Apparatus, system and method for merging and applying intersection data for a vehicle
Technologies and techniques for merging/resolving MAP data and signal phase and timing (SPaT) messages for traffic light data prediction a vehicle in an intelligent transportation system. SPaT data and/or MAP data may be received in a vehicle from a direct source and a network source, and processed to merge data from the two different platforms. The merging of the data allows a vehicle to generate inferences relating to traffic light data received on direct, low-latency, connections, while taking advantage of the more comprehensive data provided from the network source.
1. A method for traffic light management for a vehicle, comprising:
receiving first MAP data from a network source;
receiving second MAP data from a direct source;
processing the first MAP data to determine first lane data and a first maneuver data associated with the first lane data;
processing the second MAP data to determine second lane data and a second maneuver data associated with the second lane data;
comparing the first lane data with the second lane data to determine a substantial match;
comparing the first maneuver data with the second maneuver data to determine an exact match; and
generating a traffic light signal group mapping for at least one of the first lane data and/or the second lane data.
2. The method of claim 1 , wherein processing the first MAP data and second MAP data comprises segmenting the first lane data and the second lane data into a plurality of equally spaced sample points.
3. The method of claim 1 , wherein processing the first MAP data and second MAP data comprises determining a respective distance between each of the sample points of the segmented first lane data and second lane data.
4. The method of claim 3 , wherein the comparing of the first lane data with the second lane data to determine the substantial match comprises:
summing the respective distance between each of the sample points of the segmented first lane data and second lane data to determine a distance score; and
designating the distance score as the substantial match if the distance score meets a threshold.
5. The method of claim 1 , wherein processing the first MAP data and second MAP data comprises:
determining a tube geofence for the first lane data; and
determining an approach direction for the first lane data.
6. The method of claim 5 , wherein comparing the first lane data with the second lane data to determine a substantial match comprises:
determining if an approach for the second lane data matches the approach for the first lane data; and
determining if all of the points of the second lane data are contained within the tube geofence.
7. The method of claim 1 , wherein
receiving the first MAP data from the network source comprises receiving the first MAP data on a cellular network, and
receiving the second MAP data from the direct source comprises receiving the second MAP data on a wireless broadcast communication platform.
8. The method of claim 7 , wherein receiving the second MAP data from the direct source comprises receiving the second MAP data from a road-side unit (RSU).
9. The method of claim 1 , further comprising generating a merged signal phase and timing (SPaT) message for traffic signal timing utilizing the generated traffic light signal group mapping.
10. The method of claim 9 , wherein in the generating the merged signal phase and timing (SPaT) message step, further comprising:
receiving a first SPaT message from the network source, the first SPaT message comprising a field comprising first data estimating a traffic signal phase change timing;
receiving a second SPaT message from the direct source, the second SPaT message comprising a minimum timing range field and a maximum timing range field for the traffic signal phase change;
processing the first and the second SPaT messages to determine the timing position of the first data estimating a traffic signal phase change timing relative to the minimum timing range field and the maximum timing range field; and
generating the merged SPaT message comprising second data estimating the traffic signal phase change timing based on the processing of the first and the second SPaT messages.
11. The method of claim 10 , wherein the second data estimating the traffic signal phase change timing is the same as the first data if the processing of the first and the second SPaT messages determines the timing position of the first data is between the minimum timing range field and the maximum timing range field.
12. The method of claim 10 , wherein generating the merged SPaT message comprising the second data comprises configuring the second data to match the minimum timing range field if the processing of the first and the second SPaT messages determines the timing position of the first data is before the minimum timing range field and the maximum timing range field.
13. The method of claim 12 , wherein generating the merged SPaT message comprises applying a tolerance window to the second data.
14. The method of claim 10 , wherein generating the merged SPaT message comprising the second data comprises configuring the second data to match the maximum timing range field if the processing of the first and the second SPaT messages determines the timing position of the first data is after the maximum timing range field and the maximum timing range field.
15. The method of claim 14 , wherein generating the merged SPaT message comprises applying a tolerance window to the second data.
16. The method of claim 15 , wherein the tolerance window is configured to extend at least from the maximum timing range field to the first data estimating the traffic signal phase change timing.
17. The method of claim 10 , wherein the first SPaT message further comprises another field comprising additional data estimating a second traffic signal phase change timing.
18. The method of claim 17 , wherein processing the first and the second SPaT messages comprises determining the timing position of the first data and the additional data estimating the traffic signal phase change timing relative to the minimum timing range field and the maximum timing range field.
19. The method of claim 18 , further comprising deleting the first data if (i) the timing position of the first data is determined to be before the minimum timing range and (ii) the additional data is determined to be after the maximum timing range field.
20. The method of claim 19 , further comprising configuring the additional data to match the maximum timing range field.
21. The method of claim 10 , wherein
receiving the first SPaT message from the network source comprises receiving the first SPaT message on a cellular network, and
receiving the second SPaT message from the direct source comprises receiving the second SPaT message on a wireless broadcast communication platform.
22. The method of claim 21 , wherein receiving the second SPaT message from the direct source comprises receiving the second SPaT message from a road-side unit (RSU).
23. The method of claim 10 , wherein processing the first and the second SPaT messages comprises determining a timing difference between the maximum timing range field of the second SPaT message and a maximum timing range field of the first SPaT message, and applying the timing difference to the second data estimating the traffic signal phase change timing.