Signal lamp synchronization method and device, processing equipment, program product and medium

Abstract

The invention provides a signal lamp synchronization method and device, processing equipment, a program product and a medium, and relates to the technical field of Internet of Vehicles, the method comprises the following steps: obtaining signal lamp configuration information of a simulated traffic environment and mapping relation information between the simulated traffic environment and a real traffic environment, testing a signal phase and time sequence SPAT message of a real intersection received by the vehicle in a real traffic environment; according to the signal lamp configuration information, the mapping relation information and the SPAT message, determining a signal lamp group state of a simulation intersection corresponding to the real intersection; updating the simulated traffic environment according to the signal lamp group state corresponding to the simulated intersection so as to realize signal lamp synchronization between the simulated traffic environment and the real traffic environment; the simulated traffic environment is a traffic flow model which is established in simulation software and is used for simulating a real traffic environment. According to the scheme, the problem that the simulation world signal lamp and the real world signal lamp are difficult to accurately synchronize in the prior art is solved.

Description

Technical Field

[0001] The present invention relates to the field of vehicle networking technology, and in particular to a signal light synchronization method, device, processing equipment, program product and medium. Background Art

[0002] Currently, on-road testing of cellular vehicle-to-everything (C-V2X) on-board units (OBUs) typically uses random traffic flows as background traffic. This method helps simulate various real-world traffic conditions to comprehensively test and verify the performance of C-V2X systems.

[0003] During testing, traffic flow simulation tools (such as SUMO, VISSIM, etc.) are usually used to generate random traffic flow models. These tools can simulate complex traffic scenarios and generate vehicle flows with different densities, speeds, and behaviors. Through the C-V2X hardware-in-the-loop (HIL) simulation system, the random traffic flow generated by the simulation is transmitted to the real vehicle via PC5 broadcast, so that the real vehicle can drive in a simulated random traffic flow environment. At the same time, the state of the real vehicle will also be mapped to the virtual environment of the traffic flow simulation tool, affecting the distribution of random traffic flow. This method of real-time data interaction between actual driving vehicles and virtual simulation background traffic flow is expected to become the mainstream method for autonomous driving and vehicle-road coordination testing.

[0004] However, the above-mentioned virtual-reality fusion testing solution still has a key problem: the traffic lights in the simulated world are difficult to accurately synchronize with the traffic lights in the real world, which affects the authenticity and effectiveness of the test. Summary of the Invention

[0005] The present invention provides a signal light synchronization method, device, processing equipment, program product and medium, which solves the problem in the prior art that it is difficult to achieve accurate synchronization between simulated world signal lights and real world signal lights.

[0006] In a first aspect, an embodiment of the present invention provides a signal light synchronization method, comprising:

[0007] Acquire signal light configuration information of a simulated traffic environment, mapping relationship information between the simulated traffic environment and a real traffic environment, and signal phase and timing (SPAT) messages of a real intersection received by a test vehicle in the real traffic environment;

[0008] Determine the signal light group state of the simulated intersection corresponding to the real intersection according to the signal light configuration information, the mapping relationship information and the SPAT message;

[0009] updating the simulated traffic environment according to the state of the signal light group corresponding to the simulated intersection, so as to achieve signal light synchronization between the simulated traffic environment and the real traffic environment;

[0010] The simulated traffic environment is a traffic flow model built in simulation software to simulate the real traffic environment;

[0011] The signal light configuration information includes the changing pattern and status of the signal light group at the simulated intersection in the simulated traffic environment;

[0012] The mapping relationship information includes a mapping relationship between the road network information of the simulated traffic environment and the map information of the real traffic environment.

[0013] Optionally, obtaining traffic light configuration information of a simulated traffic environment includes:

[0014] Obtaining historical SPAT messages corresponding to at least one real intersection in the real traffic environment;

[0015] For each of the real intersections, obtaining regularity information of the traffic light group corresponding to the real intersection based on historical SPAT messages corresponding to the real intersection; and obtaining the status of the traffic light groups corresponding to each of the real intersections at the same time based on historical SPAT messages corresponding to the real intersection at different times, where the time is the time when the historical SPAT messages were collected;

[0016] The signal light configuration information of the simulated traffic environment is obtained according to the regular information of the signal light groups corresponding to the real intersections and the states of the signal light groups corresponding to the real intersections at the same time.

[0017] Optionally, the road network information of the simulated traffic environment includes the identification of the simulated intersection, the incoming direction and at least one of the flow control information corresponding to the incoming direction, where the incoming direction is the direction of entering the simulated intersection; the map information of the real traffic environment includes: the real intersection identification and the phase identification corresponding to the real intersection identification in each incoming direction.

[0018] Optionally, determining the signal light group state of the simulated intersection corresponding to the real intersection according to the signal light configuration information, the mapping relationship information and the SPAT message includes:

[0019] Obtaining a target simulated intersection that the simulated vehicle is about to enter, and a target entry direction of the simulated vehicle entering the target simulated intersection, wherein the simulated vehicle travels in the simulated traffic environment according to the driving trajectory of the test vehicle;

[0020] Determining, according to the mapping relationship information, the identifier of the target simulated intersection and the target entrance direction, a state of a first signal light group of a real intersection corresponding to the target simulated intersection when the simulated vehicle enters the target simulated intersection from the target entrance direction;

[0021] Obtaining, according to the state of the first signal light group, a state of a second signal light group corresponding to the target simulated intersection in the simulated traffic environment;

[0022] According to the second signal light group state, a third signal light group state corresponding to at least one simulated intersection other than the target simulated intersection in the simulated traffic environment is obtained, and the second signal light group state and the third signal light group state are determined as the signal light group states corresponding to the simulated intersection in the simulated traffic environment.

[0023] Optionally, obtaining a target simulated intersection that the simulated vehicle is about to enter, and a target entry direction of the simulated vehicle entering the target simulated intersection, includes:

[0024] Acquiring a vehicle position and a heading angle of the simulated vehicle in the simulated traffic environment;

[0025] Determining the target simulated intersection according to the vehicle position and the heading angle;

[0026] The target incoming direction is determined from at least one incoming direction corresponding to the target simulated intersection according to the vehicle position and the position of the target simulated intersection.

[0027] Optionally, the determining, based on the mapping relationship information, the identifier of the target simulated intersection, and the target entrance direction, of the first signal light group state of the real intersection corresponding to the target simulated intersection when the simulated vehicle enters the target simulated intersection from the target entrance direction includes:

[0028] Determining a target real intersection identifier and a target phase identifier corresponding to the target simulated intersection and the target incoming direction in the real traffic environment according to the mapping relationship information, the identifier of the target simulated intersection and the target incoming direction;

[0029] Acquire a first SPAT message corresponding to the target real intersection identifier and the target phase identifier from the SPAT message;

[0030] According to the first SPAT message, the light color and countdown corresponding to the target phase identifier are determined as the first signal light group state.

[0031] Optionally, determining the signal light group state of the simulated intersection corresponding to the real intersection according to the signal light configuration information, the mapping relationship information and the SPAT message includes:

[0032] Obtaining, according to the SPAT message corresponding to the at least one real intersection marker obtained at the first moment, a light color and a countdown of a target phase corresponding to the at least one real intersection marker;

[0033] According to the light color and countdown of the target phase corresponding to the at least one real intersection identifier, the signal light group state of the simulated intersection corresponding to the at least one real intersection in the simulated traffic environment is obtained.

[0034] Optionally, obtaining, based on the SPAT message corresponding to the at least one real intersection marker acquired at the first moment, the light color and countdown of the target phase corresponding to the at least one real intersection marker, includes:

[0035] For each real intersection identifier of the at least one real intersection identifier, obtaining a first phase identifier corresponding to the real intersection identifier according to the mapping relationship information, where the first phase identifier is any phase identifier corresponding to the real intersection identifier;

[0036] According to the SPAT message corresponding to the real intersection identifier obtained at the first moment, the light color and countdown corresponding to the first phase identifier are obtained, and the light color and countdown corresponding to the first phase identifier are used as the light color and countdown of the target phase.

[0037] In a second aspect, an embodiment of the present invention provides a signal light synchronization device, comprising:

[0038] A first acquisition module is used to obtain signal light configuration information of a simulated traffic environment, mapping relationship information between the simulated traffic environment and a real traffic environment, and signal phase and timing SPAT messages of a real intersection received by a test vehicle in the real traffic environment;

[0039] A first processing module is configured to determine a signal light group state of a simulated intersection corresponding to the real intersection according to the signal light configuration information, the mapping relationship information, and the SPAT message;

[0040] A first updating module is configured to update the simulated traffic environment according to the state of the signal light group corresponding to the simulated intersection, so as to achieve signal light synchronization between the simulated traffic environment and the real traffic environment;

[0041] The simulated traffic environment is a traffic flow model built in simulation software to simulate the real traffic environment;

[0042] The signal light configuration information includes the changing pattern and status of the signal light group at the simulated intersection in the simulated traffic environment;

[0043] The mapping relationship information includes a mapping relationship between the road network information of the simulated traffic environment and the map information of the real traffic environment.

[0044] Optionally, the first acquisition module includes:

[0045] A first acquisition submodule is configured to acquire a historical SPAT message corresponding to at least one real intersection in the real traffic environment;

[0046] A first processing submodule is configured to obtain, for each of the real intersections, regularity information of the traffic light group corresponding to the real intersection based on the historical SPAT message corresponding to the real intersection; and

[0047] A second processing submodule is configured to obtain the status of the signal light groups corresponding to the real intersections at the same time according to the historical SPAT messages corresponding to the real intersections at different times, where the time is the time when the historical SPAT messages are collected;

[0048] The third processing submodule is configured to obtain the signal light configuration information of the simulated traffic environment according to the regularity information of the signal light groups corresponding to the real intersections and the states of the signal light groups corresponding to the real intersections at the same time.

[0049] Optionally, the road network information of the simulated traffic environment includes the identification of the simulated intersection, the incoming direction and at least one of the flow control information corresponding to the incoming direction, where the incoming direction is the direction of entering the simulated intersection; the map information of the real traffic environment includes: the real intersection identification and the phase identification corresponding to the real intersection identification in each incoming direction.

[0050] Optionally, the first processing module includes:

[0051] A first processing unit is configured to obtain a target simulated intersection that a simulated vehicle is about to enter, and a target entry direction of the simulated vehicle entering the target simulated intersection, wherein the simulated vehicle travels in the simulated traffic environment according to the driving trajectory of the test vehicle;

[0052] A second processing unit is configured to determine, based on the mapping relationship information, the identifier of the target simulated intersection, and the target entrance direction, a state of a first signal light group at a real intersection corresponding to the target simulated intersection when the simulated vehicle enters the target simulated intersection from the target entrance direction;

[0053] a third processing unit, configured to obtain a second signal light group state corresponding to the target simulated intersection in the simulated traffic environment according to the first signal light group state;

[0054] The fourth processing unit is used to obtain the third signal light group state corresponding to at least one simulated intersection other than the target simulated intersection in the simulated traffic environment based on the second signal light group state, and determine the second signal light group state and the third signal light group state as the signal light group state corresponding to the simulated intersection in the simulated traffic environment.

[0055] Optionally, the first processing unit includes:

[0056] A first processing subunit is configured to obtain a vehicle position and a heading angle of the simulated vehicle in the simulated traffic environment;

[0057] A second processing subunit is configured to determine the target simulated intersection according to the vehicle position and the heading angle;

[0058] The third processing subunit is configured to determine the target incoming direction from at least one incoming direction corresponding to the target simulated intersection according to the vehicle position and the position of the target simulated intersection.

[0059] Optionally, the second processing unit includes:

[0060] A fourth processing subunit is configured to determine, in the real traffic environment, a target real intersection identifier and a target phase identifier corresponding to the target simulated intersection and the target incoming direction according to the mapping relationship information, the identifier of the target simulated intersection, and the target incoming direction;

[0061] a fifth processing subunit, configured to obtain, from the SPAT message, a first SPAT message corresponding to the target real intersection identifier and the target phase identifier;

[0062] The sixth processing subunit is configured to determine, according to the first SPAT message, the light color and countdown corresponding to the target phase identifier as the first signal light group state.

[0063] Optionally, the first processing module includes:

[0064] a seventh processing subunit, configured to obtain, according to the SPAT message corresponding to the at least one real intersection identifier obtained at the first moment, a light color and a countdown of a target phase corresponding to the at least one real intersection identifier;

[0065] The eighth processing sub-unit is used to obtain the signal light group state of the simulated intersection corresponding to the at least one real intersection in the simulated traffic environment according to the light color and countdown of the target phase corresponding to the at least one real intersection identifier.

[0066] Optionally, the seventh processing subunit includes:

[0067] a ninth processing subunit, configured to obtain, for each real intersection identifier of the at least one real intersection identifier, a first phase identifier corresponding to the real intersection identifier according to the mapping relationship information, where the first phase identifier is any phase identifier corresponding to the real intersection identifier;

[0068] The tenth processing subunit is used to obtain the light color and countdown corresponding to the first phase identifier based on the SPAT message corresponding to the real intersection identifier obtained at the first moment, and use the light color and countdown corresponding to the first phase identifier as the light color and countdown of the target phase.

[0069] In a third aspect, an embodiment of the present invention provides a processing device comprising: a transceiver, a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein when the processor executes the computer program, the steps of the signal light synchronization method as described in the first aspect are implemented.

[0070] In a fourth aspect, an embodiment of the present invention provides a computer program product, comprising computer instructions, which implement the steps of the method described above when executed by a processor.

[0071] In a fifth aspect, an embodiment of the present invention provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the steps of the signal light synchronization method as described in the first aspect.

[0072] The beneficial effects of the above technical solution of the present invention are:

[0073] The embodiments of the present invention can determine the status of the signal light group corresponding to the simulated intersection in the simulated traffic environment based on the signal light configuration information, mapping relationship information and the SPAT message received by the test vehicle in the real traffic environment, and update the simulated traffic environment accordingly, thereby achieving accurate synchronization of the signal light status between the simulated traffic environment and the real traffic environment, and can maintain high consistency between the simulated traffic environment and the real traffic environment during long-term actual vehicle testing, which helps to more accurately evaluate the performance of the C-V2X system under actual road conditions, ensure that the test results can truly reflect the actual performance of the system, and improve the reliability and accuracy of the test. BRIEF DESCRIPTION OF THE DRAWINGS

[0074] Figure 1 A flowchart showing a signal light synchronization method according to an embodiment of the present invention;

[0075] Figure 2 A schematic diagram showing a flow chart of a signal light synchronization method according to an embodiment of the present invention;

[0076] Figure 3 A second flowchart of a signal light synchronization method according to an embodiment of the present invention is shown;

[0077] Figure 4 A block diagram showing the structure of a signal light synchronization device according to an embodiment of the present invention;

[0078] Figure 5 A block diagram showing the structure of a processing device according to an embodiment of the present invention. DETAILED DESCRIPTION

[0079] To make the technical problems, technical solutions, and advantages to be solved by the present invention more apparent, a detailed description will be given below with reference to the accompanying drawings and specific embodiments. In the following description, specific details such as specific configurations and components are provided solely to facilitate a comprehensive understanding of the embodiments of the present invention. Therefore, it should be clear to those skilled in the art that various changes and modifications may be made to the embodiments described herein without departing from the scope and spirit of the present invention. In addition, for the sake of clarity and brevity, descriptions of known functions and configurations have been omitted.

[0080] It should be understood that references throughout this specification to "one embodiment" or "an embodiment" mean that a particular feature, structure, or characteristic associated with the embodiment is included in at least one embodiment of the present invention. Therefore, the appearances of "in one embodiment" or "in an embodiment" throughout this specification do not necessarily refer to the same embodiment. Furthermore, these particular features, structures, or characteristics may be combined in any suitable manner in one or more embodiments.

[0081] In various embodiments of the present invention, it should be understood that the size of the serial numbers of the following processes does not mean the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present invention.

[0082] Additionally, the terms "system" and "network" are often used interchangeably herein.

[0083] In the embodiments provided herein, it should be understood that "B corresponding to A" means that B is associated with A and B can be determined based on A. However, it should also be understood that determining B based on A does not mean determining B based solely on A; B can also be determined based on A and / or other information.

[0084] In the embodiments of the present invention, the form of the access network is not limited, and may be an access network including a macro base station (Macro Base Station), a pico base station (Pico Base Station), a Node B (the name for a 3G mobile base station), an enhanced base station (eNB), a femto eNB (Femto eNB or Home eNode B or Home eNB or HeNB), a relay station, an access point, an RRU (Remote Radio Unit), an RRH (Remote Radio Head), etc. A user terminal may be a mobile phone (or cell phone) or other device capable of sending or receiving wireless signals, including user equipment, a personal digital assistant (PDA), a wireless modem, a wireless communication device, a handheld device, a laptop computer, a cordless phone, a wireless local loop (WLL) station, a CPE (Customer Premise Equipment) capable of converting mobile signals into WiFi signals, a mobile smart hotspot, a smart home appliance, or other devices that can autonomously communicate with a mobile communication network without human operation.

[0085] Below, the relevant technology is briefly described.

[0086] Currently, in virtual-reality fusion testing solutions, although traffic lights in the simulation world are configured according to real-world traffic patterns, due to the timing asynchrony between the simulation system and the real-world traffic lights, the generated random traffic flow often fails to accurately reflect the real-world traffic patterns at the time. As a result, the random traffic flow used in real-world testing deviates from the actual situation, affecting the authenticity and effectiveness of the test.

[0087] There are currently several solutions to the problem of synchronizing simulated and real-world traffic lights:

[0088] Option 1 does not require synchronization between simulated and real-world traffic lights. The test vehicle navigates the test site solely based on simulated traffic lights, ignoring the state of real-world traffic lights. This option is suitable for internal test sites or closed test environments, where the test vehicle's driving behavior is completely controlled by simulated traffic lights. However, because the simulated and real-world traffic lights are out of sync, the generated traffic flow deviates from actual traffic conditions. Therefore, this option is only suitable for internal, interference-free test sites and is unable to accurately reflect the patterns of real-world traffic lights and their actual impact on vehicle behavior.

[0089] The second approach involves adjusting the start time of the simulation world to roughly synchronize its traffic light system with the real-world traffic lights. This approach relies on adjusting the simulation environment's timing before the test begins to minimize the time difference with the real-world traffic lights. However, this approach relies on pre-test timing adjustments, making it difficult to accurately control synchronization issues during long-term tests. As the test progresses, the time difference gradually accumulates, making it difficult to correct errors in a timely manner and affecting the accuracy of the test results.

[0090] Solution three: Real-world traffic lights need to be connected to a cloud platform. The cloud platform opens an interface for querying traffic light status. The local system synchronizes the simulated world with the real-world traffic lights by requesting the traffic light status from the cloud platform and converting it. However, this solution requires real-world traffic lights to be connected to the cloud platform, and the cloud platform needs to open an external query interface. This has high requirements for hardware, software, and permissions, making it complex to implement and difficult to widely apply in practice. Currently, there is still a lack of mature demonstration cases. In addition, this solution requires traffic lights to upload data to the cloud platform, and the local system requests the cloud platform to query the traffic light status. Due to factors such as server performance and network environment, there may be a time delay of seconds. This delay may have an adverse impact on application scenarios with high real-time requirements.

[0091] In summary, in existing virtual-reality fusion tests, no efficient and accurate solution has been proposed for the synchronization problem between simulated world traffic lights and real-world traffic lights.

[0092] Specifically, embodiments of the present invention provide a signal light synchronization method, apparatus, processing device, program product, and medium, which solve the problem in the prior art of difficulty in accurately synchronizing simulated world signal lights with real world signal lights.

[0093] First embodiment

[0094] like Figure 1 As shown, the embodiments of the present invention provide a signal light synchronization method, apparatus, processing device, program product, and medium, which specifically include the following steps:

[0095] Step 11: Obtain signal light configuration information for a simulated traffic environment, mapping information between the simulated traffic environment and the real traffic environment, and signal phase and timing SPAT messages received by the test vehicle at a real intersection in the real traffic environment. The simulated traffic environment is a traffic flow model built in simulation software to simulate the real traffic environment; the signal light configuration information includes the changing patterns and states of signal light groups at simulated intersections in the simulated traffic environment; and the mapping information includes the mapping relationship between the road network information of the simulated traffic environment and the map information of the real traffic environment.

[0096] Here, the SPAT message received by the test vehicle in a real traffic environment refers to the SPAT message received by the test vehicle in real time in a real traffic environment. As an optional embodiment, the test vehicle may receive the SPAT message via an on-board unit (OBU) installed on the test vehicle. The SPAT message may be sent by a roadside device via vehicle networking technology.

[0097] It should be noted that in step 11, the traffic light configuration information is the traffic light configuration information supported by the simulated traffic environment software, converted from the traffic light patterns in the real traffic environment. Specifically, the information can be obtained by pre-collecting SPAT messages from real intersections in the real traffic environment (i.e., obtaining historical SPAT messages corresponding to each real intersection) and analyzing and processing these SPAT messages.

[0098] In addition, the mapping relationship information between the simulated traffic environment and the real traffic environment mentioned above mainly includes the mapping relationship between the road network information of the simulated traffic environment and the map information of the real traffic environment (recorded as incoming_roads). Specifically, by traversing the SUMO road network file and the V2X MAP file, the mapping relationship between the in direction of the SUMO intersection, the straight control link index of the in direction road in SUMO, the SUMO intersection identification (Identity, ID) and the node ID of the V2X MAP (that is, the identification of the real intersection) and the phase ID can be established, and the mapping relationship is used as the mapping relationship information between the simulated traffic environment and the real traffic environment (that is, the mapping data of the SUMO road network and the V2X SPAT). Among them, there may be many indices of the straight control link of the in direction road in SUMO, and any one can be selected. The in direction of the intersection can be represented by the ID of the edge (edge) adjacent to the intersection.

[0099] It should also be noted that the signal light synchronization method provided by the embodiments of the present invention can be applied in traffic simulation tests. During specific tests, random traffic flow simulation software such as SUMO (Simulation of Urban Mobility) can be used to construct a simulated traffic environment. Such traffic flow simulation tools can be used to generate random traffic flow data. Hardware-in-the-Loop (HIL) technology can be used to construct a virtual-real HIL test environment. The random traffic flow data generated by the simulation environment is transmitted to a real vehicle (i.e., a test vehicle in a real traffic environment) via PC5 broadcast. The test vehicle drives in the simulated random traffic flow environment, while the simulated vehicle drives in the simulation world (i.e., the simulated traffic environment) according to the trajectory of the real vehicle in the real traffic environment. In this way, the state of the test vehicle is also mapped to the virtual environment of the traffic flow simulation tool, affecting the distribution of random traffic flow and reproducing the real environment. In this way, through the real vehicle and the virtual simulated background traffic flow, the performance of the C-V2X system can be fully tested and verified.

[0100] Step 12: Determine the status of the signal light group of the simulated intersection corresponding to the real intersection according to the signal light configuration information, the mapping relationship information and the SPAT message.

[0101] Here, the simulated intersection corresponding to the real intersection is the simulated intersection corresponding to the real intersection in the simulated traffic environment.

[0102] That is, in step 12, the state of the signal light group in the simulated traffic environment can be calculated in time based on the SPAT message received by the test vehicle in real time in the real traffic environment, thereby achieving accurate synchronization between the signal lights in the simulated world and the signal lights in the real world.

[0103] Step 13: updating the simulated traffic environment according to the status of the signal light group corresponding to the simulated intersection, so as to achieve signal light synchronization between the simulated traffic environment and the real traffic environment.

[0104] In this embodiment, the status of the signal light group corresponding to the simulated intersection in the simulated traffic environment can be determined based on the signal light configuration information, mapping relationship information and the SPAT message received by the test vehicle in the real traffic environment, and the simulated traffic environment can be updated accordingly, thereby achieving accurate synchronization of the signal light status between the simulated traffic environment and the real traffic environment. It can maintain high consistency between the simulated traffic environment and the real traffic environment during long-term actual vehicle testing, which helps to more accurately evaluate the performance of the C-V2X system under actual road conditions, ensure that the test results can truly reflect the actual performance of the system, and improve the reliability and accuracy of the test.

[0105] In some embodiments, step 11, obtaining traffic light configuration information of a simulated traffic environment, includes:

[0106] Step 1101: Acquire historical SPAT messages corresponding to at least one real intersection in the real traffic environment.

[0107] It should be noted that the traffic light configuration information can be obtained by pre-collecting historical SPAT messages and performing offline data processing.

[0108] Specifically, when collecting data, the original SPAT message of each intersection (i.e., the first historical SPAT message) can be collected. The first historical SPAT message contains the rules of each phase, the current light color, and the countdown. It should be noted that when collecting data, it is necessary to collect detailed signal light status and phase change information for each real intersection in the real traffic environment as much as possible. It is also possible to collect SPAT messages from multiple intersections at the same time (i.e., the second historical SPAT message). Usually, one place can cover messages from multiple nearby intersections. It should be noted that since the test field may be large, data needs to be collected in multiple files. It is necessary to ensure that each file contains the same intersection so that the intersections can be associated through the intersection.

[0109] Step 1102: For each of the real intersections, obtain the regularity information of the traffic light group corresponding to the real intersection based on the historical SPAT message corresponding to the real intersection; and obtain the status of the traffic light group corresponding to each of the real intersections at the same time based on the historical SPAT messages corresponding to the real intersection at different times, where the time is the time when the historical SPAT message is collected.

[0110] It should be noted that in step 1102, when processing the historical SPAT messages corresponding to the real intersections (i.e., the first historical SPAT messages), a tool or script can be used to process the data and extract the patterns of the signal light groups corresponding to each real intersection from the first historical SPAT messages of each real intersection. In this way, by processing the collected historical SPAT messages, the patterns of isolated signal lights in a single phase can be converted into pattern information for signal light groups corresponding to each intersection.

[0111] It should also be noted that a real intersection corresponds to a traffic light group. A traffic light group can be used as a whole to calculate the changing pattern of green and yellow lights in each traffic light group. Usually, the red light time in one direction is equal to the sum of the green and yellow light times in all other directions, which may also include the all-red time.

[0112] In some optional examples, step 1102 can specifically calculate the position offset of the signal light group of each real intersection within its cycle at a certain moment based on the historical SPAT messages (i.e., the second historical SPAT messages) corresponding to the real intersection at each moment, thereby calculating the status of the signal light group corresponding to the real intersection at that moment.

[0113] For multiple real intersections in the same file, the corresponding intra-group offset positions can be directly extracted; for real intersections in different files, the data of the common intersection M between the different files is used for synchronization calculation: the intra-group offset position of the intersection M in the two files is calculated, and the time from one position to another is determined, and then the intra-group offset of other intersections in the files can be aligned using this time. For example, suppose that file 1 and file 2 contain the same intersection M, and the intra-group offset position of intersection M at a certain time in file 1 is t x , the position of intersection M in the group at the same time in file 2 is t y , then the intersection M is offset from the signal light group by position t y Run to the offset position t within the group x The time it takes is Δt=(t x -t y )modP M Among them, P M represents the total cycle of the M signal light group at the intersection, then the t of the alignment file 1 is x At this moment, the position of the time length Δt of the internal offset corresponding to the other intersections in file 2 is the new internal offset, that is, the new internal offset is: NewPos2(i,t x )=(NewPos2(i,t y )+Δt)mod P i Where i represents a real intersection i in file 2, P i Represents the total cycle of the traffic light group at the real intersection i.

[0114] Step 1103 , obtaining the signal light configuration information of the simulated traffic environment according to the regularity information of the signal light groups corresponding to the real intersections and the states of the signal light groups corresponding to the real intersections at the same time.

[0115] It should be noted that different random traffic flow simulation software defines signal light groups differently. Therefore, it is necessary to convert the V2X SPAT message signal light definition method to the random traffic flow simulation software's signal light definition method.

[0116] In the above step 1103, the regular information (spat i) and the corresponding signal light group state at each moment of the real intersection (state i , such as current phase, light color and countdown) to convert the signal light group data into a configuration supported by random traffic flow simulation software (such as SUMO) (that is, the signal light configuration information of the simulated traffic environment is obtained by conversion).

[0117] Here, we take SUMO, a stochastic traffic flow simulation software, as an example. In the SUMO traffic light definition, time is on the vertical axis, and each phase describes the signal state of all control links (each link connects the entry lane of an intersection with the exit lane of an intersection), which lasts for a fixed time. Moreover, whenever a signal state changes, a new phase is introduced, which means that the transition between green signal phases may consist of multiple intermediate phases. There is a one-to-many mapping relationship between the "phase" in the V2X SPAT message and the control links in SUMO, that is, each "phase" in the V2X SPAT message can control multiple links.

[0118] Through scripts or SUMO's netedit software, visual editing can be used to obtain the SUMO signal light configuration information for each intersection (that is, the signal light rule configuration file tls i ), and according to the state of the signal light group corresponding to each real intersection (state i ), calculate the offset (offset) within the cycle of the corresponding signal light group at each intersection i Here, offset refers to the position difference of each intersection within the large cycle of its signal light group at the same time.

[0119] Through the above data processing process, the regularity of the signal light group in the test field (that is, the real traffic environment) and the corresponding internal offset of the group at the same time can be obtained.

[0120] In some embodiments, the road network information of the simulated traffic environment includes the identification of the simulated intersection, the incoming direction, and at least one of the flow control information corresponding to the incoming direction, where the incoming direction is the direction of entering the simulated intersection; the map information of the real traffic environment includes: the real intersection identification and the phase identification corresponding to the real intersection identification in each incoming direction.

[0121] It should be noted that the road network information of the simulated traffic environment can include any one or a combination of any two of the following: the simulated intersection identifier, the incoming direction, and the flow control information corresponding to the incoming direction. It can also include all three. A real intersection identifier can correspond to multiple incoming directions, and a real intersection identifier corresponds to a phase identifier for each corresponding incoming direction.

[0122] Here, using the simulated traffic environment constructed by SUMO as an example, the inbound direction is the in direction of the SUMO intersection, which is also the edge in the SUMO road network file. The flow control information corresponding to the inbound direction is the index of the straight control link of the inbound road, which can indicate information such as left turn, straight ahead, and right turn.

[0123] It should be noted that in some optional embodiments, signal light synchronization can be triggered by external commands, that is, by externally triggering automatic updates to synchronize the signal lights between the simulated traffic environment and the real traffic environment. Here, two specific methods for achieving signal light synchronization are introduced.

[0124] First, we introduce the first way to synchronize traffic lights: the global update synchronization method, which is to update the status of traffic lights in all areas of the simulated world in real time based on the phase of a single real-world traffic light. Figure 2 As shown, the specific synchronization process of this synchronization method is as follows:

[0125] In some embodiments, step 12, determining the signal light group status of the simulated intersection corresponding to the real intersection based on the signal light configuration information, the mapping relationship information, and the SPAT message, includes:

[0126] (1) obtaining a target simulated intersection that a simulated vehicle is about to enter, and a target entry direction of the simulated vehicle into the target simulated intersection, wherein the simulated vehicle travels in the simulated traffic environment according to the driving trajectory of the test vehicle.

[0127] Through this step, the intersection the vehicle is pointing to and the direction of entry can be obtained, that is, the intersection the simulated vehicle is heading towards (ie, the target simulated intersection) and the in direction of entering the intersection (ie, the target in direction) can be obtained.

[0128] In an optional example, this step may specifically include the following sub-steps:

[0129] (1) Obtain the vehicle position and heading angle of the simulated vehicle in the simulated traffic environment. That is, obtain the position and posture (i.e., heading angle) of the simulated vehicle corresponding to the test vehicle in SUMO.

[0130] (2) Determine the target simulated intersection based on the vehicle position and the heading angle.

[0131] Here, the intersection that the vehicle is about to pass, ie, the target simulation intersection, can be determined through the vehicle position, the geometric position of the surrounding intersections, and the vehicle orientation (ie, the heading angle).

[0132] (3) Determine the target incoming direction from at least one incoming direction corresponding to the target simulated intersection based on the vehicle position and the position of the target simulated intersection.

[0133] Here, specifically, the in direction (ie, the target in direction) from which the simulated vehicle enters the intersection can be calculated based on the vehicle position, the position of the target simulated intersection, and the position of the edge adjacent to the target simulated intersection.

[0134] It should be noted that since the simulated map is restored based on the real map, there may be information missing, so the required information may not be obtained based on the network topology method. In this example, through the above steps, the target simulated intersection that the simulated vehicle is about to enter and the target entry direction of the target simulated intersection can be obtained.

[0135] (2) determining, based on the mapping relationship information, the identifier of the target simulated intersection and the target entry direction, the state of the first signal light group at the real intersection corresponding to the target simulated intersection when the simulated vehicle enters the target simulated intersection from the target entry direction.

[0136] Through this step, the node ID (that is, the identifier of the target simulated intersection) and phase ID of the corresponding V2X SPAT can be obtained, that is, the current state of the real-world traffic light phase can be obtained.

[0137] In an optional example, this step may specifically include the following sub-steps:

[0138] (1) Determine, according to the mapping relationship information, the identifier of the target simulated intersection and the target incoming direction, a target real intersection identifier and a target phase identifier corresponding to the target simulated intersection and the target incoming direction in the real traffic environment.

[0139] Here, based on the in direction of the SUMO intersection (i.e., the target inbound direction of the simulated vehicle entering the target simulated intersection) and the SUMO intersection ID (i.e., the identifier of the target simulated intersection), the mapping relationship information between the simulated traffic environment and the real traffic environment (i.e., incoming_roads) can be queried to obtain the node ID of the V2X MAP corresponding to the above in direction (i.e., the target real intersection identifier corresponding to the target simulated intersection and the target inbound direction in the real traffic environment) and the phase ID (i.e., the target phase identifier).

[0140] (2) Acquire a first SPAT message corresponding to the target real intersection identifier and the target phase identifier from the SPAT message.

[0141] In this step, the V2X SPAT messages received by the test vehicle in real time in a real traffic environment can be traversed to find the corresponding first SPAT message.

[0142] (3) According to the first SPAT message, the light color and countdown corresponding to the target phase identifier are determined as the first signal light group state.

[0143] In this step, the light color and countdown corresponding to the target phase identifier are obtained according to the first SPAT message, and are used as the first signal light group state.

[0144] (3) According to the state of the first signal light group, obtaining the state of the second signal light group corresponding to the target simulated intersection in the simulated traffic environment.

[0145] This step converts the state of the first signal light group (i.e., the current state of the V2X SPAT in the real world) into the current state of the signal light group in SUMO. Specifically, based on the in direction of the SUMO intersection (i.e., the target incoming direction) and the SUMO intersection ID (i.e., the identifier of the target simulated intersection), the mapping relationship information between the simulated traffic environment and the real traffic environment (i.e., incoming_roads) can be queried to obtain the in-direction road straight control link index (i.e., flow control information). Based on the location pointed to by the in-direction road straight control link index, the SUMO signal light configuration information is traversed forward to determine the last phase of the continuous target color. Starting from the last matching phase, the traversal is performed backward to determine the phase of the target countdown and the countdown of that phase. This phase and the countdown of that phase are used as the second signal light group state corresponding to the target simulated intersection in the simulated traffic environment.

[0146] In addition, the initial state of the intersection can be calculated (according to the offset i (Query) the time Δt required to run to the above target phase and countdown.

[0147] (4) obtaining a third signal light group state corresponding to at least one simulated intersection other than the target simulated intersection in the simulated traffic environment based on the second signal light group state, and determining the second signal light group state and the third signal light group state as the signal light group states corresponding to the simulated intersection in the simulated traffic environment.

[0148] Here, you can use offset i The initial state is determined, and the state (phase and countdown) of the signal light group of each intersection after the conversion time Δt is determined, thereby determining the state of the third signal light group corresponding to at least one simulated intersection other than the target simulated intersection.

[0149] It should be noted that after obtaining the status of the signal light group corresponding to the simulated intersection in the simulated traffic environment, the status of the signal light in the simulated environment can be synchronized accordingly, that is, the signal light groups at each simulated intersection in the simulated traffic environment can be synchronized according to the second signal light group status and the third signal light group status (including synchronization of phase and countdown).

[0150] In this embodiment, the node (i.e., the target simulated intersection) and phase ID that the simulated vehicle is about to pass can be calculated based on the position of the simulated vehicle, and the node and phase ID can be filtered and parsed in real time to obtain the current signal light group status (light color and countdown) of the signal light in the real world. Then, the status of other signal light groups can be inferred through the status of the signal light group, achieving precise synchronization of one intersection and inferred synchronization update of other intersections. This can ensure that the signal lights in the simulated world are consistent with the actual traffic conditions in the real world, and is particularly suitable for testing situations where attention needs to be paid to specific intersections.

[0151] Next, we introduce the second way to synchronize traffic lights: the local update synchronization method, which is to update the SUMO traffic light group status corresponding to the phase information received from the SPAT message, so as to achieve accurate synchronization of multiple intersections. Figure 3 As shown in the figure, the specific synchronization process is as follows:

[0152] In some embodiments, step 12, determining the signal light group status of the simulated intersection corresponding to the real intersection based on the signal light configuration information, the mapping relationship information, and the SPAT message, includes:

[0153] (1) Obtaining, based on a SPAT message corresponding to at least one real intersection marker acquired at a first moment, a light color and a countdown of a target phase corresponding to the at least one real intersection marker.

[0154] In some embodiments, this step may specifically include: for each real intersection identifier among the at least one real intersection identifier, obtaining the first phase identifier corresponding to the real intersection identifier based on the mapping relationship information, the first phase identifier being any phase identifier corresponding to the real intersection identifier; obtaining the light color and countdown corresponding to the first phase identifier based on the SPAT message corresponding to the real intersection identifier obtained at the first moment, and using the light color and countdown corresponding to the first phase identifier as the light color and countdown of the target phase.

[0155] It should be noted that a real intersection identifier can correspond to multiple incoming directions, and a real intersection identifier corresponds to a phase identifier for each corresponding incoming direction, that is, a real intersection identifier can correspond to multiple phase identifiers. The first phase identifier here can be the phase identifier of any incoming direction corresponding to the real intersection identifier.

[0156] Specifically, it is possible to obtain the SPAT messages of all different real intersections that the test vehicle can receive at the same moment (the first moment or approximately the first moment, that is, within a preset time from the first moment), and obtain the designated phase ID, current light color, and countdown of these real intersections. Specifically, the mapping relationship information between the simulated traffic environment and the real traffic environment (i.e., incoming_roads) can be queried based on the node ID (i.e., the identifier of the real intersection), and the phase ID corresponding to the node ID can be obtained (i.e., the first phase identifier, if multiple data are queried, any one of them can be selected); thereafter, the SPAT message received by the test vehicle is parsed based on the nodeID and phase ID to obtain the current light color and countdown of the phase, and use it as the light color and countdown of the target phase.

[0157] It should be noted that the test vehicle receives V2X SPAT messages in real time. If a duplicate node ID is received, the reception can be stopped. In this way, the V2X SPAT messages received are the SPAT messages of all different intersections that can be received at that location.

[0158] (2) obtaining the signal light group state of the simulated intersection corresponding to the at least one real intersection in the simulated traffic environment according to the light color and countdown of the target phase corresponding to the at least one real intersection identifier.

[0159] It should be noted that in this step, the current state of the V2X SPAT obtained in the previous step (that is, the light color and countdown of the target phase) needs to be converted into the current state of the signal light group in SUMO.

[0160] Specifically, the mapping relationship between the simulated traffic environment and the real traffic environment (i.e., incoming_roads) can be queried based on the node ID (i.e., the identifier of the real intersection) and the phase ID (i.e., the target phase) to obtain the straight-through control link index of the in-direction road (i.e., the flow control information). Then, based on the position pointed to by the straight-through control link index of the in-direction road, the traffic light configuration information of SUMO is traversed forward to determine the last phase of the continuous target color. Starting from the last matching phase, the reverse traversal is performed to determine the phase of the target countdown and the countdown of that phase.

[0161] Through the above steps, the signal light group synchronization data of all node IDs corresponding to the SUMO intersection that can be received by the test vehicle can be obtained, and the signal light status in the simulation environment can be synchronized accordingly.

[0162] In this embodiment, multiple signals in the simulated world can be precisely synchronized based on the phases of multiple real-world signals. This precise synchronization of multiple intersections can more comprehensively reflect the actual conditions of traffic lights and is suitable for more complex testing requirements and synchronization of multiple intersections.

[0163] The two signal light synchronization mechanisms described above can flexibly synchronize signals within a specified range (all areas or specific areas) at any time and anywhere, depending on actual needs. This allows testers to accurately synchronize signals in various test scenarios and environments. They are widely applicable to a variety of large-scale public test sites and demonstration areas, not just internal test sites. Whether testing for short or long periods, they ensure high-precision signal light synchronization during real-world vehicle testing, improving test reliability and accuracy.

[0164] It's important to note that the aforementioned traffic light synchronization method can be implemented locally, without relying on complex external cloud platforms or additional data permissions. This makes the implementation process more independent and autonomous, effectively simplifying system configuration and operation, and reducing the technical complexity and cost of implementation. Therefore, it can be more economically and efficiently implemented and promoted in practical applications. Furthermore, this local traffic light synchronization method reduces data upload and query latency, improving the system's real-time responsiveness, making it suitable for applications with high real-time requirements.

[0165] The signal light synchronization method in the embodiment of the present invention can extract the status of one or more signal phases based on the SPAT message received by the test vehicle, and synchronize the signal light status of the simulated world accordingly, thereby achieving accurate synchronization of the signal light status between the simulated traffic environment and the real traffic environment. It can maintain high consistency between the simulated traffic environment and the real traffic environment during long-term actual vehicle testing, thereby improving the reliability and accuracy of the test.

[0166] Second embodiment

[0167] like Figure 4 As shown, an embodiment of the present invention provides a signal light synchronization device 400, comprising:

[0168] The first acquisition module 401 is used to obtain the signal light configuration information of the simulated traffic environment, the mapping relationship information between the simulated traffic environment and the real traffic environment, and the signal phase and timing SPAT message of the real intersection received by the test vehicle in the real traffic environment;

[0169] A first processing module 402 is configured to determine a signal light group state of a simulated intersection corresponding to the real intersection based on the signal light configuration information, the mapping relationship information, and the SPAT message;

[0170] A first updating module 403 is configured to update the simulated traffic environment according to the state of the signal light group corresponding to the simulated intersection, so as to achieve signal light synchronization between the simulated traffic environment and the real traffic environment;

[0171] The simulated traffic environment is a traffic flow model built in simulation software to simulate the real traffic environment;

[0172] The signal light configuration information includes the changing pattern and status of the signal light group at the simulated intersection in the simulated traffic environment;

[0173] The mapping relationship information includes a mapping relationship between the road network information of the simulated traffic environment and the map information of the real traffic environment.

[0174] In this embodiment, the status of the signal light group corresponding to the simulated intersection in the simulated traffic environment can be determined based on the signal light configuration information, mapping relationship information and the SPAT message received by the test vehicle in the real traffic environment, and the simulated traffic environment can be updated accordingly, thereby achieving accurate synchronization of the signal light status between the simulated traffic environment and the real traffic environment. It can maintain high consistency between the simulated traffic environment and the real traffic environment during long-term actual vehicle testing, which helps to more accurately evaluate the performance of the C-V2X system under actual road conditions, ensure that the test results can truly reflect the actual performance of the system, and improve the reliability and accuracy of the test.

[0175] Optionally, the first obtaining module 401 includes:

[0176] A first acquisition submodule is configured to acquire a historical SPAT message corresponding to at least one real intersection in the real traffic environment;

[0177] A first processing submodule is configured to obtain, for each of the real intersections, regularity information of the traffic light group corresponding to the real intersection based on the historical SPAT message corresponding to the real intersection; and

[0178] A second processing submodule is configured to obtain the status of the signal light groups corresponding to the real intersections at the same time according to the historical SPAT messages corresponding to the real intersections at different times, where the time is the time when the historical SPAT messages are collected;

[0179] The third processing submodule is configured to obtain the signal light configuration information of the simulated traffic environment according to the regularity information of the signal light groups corresponding to the real intersections and the states of the signal light groups corresponding to the real intersections at the same time.

[0180] Optionally, the road network information of the simulated traffic environment includes the identification of the simulated intersection, the incoming direction and at least one of the flow control information corresponding to the incoming direction, where the incoming direction is the direction of entering the simulated intersection; the map information of the real traffic environment includes: the real intersection identification and the phase identification corresponding to the real intersection identification in each incoming direction.

[0181] Optionally, the first processing module 402 includes:

[0182] A first processing unit is configured to obtain a target simulated intersection that a simulated vehicle is about to enter, and a target entry direction of the simulated vehicle entering the target simulated intersection, wherein the simulated vehicle travels in the simulated traffic environment according to the driving trajectory of the test vehicle;

[0183] A second processing unit is configured to determine, based on the mapping relationship information, the identifier of the target simulated intersection, and the target entrance direction, a state of a first signal light group at a real intersection corresponding to the target simulated intersection when the simulated vehicle enters the target simulated intersection from the target entrance direction;

[0184] a third processing unit, configured to obtain a second signal light group state corresponding to the target simulated intersection in the simulated traffic environment according to the first signal light group state;

[0185] The fourth processing unit is used to obtain the third signal light group state corresponding to at least one simulated intersection other than the target simulated intersection in the simulated traffic environment based on the second signal light group state, and determine the second signal light group state and the third signal light group state as the signal light group state corresponding to the simulated intersection in the simulated traffic environment.

[0186] Optionally, the first processing unit includes:

[0187] A first processing subunit is configured to obtain a vehicle position and a heading angle of the simulated vehicle in the simulated traffic environment;

[0188] A second processing subunit is configured to determine the target simulated intersection according to the vehicle position and the heading angle;

[0189] The third processing subunit is configured to determine the target incoming direction from at least one incoming direction corresponding to the target simulated intersection according to the vehicle position and the position of the target simulated intersection.

[0190] Optionally, the second processing unit includes:

[0191] A fourth processing subunit is configured to determine, in the real traffic environment, a target real intersection identifier and a target phase identifier corresponding to the target simulated intersection and the target incoming direction according to the mapping relationship information, the identifier of the target simulated intersection, and the target incoming direction;

[0192] a fifth processing subunit, configured to obtain, from the SPAT message, a first SPAT message corresponding to the target real intersection identifier and the target phase identifier;

[0193] The sixth processing subunit is configured to determine, according to the first SPAT message, the light color and countdown corresponding to the target phase identifier as the first signal light group state.

[0194] Optionally, the first processing module 402 includes:

[0195] a seventh processing subunit, configured to obtain, according to the SPAT message corresponding to the at least one real intersection identifier obtained at the first moment, a light color and a countdown of a target phase corresponding to the at least one real intersection identifier;

[0196] The eighth processing sub-unit is used to obtain the signal light group state of the simulated intersection corresponding to the at least one real intersection in the simulated traffic environment according to the light color and countdown of the target phase corresponding to the at least one real intersection identifier.

[0197] Optionally, the seventh processing subunit includes:

[0198] a ninth processing subunit, configured to obtain, for each real intersection identifier of the at least one real intersection identifier, a first phase identifier corresponding to the real intersection identifier according to the mapping relationship information, where the first phase identifier is any phase identifier corresponding to the real intersection identifier;

[0199] The tenth processing subunit is used to obtain the light color and countdown corresponding to the first phase identifier based on the SPAT message corresponding to the real intersection identifier obtained at the first moment, and use the light color and countdown corresponding to the first phase identifier as the light color and countdown of the target phase.

[0200] The second embodiment of the present invention corresponds to the method of the first embodiment. All implementation means in the first embodiment are applicable to the embodiment of the signal light synchronization device and can achieve the same technical effects.

[0201] Third embodiment

[0202] In order to better achieve the above goals, Figure 5 As shown, the third embodiment of the present invention further provides a processing device, including:

[0203] and a memory 520 connected to the processor 500 via a bus interface, the memory 520 being used to store programs and data used by the processor 500 when performing operations, and the processor 500 calling and executing the programs and data stored in the memory 520.

[0204] The transceiver 510 is connected to the bus interface and is used to receive and send data under the control of the processor 500; the processor 500 is used to read the program in the memory 520 and execute the following steps:

[0205] Acquire signal light configuration information of a simulated traffic environment, mapping relationship information between the simulated traffic environment and a real traffic environment, and signal phase and timing SPAT messages of a real intersection received by a test vehicle in the real traffic environment;

[0206] Determine the signal light group state of the simulated intersection corresponding to the real intersection according to the signal light configuration information, the mapping relationship information and the SPAT message;

[0207] updating the simulated traffic environment according to the state of the signal light group corresponding to the simulated intersection, so as to achieve signal light synchronization between the simulated traffic environment and the real traffic environment;

[0208] The simulated traffic environment is a traffic flow model built in simulation software to simulate the real traffic environment;

[0209] The signal light configuration information includes the changing pattern and status of the signal light group at the simulated intersection in the simulated traffic environment;

[0210] The mapping relationship information includes a mapping relationship between the road network information of the simulated traffic environment and the map information of the real traffic environment.

[0211] In this embodiment, the status of the signal light group corresponding to the simulated intersection in the simulated traffic environment can be determined based on the signal light configuration information, mapping relationship information and the SPAT message received by the test vehicle in the real traffic environment, and the simulated traffic environment can be updated accordingly, thereby achieving accurate synchronization of the signal light status between the simulated traffic environment and the real traffic environment. It can maintain high consistency between the simulated traffic environment and the real traffic environment during long-term actual vehicle testing, which helps to more accurately evaluate the performance of the C-V2X system under actual road conditions, ensure that the test results can truly reflect the actual performance of the system, and improve the reliability and accuracy of the test.

[0212] Among them, Figure 5In the embodiment, the bus architecture may include any number of interconnected buses and bridges, specifically linking together various circuits of one or more processors represented by processor 500 and memory represented by memory 520. The bus architecture may also link together various other circuits such as peripheral devices, voltage regulators, and power management circuits, which are all well known in the art and therefore will not be described further herein. The bus interface provides an interface. The transceiver 510 may be a plurality of components, namely, a transmitter and a transceiver, providing a unit for communicating with various other devices on a transmission medium. For different terminals, the user interface 530 may also be an interface capable of connecting external or internal devices as required, including but not limited to a keypad, display, speaker, microphone, joystick, etc. The processor 500 is responsible for managing the bus architecture and general processing, and the memory 520 may store data used by the processor 500 when performing operations.

[0213] Optionally, when acquiring the signal light configuration information of the simulated traffic environment, the processor 500 is specifically configured to execute:

[0214] Obtaining historical SPAT messages corresponding to at least one real intersection in the real traffic environment;

[0215] For each of the real intersections, obtaining regularity information of the traffic light group corresponding to the real intersection based on historical SPAT messages corresponding to the real intersection; and obtaining the status of the traffic light groups corresponding to each of the real intersections at the same time based on historical SPAT messages corresponding to the real intersection at different times, where the time is the time when the historical SPAT messages were collected;

[0216] The signal light configuration information of the simulated traffic environment is obtained according to the regular information of the signal light groups corresponding to the real intersections and the states of the signal light groups corresponding to the real intersections at the same time.

[0217] Optionally, the road network information of the simulated traffic environment includes the identification of the simulated intersection, the incoming direction and at least one of the flow control information corresponding to the incoming direction, where the incoming direction is the direction of entering the simulated intersection; the map information of the real traffic environment includes: the real intersection identification and the phase identification corresponding to the real intersection identification in each incoming direction.

[0218] Optionally, when the processor 500 determines the signal light group state of the simulated intersection corresponding to the real intersection according to the signal light configuration information, the mapping relationship information and the SPAT message, it is specifically configured to execute:

[0219] Obtaining a target simulated intersection that the simulated vehicle is about to enter, and a target entry direction of the simulated vehicle entering the target simulated intersection, wherein the simulated vehicle travels in the simulated traffic environment according to the driving trajectory of the test vehicle;

[0220] Determining, according to the mapping relationship information, the identifier of the target simulated intersection and the target entrance direction, a state of a first signal light group of a real intersection corresponding to the target simulated intersection when the simulated vehicle enters the target simulated intersection from the target entrance direction;

[0221] Obtaining, according to the state of the first signal light group, a state of a second signal light group corresponding to the target simulated intersection in the simulated traffic environment;

[0222] According to the second signal light group state, a third signal light group state corresponding to at least one simulated intersection other than the target simulated intersection in the simulated traffic environment is obtained, and the second signal light group state and the third signal light group state are determined as the signal light group states corresponding to the simulated intersection in the simulated traffic environment.

[0223] Optionally, when acquiring the target simulated intersection that the simulated vehicle is about to enter and the target entry direction of the simulated vehicle entering the target simulated intersection, the processor 500 is specifically configured to execute:

[0224] Acquiring a vehicle position and a heading angle of the simulated vehicle in the simulated traffic environment;

[0225] Determining the target simulated intersection according to the vehicle position and the heading angle;

[0226] The target incoming direction is determined from at least one incoming direction corresponding to the target simulated intersection according to the vehicle position and the position of the target simulated intersection.

[0227] Optionally, when the processor 500 determines, based on the mapping relationship information, the identifier of the target simulated intersection, and the target entrance direction, the state of the first signal light group of the real intersection corresponding to the target simulated intersection when the simulated vehicle enters the target simulated intersection from the target entrance direction, the processor 500 is specifically configured to execute:

[0228] Determining a target real intersection identifier and a target phase identifier corresponding to the target simulated intersection and the target incoming direction in the real traffic environment according to the mapping relationship information, the identifier of the target simulated intersection and the target incoming direction;

[0229] Acquire a first SPAT message corresponding to the target real intersection identifier and the target phase identifier from the SPAT message;

[0230] According to the first SPAT message, the light color and countdown corresponding to the target phase identifier are determined as the first signal light group state.

[0231] Optionally, when the processor 500 determines the signal light group state of the simulated intersection corresponding to the real intersection according to the signal light configuration information, the mapping relationship information and the SPAT message, it is specifically configured to execute:

[0232] Obtaining, according to the SPAT message corresponding to the at least one real intersection marker obtained at the first moment, a light color and a countdown of a target phase corresponding to the at least one real intersection marker;

[0233] According to the light color and countdown of the target phase corresponding to the at least one real intersection identifier, the signal light group state of the simulated intersection corresponding to the at least one real intersection in the simulated traffic environment is obtained.

[0234] Optionally, the processor 500 obtains the light color and countdown of the target phase corresponding to the at least one real intersection marker according to the SPAT message corresponding to the at least one real intersection marker obtained at the first moment, and is specifically configured to execute:

[0235] For each real intersection identifier of the at least one real intersection identifier, obtaining a first phase identifier corresponding to the real intersection identifier according to the mapping relationship information, where the first phase identifier is any phase identifier corresponding to the real intersection identifier;

[0236] According to the SPAT message corresponding to the real intersection identifier obtained at the first moment, the light color and countdown corresponding to the first phase identifier are obtained, and the light color and countdown corresponding to the first phase identifier are used as the light color and countdown of the target phase.

[0237] It should be noted here that the above-mentioned processing equipment provided in the embodiment of the present invention can implement all the method steps implemented in the above-mentioned signal light synchronization method embodiment, and can achieve the same technical effect. The parts and beneficial effects of this embodiment that are the same as the method embodiment will not be described in detail here.

[0238] The present application also provides a computer program product including computer instructions, which, when executed by a processor, implement the above Figure 1 The various processes of the method embodiment shown can achieve the same technical effect, and to avoid repetition, they will not be described here.

[0239] Those skilled in the art will understand that all or part of the steps to implement the above embodiments may be accomplished by hardware, or may be accomplished by instructing relevant hardware through a computer program, wherein the computer program includes instructions for executing part or all of the steps of the above method; and the computer program may be stored in a readable storage medium, which may be any form of storage medium.

[0240] In addition, a specific embodiment of the present invention further provides a computer-readable storage medium having a computer program stored thereon. When executed by a processor, the program implements the steps of the method described in the first embodiment described above. The same technical effects can be achieved, and to avoid repetition, the details are not repeated here.

[0241] In addition, it should be noted that, in the apparatus and method of the present invention, it is obvious that each component or each step can be decomposed and / or recombined. These decompositions and / or recombinations should be regarded as equivalent schemes of the present invention. Moreover, the steps of performing the above-mentioned series of processing can naturally be performed in chronological order according to the order of description, but it is not necessary to perform them in chronological order, and some steps can be performed in parallel or independently of each other. For those of ordinary skill in the art, it will be understood that all or any steps or components of the method and apparatus of the present invention can be implemented in any computing device (including processors, storage media, etc.) or a network of computing devices in hardware, firmware, software or a combination thereof, which can be achieved by those of ordinary skill in the art using their basic programming skills after reading the description of the present invention.

[0242] Therefore, the purpose of the present invention can also be achieved by running a program or a group of programs on any computing device. The computing device can be a well-known general-purpose device. Therefore, the purpose of the present invention can also be achieved simply by providing a program product containing program code that implements the method or device. That is to say, such a program product also constitutes the present invention, and the storage medium storing such a program product also constitutes the present invention. Obviously, the storage medium can be any well-known storage medium or any storage medium developed in the future. It should also be pointed out that in the device and method of the present invention, it is obvious that each component or each step can be decomposed and / or recombined. These decompositions and / or recombinations should be regarded as equivalent schemes of the present invention. In addition, the steps of performing the above-mentioned series of processing can naturally be performed in chronological order according to the order of description, but do not necessarily need to be performed in chronological order. Certain steps can be performed in parallel or independently of each other.

[0243] The above is a preferred embodiment of the present invention. It should be pointed out that for ordinary technicians in this technical field, several improvements and modifications can be made without departing from the principles of the present invention. These improvements and modifications should also be regarded as within the scope of protection of the present invention.

Claims

1. A signal light synchronization method, characterized in that: include: Acquire signal light configuration information of a simulated traffic environment, mapping relationship information between the simulated traffic environment and a real traffic environment, and signal phase and timing SPAT messages of a real intersection received by a test vehicle in the real traffic environment; Determine the state of the signal light group of the simulated intersection corresponding to the real intersection according to the signal light configuration information, the mapping relationship information and the SPAT message; According to the state of the signal light group corresponding to the simulated intersection, the simulated traffic environment is updated to achieve signal light synchronization between the simulated traffic environment and the real traffic environment; Wherein, the simulated traffic environment is a traffic flow model built in the simulation software for simulating the real traffic environment; The signal light configuration information includes the changing rules and states of the signal light groups at the simulated intersection in the simulated traffic environment; The mapping relationship information includes a mapping relationship between the road network information of the simulated traffic environment and the map information of the real traffic environment.

2. The method according to claim 1, characterized in that The step of obtaining the signal light configuration information of the simulated traffic environment includes: Acquire a historical SPAT message corresponding to at least one real intersection in the real traffic environment; For each of the real intersections, obtaining regularity information of the traffic light group corresponding to the real intersection according to the historical SPAT message corresponding to the real intersection; and, According to the historical SPAT messages corresponding to the real intersections at different times, the signal light group states corresponding to the real intersections at the same time are obtained, where the time is the time when the historical SPAT messages are collected; The signal light configuration information of the simulated traffic environment is obtained according to the regularity information of the signal light groups corresponding to the real intersections and the states of the signal light groups corresponding to the real intersections at the same time.

3. The method according to claim 1 or 2, characterized in that: The road network information of the simulated traffic environment includes at least one of an identification of a simulated intersection, an inbound direction, and flow direction control information corresponding to the inbound direction, wherein the inbound direction is a direction of entering the simulated intersection; The map information of the real traffic environment includes: a real intersection mark and a phase mark corresponding to the real intersection mark in each incoming direction.

4. The method according to claim 3, characterized in that The step of determining the signal light group state of the simulated intersection corresponding to the real intersection according to the signal light configuration information, the mapping relationship information and the SPAT message comprises: Acquire a target simulated intersection that the simulated vehicle is about to enter, and a target entry direction of the simulated vehicle entering the target simulated intersection, wherein the simulated vehicle travels in the simulated traffic environment according to the driving trajectory of the test vehicle; Determine, according to the mapping relationship information, the identifier of the target simulated intersection and the target entrance direction, the state of a first signal light group of a real intersection corresponding to the target simulated intersection when the simulated vehicle enters the target simulated intersection from the target entrance direction; According to the state of the first signal light group, obtaining the state of the second signal light group corresponding to the target simulated intersection in the simulated traffic environment; According to the second signal light group state, a third signal light group state corresponding to at least one simulated intersection other than the target simulated intersection in the simulated traffic environment is obtained, and the second signal light group state and the third signal light group state are determined as the signal light group states corresponding to the simulated intersection in the simulated traffic environment.

5. The method according to claim 4, characterized in that The step of obtaining a target simulated intersection that the simulated vehicle is about to enter, and a target entry direction of the simulated vehicle entering the target simulated intersection, includes: Acquiring the vehicle position and heading angle of the simulated vehicle in the simulated traffic environment; Determining the target simulated intersection according to the vehicle position and the heading angle; The target incoming direction is determined from at least one incoming direction corresponding to the target simulated intersection according to the vehicle position and the position of the target simulated intersection.

6. The method according to claim 4, characterized in that The determining, according to the mapping relationship information, the identifier of the target simulated intersection and the target entrance direction, the state of the first signal light group of the real intersection corresponding to the target simulated intersection when the simulated vehicle enters the target simulated intersection from the target entrance direction includes: Determine a target real intersection identifier and a target phase identifier corresponding to the target simulated intersection and the target incoming direction in the real traffic environment according to the mapping relationship information, the identifier of the target simulated intersection and the target incoming direction; Acquire, from the SPAT message, a first SPAT message corresponding to the target real intersection identifier and the target phase identifier; According to the first SPAT message, the light color and countdown corresponding to the target phase identifier are determined as the first signal light group state.

7. The method according to claim 1, characterized in that The step of determining the signal light group state of the simulated intersection corresponding to the real intersection according to the signal light configuration information, the mapping relationship information and the SPAT message comprises: According to the SPAT message corresponding to the at least one real intersection mark obtained at the first moment, obtaining the light color and countdown of the target phase corresponding to the at least one real intersection mark; According to the light color and countdown of the target phase corresponding to the at least one real intersection identifier, the signal light group state of the simulated intersection corresponding to the at least one real intersection in the simulated traffic environment is obtained.

8. The method according to claim 7, characterized in that The step of obtaining, according to the SPAT message corresponding to the at least one real intersection mark obtained at the first moment, a light color and a countdown of a target phase corresponding to the at least one real intersection mark comprises: For each real intersection identifier of the at least one real intersection identifier, acquiring a first phase identifier corresponding to the real intersection identifier according to the mapping relationship information, where the first phase identifier is any phase identifier corresponding to the real intersection identifier; According to the SPAT message corresponding to the real intersection mark obtained at the first moment, the light color and countdown corresponding to the first phase mark are obtained, and the light color and countdown corresponding to the first phase mark are used as the light color and countdown of the target phase.

9. A signal light synchronization device, characterized in that: include: A first acquisition module is used to acquire the signal light configuration information of the simulated traffic environment, the mapping relationship information between the simulated traffic environment and the real traffic environment, and the signal phase and timing SPAT message of the real intersection received by the test vehicle in the real traffic environment; A first processing module, used for determining the state of the signal light group of the simulated intersection corresponding to the real intersection according to the signal light configuration information, the mapping relationship information and the SPAT message; A first updating module, used for updating the simulated traffic environment according to the state of the signal light group corresponding to the simulated intersection, so as to achieve signal light synchronization between the simulated traffic environment and the real traffic environment; Wherein, the simulated traffic environment is a traffic flow model built in the simulation software for simulating the real traffic environment; The signal light configuration information includes the changing rules and states of the signal light groups at the simulated intersection in the simulated traffic environment; The mapping relationship information includes a mapping relationship between the road network information of the simulated traffic environment and the map information of the real traffic environment.

10. A processing device comprising: A transceiver, a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor implements the steps of the signal light synchronization method according to any one of claims 1 to 8 when executing the computer program.

11. A computer program product, characterized in that The method comprises computer instructions, which, when executed by a processor, implement the steps of the method according to any one of claims 1 to 8.

12. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the steps of the signal light synchronization method according to any one of claims 1 to 8 are implemented.

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