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In March 2019, the European Road Transport Research Advisory Committee released the "Connected Automated Driving Roadmap" to define the level of infrastructure support for autonomous driving.
In September 2019, the Autonomous Driving Working Committee and the Autonomous Driving Standardization Working Committee of the China Highway Society released the "Definition and Interpretation Report on the Classification of Intelligent Networked Road System (Draft for Comment)" .
In December 2020, the China Intelligent Transportation Industry Alliance released the "Framework and Requirements for Intelligent Expressway Vehicle-Infrastructure Coordination System" , in which the normative appendix gives the classification of intelligent expressway vehicle-road coordination system.
In March 2021, the China Intelligent Transportation Association released the "Smart Expressway Classification (Draft for Comment)" .
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Text | Wu Dongsheng
01
Infrastructure Support Levels for Autonomous Driving
In March 2019, ERTRAC (European Road Transport Research Advisory Council, European Road Transport Research Advisory Council) released the "Connected Automated Driving Roadmap" , defining ISAD (Infrastructure Support levels for Automated Driving)[1] .
Level E is the lowest, without digital information , does not support the traditional infrastructure of autonomous driving, and completely depends on the self-driving vehicle itself; Level D supports static digital information including static road signs , while traffic lights, short-term road engineering and variable information traffic Signs require automatic driving vehicle recognition; C-level supports static and dynamic infrastructure information , including variable information traffic signs, warnings, accidents, weather, etc.; B-level supports collaborative perception , which can perceive micro-traffic conditions; A-level supports collaboration For driving, the digital infrastructure can guide the speed, distance, and lane of the autonomous vehicle.
Common practice of infrastructure deployment: Flow control systems are usually deployed on highway sections where traffic frequently reaches the capacity limit, while other highway sections where traffic flow is rarely interrupted do not need to deploy fixed traffic control systems. The figure below illustrates how ISAD levels are deployed and can be used to briefly describe the desired road network for autonomous vehicles. For merge ramp locations prone to traffic congestion, A-level infrastructure needs to be built for traffic control (blue blocks); for highway sections with frequent traffic, B-level infrastructure needs to be built for collaborative sensing (green blocks ); for some express roads with relatively smooth traffic, only C-level infrastructure needs to be built to provide dynamic information to driving vehicles (yellow blocks); and for secondary road networks, D-level infrastructure can be built; in some rural areas, no Need to build intelligent infrastructure supporting.
02
Classification of intelligent network road system
On September 21, 2019, the Autonomous Driving Working Committee and the Autonomous Driving Standardization Working Committee of the China Highway Society released the "Report on the Definition and Interpretation of Intelligent Networked Road System Classification (Draft for Comment)" . From the perspective of informatization, intelligence, and automation of the transportation infrastructure system, combined with application scenarios, mixed traffic, active safety systems, etc., the transportation infrastructure system is divided into levels I0 to I5 [2].
Level I0 (no informatization/no intelligence/no automation) , the traffic infrastructure has no detection and sensing functions, and the driver controls the vehicle to complete the driving task and handle special situations, or completely relies on the self-driving vehicle itself.
Level I1 (preliminary digitization/preliminary intelligence/preliminary automation) , the transportation infrastructure can complete low-precision perception and primary prediction, and the sensing equipment can obtain dynamic data such as vehicles and environments in continuous space in real time, automatically process unstructured data, and combine Historical data realizes short-term and microscopic prediction of vehicle driving, and provides static and dynamic information required for automatic driving for a single autonomous vehicle.
Level I2 (partially networked/partially intelligent/partially automated) , the traffic infrastructure transmits high-precision perception and depth prediction results to vehicles, providing the required information for self-driving vehicles, and can initially realize automatic driving control under limited conditions , Infrastructure systems take over and control autonomous vehicles. The infrastructure system relies on I2X communication to provide suggestions or instructions for lateral and longitudinal control to the vehicle, while the vehicle feeds back its latest planning decision information to the road.
Level I3 (Conditional Autonomous Driving and Highly Connected Transportation Infrastructure) , a highly connected transportation infrastructure can provide a single autonomous vehicle (automation level greater than 1.5 and above) with the dynamics of surrounding vehicles within milliseconds Information and control commands that enable conditional automated driving on major roads, including dedicated lanes. In special circumstances, the driver needs to take over the control of the vehicle. The infrastructure system can realize the horizontal and vertical control of the self-driving vehicle, and the automation level of the self-driving vehicle is required to reach 1.5 or above.
Level I4 (highly automated driving based on traffic infrastructure) , traffic infrastructure provides detailed driving instructions for self-driving vehicles (automation level greater than 1.5 and above), which can be implemented in specific scenarios/regions (such as pre-set time and space) Highly automated driving, realizing the takeover and control of autonomous vehicles, and completing functions such as vehicle perception, prediction, decision-making, and control. In case of special circumstances, it will be controlled by the traffic infrastructure system without the need for the driver to take over.
Level I5 (fully automated driving based on traffic infrastructure) , the traffic infrastructure can satisfy all individual self-driving vehicles (automation level greater than 1.5 and above) in all scenarios with full perception, prediction, decision-making, control, communication and other functions, and optimize Deploy the entire transportation infrastructure network for fully autonomous driving. Subsystems required for fully autonomous driving eliminate the need for backup systems in self-driving vehicles. Offers full active safety features. In special cases, it is controlled by the traffic infrastructure system without driver participation.
03
Classification of Intelligent Expressway Vehicle-Road Coordination System
In December 2020, the China Intelligent Transportation Industry Alliance released the "Framework and Requirements for Intelligent Expressway Vehicle-Road Coordination System" , in which the normative appendix gives the classification of intelligent expressway vehicle-road coordination system, and each level is based on the previous level. Enhanced configuration and application service upgrades on [3].
Level 1 (basic road) , road traffic signs and marking facilities are complete. Static signs and markings, no unreadable electronic signs; information release: conventional methods such as information boards, traffic lights, and lane lights; roadside facilities: road detection and perception equipment (cameras, weather sensors, radars, etc.) United.
Level 2 (digital roads), installation of roadside intelligent perception (weather, traffic flow), communication and computing equipment. Signs and markings: with lane-level signs and markings information push function; information release: with non-line-of-sight information push function, which can push signal lights, speed limit signs, lane lines, dynamic events, weather, construction, early warning information, etc. to vehicles; Roadside facilities: support cellular and C-V2X vehicle-road direct communication, provide local traffic flow, dynamic event perception and calculation, and can provide V2N car networking services, high-precision maps and positioning assistance.
Level 3 (multi-source fusion perception road) , with road management and control services based on cloud control platform, supports global traffic information collection, vehicle-road collaborative perception fusion and traffic information processing. Two-way information interaction: with RSU-OBU two-way communication function; roadside facilities: C-V2X supports unicast/multicast communication, and provides high-precision maps and positioning auxiliary information for autonomous vehicles; traffic control: has global traffic awareness and traffic flow Control and adjustment capabilities, and can provide vehicle-road coordination services (such as diverging and merging warnings, emergency warnings, etc.).
Level 4 (collaborative control of roads) , supports autonomous driving fleet formation driving and online scheduling. Traffic control: supports collaborative decision-making of autonomous vehicles, and has rapid traffic dispatching and decision-making capabilities.
04
Smart Expressway Classification
In March 2021, the China Intelligent Transportation Association released the "Smart Expressway Classification (Draft for Comment)" . From low to high, the level of smart highways is divided into five technical levels: simple intelligence, basic intelligence, network-connected and collaborative intelligence, autonomous driving intelligence, and autonomous and controllable intelligence.
D0-level intelligence : no intelligence on expressways. The road is a basic civil engineering, with traffic signs and signs, and the conditions for vehicles to drive on the road. The service and management are completely manual.
D1-level intelligence : The expressway has simple intelligence. There are three traditional systems of toll collection, communication, and monitoring to meet the basic needs of expressway users, and provide basic services such as electronic non-stop toll collection, video monitoring, emergency response, and information inquiry. There are variable information boards, video surveillance, traffic detectors, etc. on the roadside. Service and management are people-oriented and wisdom-assisted.
Level D2 intelligence : The expressway has basic intelligence. The infrastructure is gradually digitized and informatized, providing basic conditions for the next step of intelligent development. On the basis of infrastructure digitization and informatization, all-round digital monitoring and management of major infrastructure and safety guidance under severe weather conditions will be realized. , solar energy and other new energy services. There are facilities and equipment such as high-precision positioning, facility monitoring, and intelligent perception monitoring on the roadside. Service and management adopt a joint management method combining artificial intelligence and intelligence.
D3-level intelligence : The expressway has collaborative intelligence. It has vehicle-road coordination facilities and a cloud control platform to realize an intelligent management and control environment for network collaboration, and has the ability to support new technologies such as high-level automatic driving and truck platooning. Provide vehicle-road collaborative safety management and control, lane-level, accompanying high-precision information services, etc. There are vehicle-road coordination facilities and equipment built on the roadside. The service and management adopts a method based on intelligence and supplemented by artificial intelligence.
D4-level intelligence : The expressway has independent and controllable intelligence. Provide services such as the management and control of autonomous driving mixed traffic flow, "all-weather" traffic, infrastructure self-diagnosis capabilities, and new energy supply applications. Smart highways are sustainable, low-emission, resource-saving, and resistant to severe weather and natural disasters. There are new energy, new materials, and high-intelligence facilities built on the roadside. The service and management adopt a completely intelligent method, and human beings can intervene in important services and management.
references
[1] Connected Automated Driving Roadmap.
[2] Report on the classification definition and interpretation of intelligent networked road system (draft for comments).
[3] Framework and requirements of intelligent expressway vehicle-road coordination system.
[4] Classification of smart expressways (draft for comments).
END
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