane.
[0240] In some embodiments, as shown in FIG. 72, the technology
provides road designs, systems, and methods for exiting an urban
expressway. In particular, FIG. 72 shows a design of an exit for an
urban expressway in which an outer automated lane of a main road
(7203) connects to an inner automated lane of an auxiliary road
(7204). The outer lane of the auxiliary road (7205) is for
human-driven vehicles. The AVs (7207) controlled by the CAVH system
travel in platoons and leave gaps to let human-driven vehicles
(7206) enter the main road. The entrance where the human-driven
vehicles (7206) enter the main road include traffic signal lights,
which are controlled according to the platooning of AVs (7207) and
release the human-driven vehicles (7206) at the appropriate times.
The waiting zone (7208) for human-driven vehicles is also used as
the mode switching zone for AVs, where human-driven vehicles with
automated-driving capabilities (7209) can switch to the automated
mode and enter the automated lane.
[0241] In some embodiments, as shown in FIG. 73, the technology
provides road designs, systems, and methods for entering a main
road. In particular, FIG. 73 shows a design for a road entrance in
which an inner automated lane of an auxiliary road (7304) connects
to an outer automated lane of a main road (7303) and an outer lane
of an auxiliary road (7305) is for human-driven vehicles (7310).
The AVs (7309) controlled by the system travel in platoons and
leave gaps for human-driven vehicles (7310) to enter the main road.
The entrance where the human-driven vehicles enter the main road
includes traffic signal lights, which are controlled according to
the platooning of AVs and release the human-driven vehicles at the
appropriate times. In some embodiments, the front of the waiting
zone (7306) is used as a buffer (7307) and mode switching zone
(7308) for AVs, where AVs (7309) can switch from the automated mode
to the human-driven mode (7310).
[0242] In some embodiments, as shown in FIG. 74, the technology
provides road designs, systems, and methods for entering a main
road. In particular, FIG. 74 shows a design for an entrance in
which an inner automated lane of an auxiliary road (7404) connects
to an outer automated lane of a main road (7403) and an outer lane
of the auxiliary road (7405) is for human-driven vehicles. The AVs
(7409) controlled by the system travel in platoons and leave gaps
for human-driven vehicles (7410) to enter the main road. The
entrance where the human-driven vehicles enter the main road
includes traffic signal lights, which are controlled according to
the platooning of AVs (7409) and release the human-driven vehicles
(7410) at the appropriate times. AVs and human-driven vehicles
enter the main road through two adjacent entrances. In some
embodiments, a waiting zone is added to reduce interruption of the
human-driven vehicles on the auxiliary road. The front of the
waiting zone (7406) can be used as a buffer (7407) and mode
switching zone (7408) for AVs, where AVs (7409) can leave the
automated lane and enter human-driven mode (7410).
[0243] In some embodiments, as shown in FIG. 75, the technology
provides road designs, methods, and systems for an intersection and
controlling vehicles at an intersection. In particular, FIG. 75
shows an intersection design in which an outer lane of an auxiliary
road and a branch road are automated lanes. In the particular
embodiment shown in FIG. 75, the auxiliary road has two lanes in
one direction: the outer lane (7502) is the automated lane, and the
inner lane (7501) is the human-driven lane. The branch road is
two-way four-lane road. The outer lane from south to north (7503)
includes a mode switching zone (7506) and a buffer zone (7505). In
some embodiments, a mode switching process from the human-driven
mode (7508) to the automated mode (7507) comprises vehicles passing
the mode switching zone. If the requirements for mode switching are
met, vehicles switch from the human-driven mode (7508) to the
automated mode (7507) and enter the automated lane; if the
requirements for mode switching are not met, vehicles drive into
the human-driven lane. The mode switching process from the
automated mode to the human-driven mode comprises AVs driving out
of the automated lane and completing the switching process from
automated mode to human-driven mode.
[0244] In some embodiments, as shown in FIG. 76, the technology
provides road designs, methods, and systems for entering a main
road. In particular, FIG. 76 shows an entrance design in which an
outer automated lane of an auxiliary road (7605) connects to an
outer human-driven lane of a main road (7603) and an inner lane of
the auxiliary road (7604) is for human-driven vehicles (7610). The
AVs (7609) controlled by the system travel in platoons and leave
gaps for human-driven vehicles (7610) to enter the main road.
[0245] In some embodiments, as shown in FIG. 77, the technology
provides road designs, methods, and systems for exiting a main
road. In particular, FIG. 77 shows an exiting design in which an
outer automated lane of a main road (7703) connects to an outer
automated lane of an auxiliary road (7705) and an inner lane of the
auxiliary road (7704) is for human-driven vehicles (7710). The AVs
(7709) controlled by the system travel in platoons and leave gaps
for human-driven vehicles (7710) to exit the main road.
[0246] Also provided herein are methods employing any of the
systems described herein for the management of one or more aspects
of traffic control. The methods include those processes undertaken
by individual participants in the system (e.g., drivers, public or
private local, regional, or national transportation facilitators,
government agencies, etc.) as well as collective activities of one
or more participants working in coordination or independently from
each other.
[0247] Some portions of this description describe the embodiments
of the technology 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.
[0248] 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 the steps, operations, or
processes described.
[0249] 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.
[0250] Although the disclosure herein refers to certain illustrated
embodiments, it is to be understood that these embodiments are
presented by way of example and not by way of limitation.
[0251] All publications and patents mentioned in the above
specification are herein incorporated by reference in their
entirety for all purposes. Various modifications and variations of
the described compositions, methods, and uses of the technology
will be apparent to those skilled in the art without departing from
the scope and spirit of the technology as described. Although the
technology has been described in connection with specific exemplary
embodiments, it should be understood that the invention as claimed
should not be unduly limited to such specific embodiments. Indeed,
various modifications of the described modes for carrying out the
invention that are obvious to those skilled in the art are intended
to be within the scope of the following claims.
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