Vehicle priority passing method, cloud control platform and vehicle

Abstract

The invention provides a vehicle priority passing method, a cloud control platform and a vehicle, the vehicle priority passing method is applied to the cloud control platform, and the method comprises the following steps: responding to a priority passing request sent by a target vehicle before the target vehicle runs to an intersection; performing phase control of different arrival conditions on signal lamps of the intersection by using the intersection signal control model, and generating control strategies of different arrival conditions, so that the target vehicle passes through the intersection preferentially based on the control strategies; wherein the target vehicles comprise vehicles needing to be subjected to priority passing scheduling, and the different arrival conditions comprise the condition corresponding to the condition that the signal lamp is red or green when the target vehicles arrive at the intersection, so that the technical problem that the passing efficiency of the priority passing vehicles is relatively low is solved.

Description

Technical Field

[0001] The present application relates to the field of traffic control technology, and in particular to a priority passage method, a cloud control platform and a vehicle. Background Art

[0002] Priority vehicles such as fire trucks and ambulances are an important part of rescue work in urban disaster emergencies such as fires and traffic accidents. Therefore, it is of great significance to improve the priority right of priority vehicles at urban road intersections, ensure the traffic efficiency of priority vehicles, and achieve efficient rescue.

[0003] However, in the prior art, in the process of controlling priority vehicles, single-vehicle intelligence or some map software is mostly used for identification and scheduling. Since single-vehicle intelligence cannot control road test equipment and the map software collects less sample data and cannot collect full vehicle trajectory information, the traffic efficiency of priority vehicles is low, which is not conducive to achieving efficient rescue. Summary of the invention

[0004] In view of this, the present application is committed to providing a priority passage method, a cloud control platform and a vehicle to solve the technical problem of low passage efficiency of priority passage vehicles.

[0005] In a first aspect, the present application provides a vehicle priority passage method, which is applied to a cloud control platform, comprising: responding to a priority passage request issued by a target vehicle before it travels to an intersection, using an intersection signal control model to perform phase control on the traffic lights at the intersection under different arrival conditions, and generating control strategies for different arrival conditions so that the target vehicle has priority passing through the intersection based on the control strategies; wherein the target vehicles include vehicles that require priority passage scheduling, and the different arrival conditions include conditions corresponding to the traffic lights being red or green when the target vehicle arrives at the intersection.

[0006] In a possible implementation of the present application, before the target vehicle travels to the intersection, the method includes: in response to the path planning route sent by the target vehicle, using the priority vehicle lane change model to calculate the lane benefit of the path planning route, and obtaining a target lane change strategy, so that the target vehicle travels to the intersection based on the target lane change strategy; wherein the path planning route includes traffic light information of the intersection that the target vehicle needs to pass, and the target lane change strategy is a lane change strategy corresponding to the best lane benefit value among multiple lane benefit values.

[0007] In a possible implementation of the present application, an intersection signal control model is used to perform phase control on the traffic lights at an intersection under different arrival conditions, including: if the different arrival conditions are characterized by the traffic light being green when the target vehicle arrives at the intersection, the traffic light is controlled under a first condition when the green light arrives; if the different arrival conditions are characterized by the traffic light being red when the target vehicle arrives at the intersection, the traffic light is controlled under a second condition when the red light arrives.

[0008] In a possible implementation of the present application, if the different arrival conditions are characterized by the traffic light being green when the target vehicle arrives at the intersection, the traffic light is controlled under the first condition when the green light arrives, including: responding to the queue dissipation time, deceleration consumption time, time used to arrive at the intersection and the remaining green light time of the target vehicle, wherein the queue dissipation time is used to characterize the dissipation time of the remaining vehicles before the target vehicle at the traffic light controlled intersection, and the deceleration consumption time is used to characterize the time used for the target vehicle to decelerate from the current position to the traffic light controlled intersection; if the time used to arrive at the intersection is greater than the queue dissipation time and less than the remaining green light time, the target vehicle is not given priority control; if the queue dissipation time is greater than the time used to arrive at the intersection and less than the remaining green light time, the target vehicle is not given priority control and is guided to decelerate.

[0009] In a possible implementation of the present application, the method also includes: if the remaining green light time is greater than the queue dissipation time and less than the time taken to reach the intersection, or the queue dissipation time is greater than the remaining green light time and less than the time taken to reach the intersection, extending the green light duration of the current phase, wherein the green light time of the current phase is used to characterize the green light time corresponding to the driving direction of the target vehicle at the signal-controlled intersection; based on the remaining driving distance and driving speed information of the target vehicle, dividing the remaining driving distance by the driving speed information to obtain a quotient, and subtracting the remaining green light time from the quotient to obtain a difference, and determining the difference as the extension time of the green light of the current phase, wherein the remaining driving distance is used to characterize the distance from the current position of the target vehicle to the stop line of the intersection.

[0010] In a possible implementation of the present application, the method also includes: if the time used to reach the intersection is greater than the remaining green light time and less than the queue dissipation time, or the remaining green light time is greater than the time used to reach the intersection and less than the queue dissipation time, extending the green light duration of the current phase and guiding the target vehicle to decelerate; judging whether the deceleration time is less than the queue dissipation time; if the deceleration time is less than the queue dissipation time, obtaining a first difference between the queue dissipation time and the green light remaining time, and determining the first difference as the extension time of the green light of the current phase; if the deceleration time is greater than the queue dissipation time, obtaining a second difference between the deceleration time and the green light remaining time, and determining the second difference as the extension time of the green light of the current phase.

[0011] In a possible implementation of the present application, if the different arrival conditions are characterized by the traffic light being red when the target vehicle arrives at the intersection, the traffic light is controlled under the second condition when the red light arrives, including: receiving the queue dissipation time, the time taken to arrive at the intersection, the remaining red light time, the green light duration of the current phase, and the green light duration of the previous phase of the target vehicle; if the time taken to arrive at the intersection is greater than the sum of the queue dissipation time and the remaining red light time, and is less than the sum of the remaining red light time and the green light duration of the current phase, the target vehicle is not given priority control; if the sum of the remaining red light time and the green light duration of the current phase is greater than the sum of the queue dissipation time and the remaining red light time, and is less than the time taken to arrive at the intersection, and when the target vehicle arrives at the stop line of the signal-controlled intersection, the green light duration of the current phase is extended to the next phase of the priority passage phase operated by the signal light controller, wherein the priority passage phase is used to characterize the red light phase corresponding to the driving direction of the target vehicle at the signal-controlled intersection.

[0012] In a possible implementation of the present application, the method also includes: if the time taken to reach the intersection is greater than the remaining time of the red light, and less than the sum of the remaining time of the red light and the queue dissipation time, and the previous phase of the priority passage phase operated by the traffic light controller when the target vehicle reaches the stop line, controlling the previous phase to be disconnected early; obtaining the sum of the queue dissipation time and the remaining time of the red light, and obtaining the difference between the sum and the time taken to reach the intersection, and determining the difference as the duration for early disconnection of the previous phase.

[0013] In a possible implementation of the present application, the method also includes: if the time taken to reach the intersection is less than the remaining time of the red light and greater than the queue dissipation time, and the previous phase of the priority passage phase operated by the traffic light controller when the target vehicle reaches the stop line, controlling the previous phase to be disconnected early; obtaining the sum of the queue dissipation time and the remaining time of the red light, and obtaining the difference between the sum and the time taken to reach the intersection, and determining the difference as the duration for early disconnection of the previous phase.

[0014] In a possible implementation of the present application, the method also includes: if the time taken to reach the intersection is less than the remaining time of the red light, and when the target vehicle reaches the stop line, the signal light controller operates the previous phase of the priority passage phase, and the time taken to reach the intersection is less than the queue dissipation time, control the previous phase to be disconnected early, determine the third early disconnection time, and guide the target vehicle to slow down, wherein the third early disconnection time is determined as the remaining time of the red light.

[0015] In a possible implementation of the present application, the method also includes: if the time taken to reach the intersection is greater than the queue dissipation time and less than the remaining red light time, and the priority passage phase operated by the traffic light controller is not the previous phase when the target vehicle reaches the stop line, controlling the insertion of a green light phase in the priority passage phase; obtaining the larger value of the queue dissipation time and the minimum green light duration; and determining the time corresponding to the larger value as the duration of the inserted green light phase.

[0016] In a possible implementation of the present application, the method also includes: if the time used to reach the intersection is less than the remaining time of the red light, and the priority passage phase operated by the traffic light controller is not the previous phase when the target vehicle reaches the stop line, and the time used to reach the intersection is less than the queue dissipation time, control the insertion of a green light phase in the priority passage phase, and guide the target vehicle to slow down; obtain the larger value of the queue dissipation time and the minimum green light duration; determine the time corresponding to the larger value as the duration of the inserted green light phase.

[0017] In a possible implementation of the present application, after performing a first conditional control on the traffic light when the green light arrives, or performing a second conditional control on the traffic light when the red light arrives, the method also includes: determining whether the reduction in the green light time of the priority passage phase is less than a preset green light duration threshold; if the reduction in the green light time is less than the preset green light duration threshold, performing a single-cycle compensation for the green light display duration after the target vehicle passes through the intersection; if the reduction in the green light time is not less than the preset green light duration threshold, performing multi-cycle compensation for the green light display duration after the target vehicle passes through the intersection.

[0018] In a possible implementation of the present application, before the lane benefit of the target vehicle's path planning route is calculated using the priority vehicle lane change model to obtain the target lane change strategy of the target vehicle, the method also includes: in response to receiving a lane change request from the target vehicle, determining whether a non-target vehicle accepts the lane change request, wherein the non-target vehicle is used to characterize a vehicle that does not require priority passage scheduling; if the non-target vehicle does not accept the lane change request, the lane benefit of the target vehicle's path planning route is calculated using the priority vehicle lane change model to obtain the target lane change strategy; if the non-target vehicle accepts the lane change request, the social vehicle collaborative lane change model is used to calculate the situation data of the non-target vehicle to obtain the lane change strategy of the non-target vehicle, so as to guide the non-target vehicle to change lanes based on the lane change strategy so that the target vehicle has priority passage.

[0019] In a second aspect, the present application provides a vehicle priority passage method, which is applied to a vehicle. The method includes: before driving to an intersection, sending a priority passage request to a cloud control platform, and the priority communication request is used to notify the cloud control platform to use an intersection signal control model to perform phase control on the traffic lights at the intersection under different arrival conditions, and generate control strategies for different arrival conditions; obtain control strategies for different arrival conditions, and give priority to passing through the intersection based on the control strategies.

[0020] In a possible implementation of the present application, the method also includes: obtaining a path planning route, the path planning route including traffic light information at an intersection that the vehicle needs to pass through; sending the path planning route to a cloud control platform, so that the cloud control platform uses a priority vehicle lane change model to perform lane benefit calculations on the path planning route to obtain a target lane change strategy; obtaining the target lane change strategy, and driving to the intersection based on the target lane change strategy.

[0021] In a third aspect, the present application provides a cloud control platform, which is used to execute any of the above-mentioned vehicle priority passage methods applied to the cloud control platform.

[0022] In a fourth aspect, the present application provides a vehicle used to execute any one of the above-mentioned vehicle priority methods applied to a vehicle.

[0023] In a fifth aspect, the present application provides a vehicle priority passage system, which includes a cloud control platform and a vehicle, and the cloud control platform and the vehicle are communicatively connected.

[0024] Based on the above content, the vehicle priority passage method provided by the present application is applied to the cloud control platform, including: in response to the priority passage request issued by the target vehicle before it drives to the intersection, the intersection signal light is phase-controlled under different arrival conditions using the intersection signal control model, and the control strategy under different arrival conditions is generated, so that the target vehicle has priority to pass through the intersection based on the control strategy; wherein, the target vehicle includes a vehicle that needs to be scheduled for priority passage, and the different arrival conditions include the conditions corresponding to the signal light being red or green when the target vehicle arrives at the intersection. The intersection signal control model is used to phase-control the signal light at the intersection for the target vehicle to arrive at different arrival conditions, thereby realizing priority passage control for the target vehicle, thereby achieving the technical effect of improving the passage efficiency of priority passage vehicles and realizing efficient rescue, and solving the technical problem of low passage efficiency of priority passage vehicles. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0026] Figure 1 Shown is a flow chart of a vehicle priority passage method provided in one embodiment of the present application.

[0027] Figure 2 Shown is a schematic diagram of a lane changing strategy for a priority vehicle provided in an embodiment of the present application.

[0028] Figure 3 Shown is a flow chart of a lane changing strategy for a priority vehicle provided in one embodiment of the present application.

[0029] Figure 4 The figure shows a flow chart of scheduling priority passage for a target vehicle provided by an embodiment of the present application.

[0030] Figure 5 The figure shows a phase control flow chart corresponding to the green light extension provided in an embodiment of the present application.

[0031] Figure 6 The figure shows a phase control flow chart corresponding to the early turning off of the red light provided in an embodiment of the present application.

[0032] Figure 7 Shown is a schematic diagram corresponding to the first control strategy when the green light arrives provided by an embodiment of the present application.

[0033] Figure 8 Shown is a schematic diagram corresponding to the second control strategy when the green light arrives provided in an embodiment of the present application.

[0034] Fig. 9 Shown is a schematic diagram corresponding to the third control strategy when the green light arrives provided in an embodiment of the present application.

[0035] Fig.10 Shown is a schematic diagram corresponding to the fourth control strategy when the green light arrives provided in an embodiment of the present application.

[0036] Fig.11 Shown is a schematic diagram corresponding to the first control strategy when the red light arrives provided by an embodiment of the present application.

[0037] Fig.12 Shown is a schematic diagram corresponding to the second control strategy when the red light arrives provided in an embodiment of the present application.

[0038] Fig.13Shown is a schematic diagram corresponding to the third control strategy when the red light arrives provided in an embodiment of the present application.

[0039] Fig.14 Shown is a schematic diagram corresponding to the fourth control strategy when the red light arrives provided in an embodiment of the present application.

[0040] Fig.15 Shown is a schematic diagram corresponding to the fifth control strategy when the red light arrives provided in an embodiment of the present application.

[0041] Fig.16 Shown is a schematic diagram corresponding to the sixth control strategy when the red light arrives provided in an embodiment of the present application.

[0042] Fig.17 Shown is a schematic diagram corresponding to the sixth control strategy when the red light arrives provided in an embodiment of the present application.

[0043] Fig.18 Shown is a flow chart of insertion phase control provided by an embodiment of the present application.

[0044] Fig.19 Shown is a schematic diagram before independent lane changing in social vehicle cooperative lane changing provided by an embodiment of the present application.

[0045] Fig. 20 Shown is a schematic diagram of an independent lane change in a social vehicle cooperative lane change provided by an embodiment of the present application.

[0046] Fig.21 Shown is a flow chart of a vehicle priority passage method provided in another embodiment of the present application.

[0047] Fig. 22 Shown is a schematic diagram of a vehicle provided in one embodiment of the present application.

[0048] Fig.23 Shown is a schematic diagram of a vehicle priority passage system provided in one embodiment of the present application. DETAILED DESCRIPTION

[0049] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0050] Exemplary Methods

[0051] As a first aspect of the present application, the present application provides a vehicle priority passage method. Figure 1FIG. 1 is a flow chart of a vehicle priority passage method provided by an embodiment of the present application. Figure 1 As shown, the method is applied to the cloud control platform, including:

[0052] S101, in response to a priority passage request issued by a target vehicle before it travels to an intersection, a signal control model of an intersection is used to perform phase control on the traffic lights at the intersection under different arrival conditions, and a control strategy for different arrival conditions is generated, so that the target vehicle has priority to pass through the intersection based on the control strategy; wherein the target vehicle includes a vehicle that needs to be scheduled for priority passage, and the different arrival conditions include conditions corresponding to when the traffic light is red or green when the target vehicle arrives at the intersection.

[0053] Specifically, the above-mentioned target vehicle can be used to indicate a vehicle that needs to be given priority traffic scheduling.

[0054] It should be noted that the priority of vehicles with priority traffic can be differentiated. For example, they can be divided into absolute priority vehicles, relative priority vehicles, etc., among which the priority level of absolute priority vehicles is higher than the priority level of relative priority vehicles. Absolute priority vehicles generally refer to vehicles such as ambulances and fire trucks, and relative priority vehicles generally refer to vehicles such as buses and school buses.

[0055] The above-mentioned priority passage request may be used to indicate a request information sent by a priority passage vehicle to pass an intersection with priority.

[0056] The above-mentioned intersection signal control model can be used to represent a model for controlling the phase of the signal lights at an intersection, and the target vehicle is allowed to pass through the intersection first by controlling the phase of the signal lights at the intersection under different arrival conditions.

[0057] The above control strategy includes the priority passage strategy corresponding to different signal light indications when the target vehicle arrives at the intersection. Specifically, when the signal light at the intersection indicates red, the red light early break strategy should be implemented in combination with the actual situation, and the specific early break time can be calculated in combination with the actual situation; when the signal light at the intersection indicates green, the green light extension strategy should be implemented in combination with the actual situation, and the specific extension time can be calculated in combination with the actual situation.

[0058] Among them, in the process of calculating the early off time of the red light in combination with the actual situation, the queue dissipation time of the target vehicle, the time used to arrive at the intersection, the remaining time of the red light, the green light duration of the current phase and the green light duration of the previous phase and other parameters can be used for judgment; in the process of calculating the extended time of the green light in combination with the actual situation, the queue dissipation time of the target vehicle, the deceleration consumption time, the time used to arrive at the intersection and the remaining time of the green light and other parameters can be used for judgment. The situations are not explained one by one here, and please refer to the following embodiment for details.

[0059] Based on the above content, the vehicle priority passage method provided by the present application is applied to the cloud control platform, including: in response to the priority passage request issued by the target vehicle before it drives to the intersection, the intersection signal light is phase-controlled under different arrival conditions using the intersection signal control model, and the control strategy under different arrival conditions is generated, so that the target vehicle has priority to pass through the intersection based on the control strategy; wherein, the target vehicle includes a vehicle that needs to be scheduled for priority passage, and the different arrival conditions include the conditions corresponding to the signal light being red or green when the target vehicle arrives at the intersection. The intersection signal control model is used to phase-control the signal light at the intersection for the target vehicle to arrive at different arrival conditions, thereby realizing priority passage control for the target vehicle, thereby achieving the technical effect of improving the passage efficiency of priority passage vehicles and realizing efficient rescue, and solving the technical problem of low passage efficiency of priority passage vehicles.

[0060] In a possible implementation of the present application, before the target vehicle travels to the intersection, the method includes: in response to the path planning route sent by the target vehicle, using the priority vehicle lane change model to calculate the lane benefit of the path planning route, and obtaining a target lane change strategy, so that the target vehicle travels to the intersection based on the target lane change strategy; wherein the path planning route includes traffic light information of the intersection that the target vehicle needs to pass, and the target lane change strategy is a lane change strategy corresponding to the best lane benefit value among multiple lane benefit values.

[0061] Specifically, the above-mentioned path planning route can be used to represent the planned route between the target vehicle from the starting point to the end point. Generally, the above-mentioned path planning route can be generated by using the vehicle map software, wherein the path planning route includes the signal light information of the intersection that the target vehicle needs to pass through. If the signal light is controllable, the phase of the signal light at the intersection where the target vehicle arrives can be controlled to achieve priority passage for the target vehicle.

[0062] In an optional embodiment, during the process of priority traffic scheduling for a target vehicle, the target vehicle's path planning route can be obtained, and then based on the path planning route, the traffic light information of the intersection that the target vehicle needs to pass through can be obtained. When it is determined that the traffic lights at the intersection meet the priority control requirements, the phases of different traffic lights when the target vehicle arrives at the intersection are controlled.

[0063] Among them, in determining whether the traffic lights at an intersection meet the priority control requirements, it can be determined whether there is a traffic police directing traffic at the intersection. If there is a traffic police directing traffic, there is no need to perform priority control on the traffic lights. If there is no traffic police directing traffic, it can be determined whether the traffic light of the traffic light is connected to the cloud control platform, that is, whether the traffic light is controllable. When there is no traffic police directing traffic and the traffic light is controllable, the phases of different traffic lights when the target vehicle arrives at the intersection are controlled.

[0064] The above-mentioned lane changing model for priority vehicles can be used to represent the calculation of the benefit value of each lane change in the path planning line to obtain the lane changing strategy corresponding to the optimal benefit value.

[0065] Exemplarily, the above-mentioned benefit value can be the passing time, that is, by calculating the time it takes for the target vehicle to pass through each lane change, the passing time for each lane change can be obtained, and the lane change that takes the least time is selected from the passing time, and then the above-mentioned target lane change strategy is determined based on the lane change and the current lane of the target vehicle.

[0066] In an optional embodiment, after obtaining the path planning route of the target vehicle, in order to ensure that the target vehicle reaches the intersection as quickly as possible, a target lane change strategy can be matched for the target vehicle. Specifically, the lane change model of the priority vehicle can be used to calculate the lane benefit of the path planning route of the target vehicle, that is, the passing time of the target vehicle through each lane change can be calculated. The above calculation process can be understood as a lane benefit calculation process. By determining the lane change with the shortest time from the passing time, and then based on the current driving lane of the target vehicle, the above target lane change strategy can be determined, so that the target vehicle can travel to the intersection based on the target lane change strategy.

[0067] In other words, the priority vehicle lane change model can satisfy the target vehicle's ability to automatically identify the lane with the best current operating efficiency during driving and move to that lane from the current position. To achieve this goal, the target vehicle uses V2N communication to obtain information and calculates the benefits of the current lane and other lanes through the utility function to select the lane with the best benefits and then formulate the next dynamic adjustment strategy.

[0068] Figure 2 FIG. 1 is a schematic diagram of a lane change strategy for a priority vehicle provided by an embodiment of the present application. Figure 2 As shown, car A1 to car An travels in lane 1, car B1 to car bn+1 travels in lane 2, and the position of ambulance E at time t0 can be represented as P E (t0), the position of vehicle A1 at time t0 can be represented as The distance between ambulance E and vehicle A1 is By calculating the benefit value of each lane-changing strategy of ambulance E in lane 1 and lane 2, the target lane-changing strategy of ambulance E can be obtained, as follows: Figure 2 The curve between lane 1 and lane 2 in is the target lane changing strategy for ambulance E.

[0069] Specifically, Figure 3 FIG. 1 is a flow chart of a lane change strategy for a priority vehicle provided in an embodiment of the present application. Figure 3 As shown, the lane change of the priority vehicle includes the following steps:

[0070] Step 1: Obtain vehicle trajectory and situation data;

[0071] Step 2: Send a lane change request to the vehicle ahead of the host vehicle based on the information of the global path planning;

[0072] Step 3, divide the area of ​​the road section vehicles and set the weight;

[0073] Step 4: Calculate the speed and flow rate of each lane in each area;

[0074] Step 5, normalizing according to the speed of the slowest vehicle;

[0075] Step 6, determine whether the speed of the adjacent lane is less than that of the current lane; if the speed of the adjacent lane is less than that of the lane where the priority vehicle is located, execute step 7; if the speed of the adjacent lane is greater than that of the lane where the priority vehicle is located, execute step 10;

[0076] Step 7: Calculate the headway time and number of vehicles in each area of ​​each lane;

[0077] The weights of the surrounding areas of the main vehicle need to be considered, that is, the closer the distance to the main vehicle, the higher the vehicle weight.

[0078] Step 8, determining whether the number of vehicles in the adjacent lane is less than the number of vehicles in the current lane; if the number of vehicles in the adjacent lane is less than the number of vehicles in the current lane, proceed to step 9; if the number of vehicles in the adjacent lane is greater than the number of vehicles in the current lane, proceed to step 10;

[0079] Step 9: When the lane change conditions are met, a lane change route and request are generated;

[0080] Step 10: If there is no lane change condition, keep driving in the current lane;

[0081] Step 11: Enter the next lane change request judgment condition, that is, start the loop from step 1.

[0082] Figure 4 The figure shows a flow chart of scheduling the target vehicle to have priority passage provided by an embodiment of the present application. Figure 4 As shown, including:

[0083] Step 1: Obtain the path planning information of the target vehicle;

[0084] Step 2, determine whether there is a global path planning. If so, execute step 3. If not, call the function interface without global path planning, in which it is determined whether the deviation is also included in this intersection;

[0085] Step 3, obtaining the trajectory information, road network information and light status information required by the algorithm;

[0086] Step 4: Estimate the distance and time to the nearest intersection ahead based on the vehicle trajectory data;

[0087] It can be calculated using the green wave speed guidance method.

[0088] Step 5: Use the lane optimization model to generate the best lane for the vehicle at the intersection. There is no need to generate an overtaking route based on the vehicle trajectory and change the route in real time. The lane change strategy broadcasts lane change conditions to all vehicles on the path planning closest to the intersection (refer to the lane change strategy for cooperative traffic at intersections); send the priority vehicle driving route to the auxiliary vehicle.

[0089] Step 6, using the intersection signal control model of priority vehicle communication, which is mainly divided into phase extension, phase early break and phase insertion, to issue a priority control request;

[0090] Step 7: Output vehicle information, including driving behavior, recommended speed, distance to the stop line, etc.

[0091] Step 8, determine whether the target vehicle has left the front intersection, that is, whether it has passed the stop line of the signal control lane. If it has left, execute step 9; if it has not left, jump to step 3 to loop;

[0092] Step 9: After the green light of the priority phase ends, restore the initial solution.

[0093] It includes the simulation environment, that is, the original plan sent to the cloud control platform; the actual environment, that is, the built-in plan and transition plan strategy in the signal machine, at which time an instruction to end priority control is sent to the signal machine.

[0094] Based on the above content, on the basis of the intersection signal control model, combined with the lane change model of priority vehicles, the target lane change strategy of the target vehicle is obtained by using the lane change model of priority vehicles. The intersection signal control model is used to perform phase control on the signal lights of the target vehicle arriving at the intersection under different arrival conditions, thereby realizing priority passage control for the target vehicle, thereby improving the passage efficiency of priority vehicles.

[0095] In a possible implementation of the present application, an intersection signal control model is used to perform phase control on the traffic lights at an intersection under different arrival conditions, including: if the different arrival conditions are characterized by the traffic light being green when the target vehicle arrives at the intersection, the traffic light is controlled under a first condition when the green light arrives; if the different arrival conditions are characterized by the traffic light being red when the target vehicle arrives at the intersection, the traffic light is controlled under a second condition when the red light arrives.

[0096] Specifically, the first conditional control mentioned above can be expressed as controlling the green light according to different arrival conditions when the traffic light is green when the target vehicle arrives at the intersection.

[0097] The second conditional control mentioned above can be expressed as controlling the red light according to different arrival conditions when the traffic light is red when the target vehicle arrives at the intersection.

[0098] For the first condition control above, Figure 5 The figure shows a phase control flow chart corresponding to the green light extension provided by an embodiment of the present application. Figure 5 As shown, including:

[0099] Step 1, predict the time T0 when the target vehicle reaches the stop line;

[0100] Step 2, calculate the green light extension time;

[0101] Step 3, synchronously calculating the target vehicle's guiding speed and transmitting it to the target vehicle;

[0102] Step 4: Determine the green light compensation type and plan, and send the signal light priority control plan to the signal machine.

[0103] Among them, under normal circumstances, before the target vehicle passes through the intersection, the queue of vehicles in front has dissipated, and the vehicle can drive at a constant speed at this time. The following formula is to extend the green light time to ensure that the vehicle passes through the intersection smoothly.

[0104]

[0105] Among them, Δt represents the green light extension time of the target vehicle priority phase, l E Expressed as the distance between the target vehicle sensing area and the stop line, v E It represents the normal driving speed of the target vehicle. Indicates the remaining green light time of the current phase.

[0106] For the second condition control above, Figure 6 The figure shows a phase control flow chart corresponding to the early off of the red light provided by an embodiment of the present application. Figure 6 As shown, including:

[0107] Step 1, predicting the time T0 when the target vehicle reaches the stop line;

[0108] Step 2, synchronously calculate the dissipation completion time T1 of the vehicles queuing in front of the stop line;

[0109] Step 3, determine whether the previous phase meets the minimum green light limit after being truncated according to the early red light off time, that is, determine whether g-gmin>T1-T0 is established. If it is satisfied, execute according to the ideal early red light off time, that is, the early segment duration Tc=T1-T0; if it is not satisfied, execute the early red light off control under the premise of ensuring the minimum green light time of the previous phase, that is, the early segment duration Tc=g-gmin, and enter the deceleration guidance plan;

[0110] Step 4, calculating the time when the red light turns off early;

[0111] Step 5, design a green light compression scheme for this cycle;

[0112] Step 6: Send the signal priority control plan to the signal machine.

[0113] The difference between the time when the target vehicle reaches the stop line and the time when the queued vehicles at the intersection are dissipated is defined as the ideal red light early off time, and the red light early off time mainly depends on whether the current green light phase meets the minimum green light limit after being truncated according to the red light early off time. If it does, it is executed according to the ideal red light early off time. If it does not, the green light early start control is executed under the premise of ensuring the minimum green light time of the previous phase, and the target vehicle is guided by deceleration control. Therefore, the calculation formula for the red light early off time of the target vehicle priority phase is as follows:

[0114]

[0115] in, Indicates the green light display time of the previous phase; It is represented by the minimum green light time of the previous phase; T1 is represented by the time when the vehicles queuing at the intersection are dissipated; T0 is represented by the time when the target vehicle reaches the stop line.

[0116] In a possible implementation manner of the present application, if different arrival conditions are characterized in that the signal light is green when the target vehicle arrives at the intersection, the first conditional control when the signal light turns green is as follows: in response to the queue dissipation time T1 of the target vehicle, the deceleration consumption time T0', the time T0 taken to reach the intersection, and the remaining green time Tg of the signal light, where the queue dissipation time is used to represent the dissipation time of the remaining vehicles in front of the target vehicle at the signal light controlled intersection, and the deceleration consumption time is used to represent the time taken for the target vehicle to decelerate from the current position to the signal light controlled intersection; if the time T0 taken to reach the intersection is greater than the queue dissipation time T1 and less than the remaining green time Tg, no priority control is performed on the target vehicle; if the queue dissipation time T1 is greater than the time T0 taken to reach the intersection and less than the remaining green time Tg, no priority control is performed on the target vehicle, and the target vehicle is guided to decelerate.

[0117] Specifically, in an alternative embodiment, when different arrival conditions are characterized in that the signal light is green when the target vehicle arrives at the intersection, during the first conditional control when the signal light turns green, it is first necessary to obtain time parameters such as the queue dissipation time T1 of the target vehicle, the deceleration consumption time T0', the time T0 taken to reach the intersection, and the remaining green time Tg of the signal light. By judging and comparing the above time parameters, there are 4 possible situations when the signal light indicates green when the target vehicle arrives at the intersection.

[0118] Among them, the queue dissipation time T1 of the target vehicle can be calculated by the following formula:

[0119] y = 0.0010x 2 + 0.4070x ― 1.2084,

[0120] where x is the dissipation time and y is the number of vehicles. Solve for the value of x according to the number of vehicles.

[0121] For case 1, if the time T0 taken to reach the intersection is greater than the queue dissipation time T1 and less than the remaining green time Tg, that is, T1 < T0 < Tg, it means that there is enough remaining green time and no priority control is needed. The control strategy for case 1 is: no priority control is performed on the target vehicle.

[0122] Figure 7 The figure shows a schematic diagram corresponding to the first control strategy when the green light arrives provided by an embodiment of the present application. As Figure 7 shown, in the case of T1 < T0 < Tg, there is enough remaining green time at this time, and no priority control needs to be performed on the target vehicle.

[0123] For the second case, if the queuing dissipation time T1 is greater than the time T0 taken to reach the intersection and less than the remaining green light time Tg, that is, T0 < T1 < Tg, it indicates that there is enough remaining green light time and no priority control is required. When the vehicle reaches the intersection, the queuing vehicles have not dissipated, and the target vehicle needs to decelerate. The control strategy for the second case is: the target vehicle does not perform priority control, and the target vehicle is guided to decelerate.

[0124] Figure 8 The figure shows a schematic diagram corresponding to the second control strategy when the green light arrives provided by an embodiment of the present application. As Figure 8 shown, in the case of T0 < T1 < Tg, at this time, there is enough remaining green light time, but when the target vehicle reaches the intersection, the queuing vehicles in front have not dissipated. Therefore, no priority control is performed on the target vehicle for the time being. At the same time, the target vehicle is guided to decelerate, that is, the speed line of the vehicle reaching the intersection is reduced from the original black line segment to the gray line segment.

[0125] In a possible implementation manner of the present application, the method further includes: if the remaining green light time Tg is greater than the queuing dissipation time T1 and less than the time T0 taken to reach the intersection, or the queuing dissipation time T1 is greater than the remaining green light time Tg and less than the time T0 taken to reach the intersection, extend the green light duration of the current phase, where the green light time of the current phase is used to represent the green light time corresponding to the driving direction of the target vehicle at the signal-controlled intersection; based on the remaining driving distance L0 and the driving speed information V0 of the target vehicle, divide the remaining driving distance L0 by the driving speed information V0 to obtain a quotient value, and subtract the remaining green light time Tg from the quotient value to obtain a difference value, and determine the difference value as the extended time Te of the green light of the current phase, where the remaining driving distance is used to represent the distance from the current position of the target vehicle to the stop line of the intersection.

[0126] Specifically, for the situation three that exists when the signal light indicates green when the target vehicle reaches the intersection is as follows:

[0127] For the third case, if the remaining green light time Tg is greater than the queuing dissipation time T1 and less than the time T0 taken to reach the intersection, or the queuing dissipation time T1 is greater than the remaining green light time Tg and less than the time T0 taken to reach the intersection, that is, T1 < Tg < T0 or Tg < T1 < T0, it indicates that when the target vehicle reaches the intersection, it is at the end of the green light, and the remaining green light time can dissipate the queuing vehicles, but it is not enough for the target vehicle to pass through the intersection preferentially. The control strategy for the third case is: extend the green light duration of the current phase.

[0128] In an alternative embodiment, during the process of extending the green light duration of the current phase, it is necessary to calculate the extended duration of the green light. Specifically, the remaining driving distance L and the driving speed information V of the target vehicle can be obtained. By dividing the remaining driving distance L0 by the driving speed information V0 to obtain a quotient value, and then subtracting the remaining green light time Tg from the quotient value, a difference can be obtained, and this difference can be determined as the extended time Te of the green light of the current phase. That is, the extended time Te of the green light of the current phase = L / V - Tg.

[0129] Fig. 9 The following figure shows a schematic diagram corresponding to the third control strategy when the green light arrives provided by an embodiment of the present application. As Fig. 9 shown, when T1 < Tg < T0 or Tg < T1 < T0, at this time, when the target vehicle arrives at the intersection, it is at the end of the green light, and the remaining green light time can dissipate the queuing vehicles. However, when the target vehicle travels to the stop line of the intersection, it has already turned red. Therefore, in order to ensure that the target vehicle passes through first, it is necessary to extend the green light duration of the current phase.

[0130] In a possible implementation manner of the present application, the method further includes: if the time T0 taken to reach the intersection is greater than the remaining green light time Tg and less than the queuing dissipation time T1, or the remaining green light time Tg is greater than the time T0 taken to reach the intersection and less than the queuing dissipation time T1, extend the green light duration of the current phase and guide the target vehicle to decelerate; determine whether the deceleration consumption time T0' is less than the queuing dissipation time T1; if the deceleration consumption time T0' is less than the queuing dissipation time T1, obtain the first difference between the queuing dissipation time T1 and the remaining green light time Tg, and determine the first difference as the extended time Te of the green light of the current phase; if the deceleration consumption time T0' is greater than the queuing dissipation time T1, obtain the second difference between the deceleration consumption time T0' and the remaining green light time Tg, and determine the second difference as the extended time Te of the green light of the current phase.

[0131] Specifically, for the situation four when the signal light indicates green when the target vehicle arrives at the intersection, it is as follows:

[0132] For situation four, if the time T0 taken to reach the intersection is greater than the remaining green light time Tg and less than the queuing dissipation time T1, or the remaining green light time Tg is greater than the time T0 taken to reach the intersection and less than the queuing dissipation time T1, that is, when Tg < T0 < T1 or T0 < Tg < T1, it means that when the target vehicle arrives at the intersection, it is at the end of the green light, and the remaining green light time is too short, and the queuing length of social vehicles is too long, which is not enough for the queuing vehicles to pass through the intersection, let alone for the target vehicle to pass through the intersection. The control strategy for situation four is: extend the green light duration of the current phase and guide the target vehicle to decelerate.

[0133] In an alternative embodiment, during the process of extending the green light duration of the current phase and guiding the target vehicle to decelerate, it is necessary to calculate the extended duration of the green light. Specifically, it can be determined whether the deceleration consumption time T0' is less than the queue dissipation time T1, that is, to determine whether T0' < T1 holds; if the deceleration consumption time T0' is less than the queue dissipation time T1, that is, T0' < T1, the first difference obtained by subtracting the remaining green light time Tg from the queue dissipation time T1 can be determined as the extended time Te of the green light of the current phase, that is, Te = T1 – Tg; conversely, if the deceleration consumption time T0' is greater than the queue dissipation time T1, that is, T0' > T1, the second difference obtained by subtracting the remaining green light time Tg from the deceleration consumption time T0' can be determined as the extended time Te of the green light of the current phase, that is, Te = T0' – Tg.

[0134] Fig.10 The figure shows a schematic diagram corresponding to the fourth control strategy when the green light arrives provided by an embodiment of the present application. As Fig.10 shown, when Tg < T0 < T1 or T0 < Tg < T1, at this time, when the target vehicle arrives at the intersection, it is at the end of the green light, but the remaining green light time is too short and the queue length of social vehicles is too long, which is not enough for the queuing vehicles to pass through the intersection, let alone for the target vehicle to pass through the intersection. That is, when the target vehicle travels to the stop line of the intersection, it has already turned red. Therefore, in order to ensure that the target vehicle passes through first, it is necessary to extend the green light duration of the current phase and guide the target vehicle to decelerate. The process of guiding the target vehicle to decelerate is as shown in the figure corresponding to Tg < T0 < T1, that is, reducing the vehicle speed line when arriving at the intersection from the original black line segment to the gray line segment.

[0135] In a possible implementation manner of the present application, if different arrival conditions are characterized in that the signal light is red when the target vehicle arrives at the intersection, the second condition control for the signal light when the red light arrives includes: receiving the queue dissipation time T1 of the target vehicle, the time T0 used to reach the intersection, the remaining red light time Tr, the green light duration Tg of the current phase, and the green light duration Tg' of the previous phase; if the time T0 used to reach the intersection is greater than the sum of the queue dissipation time T1 and the remaining red light time Tr, and less than the sum of the remaining red light time Tr and the green light duration Tg of the current phase, no priority control is performed on the target vehicle; if the sum of the remaining red light time Tr and the green light duration Tg of the current phase is greater than the sum of the queue dissipation time T1 and the remaining red light time Tr, and less than the time T0 used to reach the intersection, and at the next phase of the priority passing phase when the signal light controller operates when the target vehicle arrives at the stop line of the signal light controlled intersection, the green light duration Tg of the current phase is extended, where the priority passing phase is used to represent the red light phase corresponding to the driving direction of the target vehicle at the signal light controlled intersection.

[0136] Specifically, in an alternative embodiment, if different arrival conditions are characterized by the signal light being red when the target vehicle arrives at the intersection, during the second condition control process for the red light when the signal light is reached, it is first necessary to obtain the queue dissipation time T1 of the target vehicle, the time T0 taken to reach the intersection, the remaining red light time Tr, the green light duration Tg of the current phase, and the green light duration Tg' of the previous phase. By judging and comparing the above time parameters, there are 7 possible situations when the signal light indicates green when the target vehicle arrives at the intersection.

[0137] For the first situation, if the time T0 taken to reach the intersection is greater than the sum of the queue dissipation time T1 and the remaining red light time Tr, and less than the sum of the remaining red light time Tr and the green light duration Tg of the current phase, that is, T1 + Tr < T0 < Tr + Tg, it means that the vehicle is far from the vehicle queuing in front, and the vehicle arrives at the intersection only after the red light and the queue dissipation time end. At this time, no priority control is required. The control strategy for the first situation is: no priority control is performed on the target vehicle.

[0138] Fig.11 The figure shows a schematic diagram corresponding to the first control strategy when the red light is reached provided by an embodiment of the present application. As Fig.11 shown, in the case of T1 + Tr < T0 < Tr + Tg, at this time, since the target vehicle is far from the vehicle queuing in front, after the remaining time of the current phase red light and the queue dissipation time end, the signal light at the intersection where the target vehicle arrives has turned green, and at this time, no priority control needs to be performed on the target vehicle.

[0139] For the second situation, if the sum of the remaining red light time Tr and the green light duration Tg of the current phase is greater than the sum of the queue dissipation time T1 and the remaining red light time Tr, and less than the time T0 taken to reach the intersection, that is, T1 + Tr < Tr + Tg < T0, and at the next phase of the priority passing phase when the signal light controller operates when the target vehicle arrives at the stop line of the signal light-controlled intersection, it means that the time when the target vehicle arrives at the intersection stop line cannot pass before the end of the next green light, and at the next phase of the priority passing phase when the signal light controller operates when the target vehicle arrives at the stop line of the signal light-controlled intersection, that is, the signal light indicates red when the target vehicle arrives at the stop line of the signal light-controlled intersection. The control strategy for the second situation is: extend the green light duration Tg of the current phase. The specific extension strategy and time reference are the states when the light is green. This situation can be regarded as the front intersection being green.

[0140] Fig.12 The figure shows a schematic diagram corresponding to the second control strategy when the red light is reached provided by an embodiment of the present application. As Fig.12As shown, when T1 + Tr < Tr + Tg < T0 && the vehicle reaches the next phase of the priority phase when running to the stop line, since the red light is on when the target vehicle reaches the stop line of the intersection and the target vehicle cannot pass, it is necessary to extend the green light phase before the red light phase, that is, extend the green light duration Tg of the current phase.

[0141] In a possible implementation manner of the present application, the method further includes: if the time T0 taken to reach the intersection is greater than the remaining red light time Tr, and less than the sum of the remaining red light time Tr and the queue dissipation time T1, and at the previous phase of the priority passage phase when the signal lamp controller operates when the target vehicle reaches the stop line, control to make an early break for the previous phase; obtain the sum of the queue dissipation time T1 and the remaining red light time Tr, and obtain the difference between the sum and the time T0 taken to reach the intersection, and determine the difference as the duration of the early break for the previous phase.

[0142] Specifically, the following is the situation three when the signal lamp indicates a red light when the target vehicle reaches the intersection:

[0143] For situation three, if the time T0 taken to reach the intersection is greater than the remaining red light time Tr, and less than the sum of the remaining red light time Tr and the queue dissipation time T1, that is, Tr + T1 > T0 > Tr, and at the previous phase of the priority passage phase when the signal lamp controller operates when the target vehicle reaches the stop line, it means that the red light is on when the target vehicle reaches the stop line of the intersection and the target vehicle cannot pass, and due to the too long queue dissipation time, the target vehicle cannot pass during the green light period of the next phase after reaching the intersection. The control strategy for the corresponding situation three is: control to make an early break for the previous phase, that is, make an early break for the red light that is on when the target vehicle reaches the stop line of the intersection.

[0144] In an optional embodiment, during the process of making an early break for the red light that is on when the target vehicle reaches the stop line of the intersection, it is necessary to calculate the specific early break duration. Therefore, the sum of the queue dissipation time T1 and the remaining red light time Tr can be added to obtain the sum, and the difference between the sum and the time T0 taken by the target vehicle to reach the intersection can be obtained. The difference can be determined as the duration of the early break for the previous phase, and the early break for the red light is executed from the moment of T0 - T1.

[0145] Fig.13 The following shows the schematic diagram corresponding to the third control strategy when the red light arrives provided by an embodiment of the present application. As Fig.13As shown in FIG. 1 , when Tr+T1>T0>Tr&& is running in the previous phase of priority passage, the target vehicle cannot pass because the red light is running when it reaches the stop line of the intersection. Moreover, since the queue dissipation time is too long, the target vehicle cannot pass during the green light period of the next phase after arriving at the intersection. Therefore, it is necessary to early break the red light running when the target vehicle reaches the stop line of the intersection, as shown in FIG. Fig.13 As shown, the specific early disconnection duration is Te=T1+Tr-T0, and the early disconnection starts from the moment T0-T1.

[0146] In a possible implementation of the present application, the method also includes: if the time T0 used to reach the intersection is less than the remaining time Tr of the red light and greater than the queue dissipation time T1, and the previous phase of the priority passage phase operated by the traffic light controller when the target vehicle reaches the stop line, controlling the previous phase to be disconnected early; obtaining the sum of the queue dissipation time T1 and the remaining time Tr of the red light, and obtaining the difference between the sum and the time T0 used to reach the intersection, and determining the difference as the duration of the early disconnection of the previous phase.

[0147] Specifically, the following situation exists when the traffic light at the intersection indicates red:

[0148] For situation four, if the time T0 used to reach the intersection is less than the remaining time Tr of the red light and greater than the queue dissipation time T1, that is, Tr>T0>T1, and when the target vehicle reaches the stop line, the signal light controller operates the previous phase of the priority passage phase, it means that when the target vehicle reaches the stop line of the intersection, the red light is running at this time and the target vehicle cannot pass. Therefore, it is necessary to disconnect the previous red light phase early, but because the queue dissipation time of the vehicles ahead is short, the early disconnection time of the previous red light phase can be controlled without being too long. The corresponding control strategy for situation four is: control the previous phase to be disconnected early.

[0149] In an optional embodiment, in the process of controlling the early disconnection of the previous phase, it is necessary to calculate the specific early disconnection duration. Therefore, the sum can be obtained by adding the queue dissipation time T1 and the remaining time of the red light Tr, and the difference can be obtained by subtracting the time T0 taken for the target vehicle to arrive at the intersection from the sum. The difference can be determined as the duration of the early disconnection of the previous phase, and the early disconnection of the red light is executed from the moment T0-T1.

[0150] Fig.14 The figure shows a schematic diagram corresponding to the fourth control strategy when the red light arrives provided by an embodiment of the present application. Fig.14As shown, when Tr > T0 && the previous phase of the priority passage is running, since the traffic light is red when the target vehicle reaches the stop line of the intersection and the queue dissipation time of the vehicle in front is relatively short, it is necessary to early-terminate the previous red-light phase, but the early-termination time does not need to be too long. For example, Fig.14 As shown, the specific early-termination duration is Te = T1 + Tr - T0, and the early-termination starts from the moment T0 - T1.

[0151] In a possible implementation manner of the present application, the method further includes: if the time T0 taken to reach the intersection is less than the remaining red-light time Tr, and when the target vehicle reaches the stop line, the signal controller is running the previous phase of the priority passage phase, and the time T0 taken to reach the intersection is less than the queue dissipation time T1, control the early-termination of the previous phase, determine the third early-termination duration, and guide the target vehicle to decelerate, where the third early-termination duration is determined to be the remaining red-light time Tr.

[0152] Specifically, for the situation where the traffic light indicates red when the target vehicle reaches the intersection, the fifth situation is as follows:

[0153] For the fifth situation, if the time T0 taken to reach the intersection is less than the remaining red-light time Tr, and when the target vehicle reaches the stop line, the signal controller is running the previous phase of the priority passage phase, and the time T0 taken to reach the intersection is less than the queue dissipation time T1, that is, Tr > T0 && the previous phase of the priority passage is running && T0 < T1, it means that when the target vehicle reaches the stop line of the intersection, the traffic light is red at this time and the target vehicle cannot pass. Therefore, it is necessary to early-terminate the previous red-light phase. And because the queue dissipation time of the vehicle in front is relatively long, it is also necessary to control the target vehicle to decelerate when it is about to reach the intersection. Therefore, the control strategy for the corresponding fifth situation is: control the early-termination of the previous phase and guide the target vehicle to decelerate.

[0154] In an alternative embodiment, during the process of controlling the early-termination of the previous phase, it is necessary to calculate the specific early-termination duration. Therefore, in this case, because the queue dissipation time of the vehicle in front is relatively long, when the target vehicle reaches the intersection, it is necessary to immediately turn on the green light. Therefore, the early-termination duration of the previous phase is the remaining red-light time Tr.

[0155] Fig.15 The figure shows the schematic diagram corresponding to the fifth control strategy when the red light arrives provided by an embodiment of the present application. As Fig.15 shown, in the case of Tr > T0 && the previous phase of the priority passage is running && T0 < T1, since the traffic light is red when the target vehicle reaches the stop line of the intersection and the queue dissipation time of the vehicle in front is relatively long, it is necessary to early-terminate the previous red-light phase, and it is necessary to immediately turn on the green light when the target vehicle reaches the intersection. As Fig.15 As shown, the specific early disconnection duration is Te=Tr, and the early disconnection is performed from the current moment.

[0156] In a possible implementation of the present application, the method also includes: if the time T0 used to reach the intersection is greater than the queue dissipation time T1 and less than the remaining red light time Tr, and the priority passage phase operated by the traffic light controller is not the previous phase when the target vehicle reaches the stop line, control the insertion of a green light phase in the priority passage phase; obtain the larger value of the queue dissipation time T1 and the minimum green light duration Gmin; and determine the time corresponding to the larger value as the duration of the inserted green light phase.

[0157] Specifically, when the traffic light at the intersection indicates red, the following situation exists:

[0158] For case 6, if the time taken to reach the intersection T0 is greater than the queue dissipation time T1 and less than the remaining time of the red light Tr, and when the target vehicle reaches the stop line, the priority pass phase operated by the signal light controller is not the previous phase, that is, Tr>T0>T1&&the priority pass phase is not the previous phase, which means that during the red light period, the priority pass phase is not the previous phase, but the light at the intersection is red, so the green light phase needs to be inserted. However, since the queue dissipation time is short, the time of the inserted green light phase should not be too long, and the minimum duration can be maintained. Therefore, the corresponding control strategy for case 6 is: control the insertion of the green light phase in the priority pass phase.

[0159] In an optional embodiment, in the process of controlling the insertion of the green light phase in the priority passage phase, it is necessary to calculate the specific green light phase insertion duration. The queue dissipation time T1 and the minimum green light duration Gmin can be numerically compared, and the duration corresponding to the larger value is determined as the green light phase insertion duration Te.

[0160] Fig.16 The figure shows a schematic diagram corresponding to the sixth control strategy when the red light arrives provided by an embodiment of the present application. Fig.16 As shown, in the case where Tr>T0>T1&& the phase in operation is the priority phase instead of the previous phase, since the phase in operation during the red light is the priority phase instead of the previous phase, but the light at the intersection is red and the queue dissipation time is short, it is necessary to insert a green light phase into the priority phase, but since the queue dissipation time is short, the time of the inserted green light phase can be controlled not to be too long, that is, Te=max(T1,Gmin), therefore, the start time of inserting the green light phase is T0-Gmin.

[0161] In a possible implementation of the present application, the method also includes: if the time taken to reach the intersection T0 is less than the remaining red light time Tr, and the priority passage phase operated by the traffic light controller is not the previous phase when the target vehicle reaches the stop line, and the time taken to reach the intersection T0 is less than the queue dissipation time T1, control the insertion of a green light phase in the priority passage phase, and guide the target vehicle to slow down; obtain the larger value of the queue dissipation time T1 and the minimum green light duration Gmin; and determine the time corresponding to the larger value as the duration of the inserted green light phase.

[0162] Specifically, when the traffic light at the intersection indicates red, the following situation exists:

[0163] For case seven, if the time taken to reach the intersection T0 is less than the remaining time of the red light Tr, and the priority phase operated by the signal light controller is not the previous phase when the target vehicle reaches the stop line, and the time taken to reach the intersection T0 is less than the queue dissipation time T1, that is, Tr>T0&&the priority phase is not the previous phase&&T1>T0, it means that during the red light period, the priority phase is not the previous phase, but the light at the intersection is red, so the green light phase needs to be inserted, and because the queue dissipation time is long, the green light needs to be turned on immediately when the target vehicle reaches the stop line of the intersection, and the target vehicle is guided to slow down. Therefore, the corresponding control strategy for case seven is: control the insertion of the green light phase in the priority phase, and guide the target vehicle to slow down.

[0164] In an optional embodiment, in the process of controlling the insertion of the green light phase in the priority passage phase, it is necessary to calculate the specific green light phase insertion duration, and the queue dissipation time T1 and the minimum green light duration Gmin can be numerically compared, and the duration corresponding to the larger value is determined as the green light phase insertion duration Te, that is, Te = max(T1, Gmin), and the insertion needs to start from the current moment.

[0165] Fig.17 The figure shows a schematic diagram corresponding to the sixth control strategy when the red light arrives provided by an embodiment of the present application. Fig.17 As shown, in the case of Tr>T0&&the phase in operation is the priority phase rather than the previous phase&&T1>T0, since the phase in operation during the red light is the priority phase rather than the previous phase, but the light at the intersection is red, and the queue dissipation time is long, it is necessary to insert a green light phase into the priority phase, and since the queue dissipation time is long, it is necessary to turn on the green light immediately when the target vehicle reaches the stop line of the intersection, that is, Te=max(T1,Gmin), and the start time of the inserted green light phase is the current moment.

[0166] As described above, general insertion phase control is mainly used in the state where the red light reaches the mid-term (Tf ≤ T0 ≤ Tb). Fig.18 The following is a flowchart of the insertion phase control provided by an embodiment of the present application. As Fig.18 shown, it includes:

[0167] Step 1, predict the moment T0 when the target vehicle reaches the stop line;

[0168] Step 2, synchronously calculate the time Td required for the queuing vehicles to dissipate;

[0169] Step 3, determine whether T0 - Td < Tc. If T0 - Td < Tc, insert a priority phase after phase i + 1 and execute Step 7; if T0 - Td > Tc, insert a priority phase after phase i + 2 and execute Step 7;

[0170] Step 4, after determining the phase insertion order, calculate the phase insertion moment;

[0171] Step 5, determine the green light compensation type and scheme;

[0172] Step 6, send the signal priority control scheme to the signal machine;

[0173] Step 7, synchronously calculate the guiding vehicle speed of the target vehicle and transmit it to the target vehicle.

[0174] For the design of the signal phase sequence, in the normal state of the intersection, the signal control phase sequence is such that the target vehicle reaches the intersection at phase i. Then, when the target vehicle reaches in the mid-term of the red light, the following two situations will occur:

[0175] 1) When T1 - T0 < Tc, insert a priority phase after the end of phase i + 1, and the release order of the intersection signal phases becomes: phase i → phase i + 1 → phase i → phase i + 2 → phase i - 1 → phase i + 1 → phase i + 2 → phase i - 1.

[0176] 2) When T1 - T0 ≥ Tc, insert a priority phase after the end of phase i + 2, and the release order of the intersection signal phases changes to: phase i → phase i + 1 → phase i + 2 → phase i → phase i - 1 → phase i + 1 → phase i + 2 → phase i - 1.

[0177] For the calculation of the priority phase insertion moment, when the target vehicle reaches the intersection in the mid-term of the red light, there will be a certain number of queuing vehicles in front. To reduce the interference of the queuing vehicles on the passage of the target vehicle, it is necessary to release it in advance to ensure that the target vehicle can pass through the intersection quickly. Therefore, the insertion moment of the priority phase is:

[0178] T q = T0 ― T d ,

[0179] Among them, Tq is the insertion time of the target vehicle priority phase.

[0180] For phase insertion, the signal phase operation in two scenarios is as follows:

[0181] 1) When the target vehicle priority phase is inserted after phase i+1, the green light display time of phase i+1 can be calculated by the formula:

[0182] in, It indicates the green light display time of the target vehicle at the priority phase after the phase i+1 is inserted. It represents the normal end time of phase i+1, and Δt represents the change value of the green light time of phase i+1; when it is a positive value, the green light time decreases; when it is a negative value, the green light time increases.

[0183] 2) When the target vehicle priority phase is inserted after phase i+2, the green light display time of phase i+2 can be calculated by the formula:

[0184] in, It indicates the green light display time of the target vehicle at the priority phase after the phase i+2 is inserted. It represents the normal end time of phase i+2.

[0185] In a possible implementation of the present application, after performing a first conditional control on the traffic light when the green light arrives, or performing a second conditional control on the traffic light when the red light arrives, the method also includes: determining whether the reduction in the green light time of the priority passage phase is less than a preset green light duration threshold; if the reduction in the green light time is less than the preset green light duration threshold, performing a single-cycle compensation for the green light display duration after the target vehicle passes through the intersection; if the reduction in the green light time is not less than the preset green light duration threshold, performing multi-cycle compensation for the green light display duration after the target vehicle passes through the intersection.

[0186] Specifically, the above-mentioned preset green light duration threshold can be used to represent a preset minimum green light time limit. The preset green light duration threshold is not specifically limited here and can be adjusted according to actual conditions.

[0187] In an optional embodiment, after the first condition control of the signal light when the green light arrives, that is, when the green light extension control strategy is implemented, the cycle length will increase while the green light duration of other phases remains unchanged, which will inevitably cause the green-to-signal ratio of other phases to decrease, thereby causing negative interference to the traffic flow of other phases. In order to minimize this interference and avoid oversaturation, it is necessary to implement a green light compensation scheme in the next cycle or multiple cycles, that is, according to the number of compensation cycles, the green light compensation strategy can be divided into single-cycle and multi-cycle compensation. The specific compensation scheme can be determined by judging whether the reduction in the green light time of the target vehicle priority phase meets the minimum green light time limit.

[0188] In another optional embodiment, after the traffic light is subjected to the second conditional control when the red light arrives, that is, when the green light early start control strategy is implemented, the green light duration of the previous phase will be compressed, thereby causing negative interference to the traffic flow of the previous phase. In order to minimize this interference and avoid oversaturation, it is necessary to implement a green light compensation scheme in the next cycle or multiple cycles. That is, according to the number of compensation cycles, the green light compensation strategy can be divided into single-cycle and multi-cycle compensation. The specific compensation scheme can be determined by judging whether the reduction in the green light time of the target vehicle priority passage phase meets the minimum green light time limit.

[0189] In a possible implementation of the present application, before the lane benefit of the target vehicle's path planning route is calculated using the priority vehicle lane change model to obtain the target lane change strategy of the target vehicle, the method also includes: in response to receiving a lane change request from the target vehicle, determining whether a non-target vehicle accepts the lane change request, wherein the non-target vehicle is used to characterize a vehicle that does not require priority passage scheduling; if the non-target vehicle does not accept the lane change request, the lane benefit of the target vehicle's path planning route is calculated using the priority vehicle lane change model to obtain the target lane change strategy; if the non-target vehicle accepts the lane change request, the social vehicle collaborative lane change model is used to calculate the situation data of the non-target vehicle to obtain the lane change strategy of the non-target vehicle, so as to guide the non-target vehicle to change lanes based on the lane change strategy so that the target vehicle has priority passage.

[0190] Specifically, the above-mentioned social vehicle cooperative lane changing model can be used to represent the model for calculating the situation data of non-target vehicles to obtain the lane changing strategy of the non-target vehicles.

[0191] The above situation data include but are not limited to the number of non-target vehicles, driving speed, and vehicle spacing.

[0192] In an optional embodiment, before calculating the lane benefit of the path planning route of the target vehicle using the lane change model of the priority vehicle to obtain the target lane change strategy of the target vehicle, it is necessary to determine whether the non-target vehicle accepts the lane change request of the target vehicle. Generally, compared with the target vehicle changing lanes, it is preferred to guide social vehicles to change lanes. Therefore, in response to receiving the lane change request issued by the target vehicle, it is determined whether the non-target vehicle accepts the lane change request. In the case that the non-target vehicle does not accept the lane change request, the lane benefit of the path planning route of the target vehicle is calculated using the lane change model of the priority vehicle as described above to obtain the target lane change strategy.

[0193] On the contrary, if the non-target vehicle accepts the lane change request, there is no need to control the target vehicle to change lanes. The social vehicle cooperative lane change model can be used to calculate the situation data of the non-target vehicle to obtain the lane change strategy of the non-target vehicle. Then, based on the lane change strategy of the non-target vehicle, the non-target vehicle is guided to change lanes so that the target vehicle has priority.

[0194] Specifically, during the multi-vehicle coordinated lane changing process within the research unit, two scenarios will occur:

[0195] First, independent lane changing strategy. Fig.19 Shown is a schematic diagram before independent lane changing in social vehicle cooperative lane changing provided by an embodiment of the present application. Fig. 20 Shown is a schematic diagram of an independent lane change in a social vehicle cooperative lane change provided by an embodiment of the present application.

[0196] like Fig.19 As shown in the figure, before the social vehicles change lanes independently, the ambulance E and social vehicle An are driving in lane 1, and the social vehicle Bn is driving in lane 2. After guiding the social vehicle An to change lanes independently, it can be obtained Fig. 20 The lanes after lane change shown in the figure, that is, vehicles Ai and Ai+1 change lanes to lane 2 respectively, vehicle Ai moves to the gap between vehicles Bi and Bi+1, and vehicle Ai+1 moves to the gap before vehicle Bi+1. This process is an independent lane change process.

[0197] Second, the queuing lane changing strategy. If vehicles Ai and Ai+1 queue up and move to the gap between vehicles Bi and Bi+1, it is called a queuing lane changing process, which will not be described in detail here.

[0198] As a second aspect of the present application, the present application also provides a vehicle priority passage method, Fig.21 FIG. 1 is a flow chart of a vehicle priority passage method provided by an embodiment of the present application. Fig.21 As shown, the method is applied to a vehicle, comprising:

[0199] S2101, before driving to the intersection, sending a priority communication request to the cloud control platform, the priority communication request is used to notify the cloud control platform to use the intersection signal control model to perform phase control on the traffic lights at the intersection under different arrival conditions, and generate control strategies under different arrival conditions;

[0200] Specifically, in the process of giving priority to target vehicles at intersections, in addition to relying on the cloud control platform to generate a priority control strategy, the priority control strategy must also be implemented on the vehicle side. Therefore, in this application, by connecting the cloud control platform and the vehicle to communication, the vehicle-side data can be uploaded to the cloud control platform for analysis and calculation. At the same time, the cloud control platform can also be used to perform phase control of the traffic lights at the intersection under different arrival conditions, thereby implementing a control strategy based on different arrival conditions to give priority to passing through the intersection.

[0201] In an optional embodiment, before driving to an intersection, the vehicle may send a priority passage request to the cloud control platform, that is, the vehicle requests priority passage through the intersection. After the cloud control platform receives the priority passage request, the intersection signal control model may be used to perform phase control on the intersection signal lights for different arrival conditions to generate control strategies for different arrival conditions. The control strategy at least includes: when the target vehicle arrives at the intersection and the signal light indicates red, the red light early break strategy should be implemented in combination with the actual situation, and the specific early break duration can be calculated in combination with the actual situation; when the target vehicle arrives at the intersection and the signal light indicates green, the green light extension strategy should be implemented in combination with the actual situation, and the specific extension duration can be calculated in combination with the actual situation.

[0202] S2102, obtaining control strategies for different arrival conditions, and giving priority to passing through intersections based on the control strategies.

[0203] Specifically, after the vehicle obtains the control strategies for different arrival conditions sent by the cloud control platform, it can pass through the intersection with priority based on the control strategies.

[0204] Furthermore, the above-mentioned control strategy includes the control strategy for intersection traffic lights and the control strategy for priority vehicles. For the control strategy for intersection traffic lights, the traffic signal control system can be linked with the cloud control platform to realize the control strategy for intersection traffic lights; for the control strategy for priority vehicles, the vehicle's driving speed and other aspects can be controlled based on the control strategy to realize the control strategy for priority vehicles.

[0205] In summary, by combining the control strategy of intersection traffic lights and the control strategy for priority vehicles, the priority passage efficiency of vehicles is effectively improved, thereby improving the rescue efficiency.

[0206] In a possible implementation of the present application, it also includes: obtaining a path planning route, the path planning route includes traffic light information at an intersection that the vehicle needs to pass through; sending the path planning route to a cloud control platform, so that the cloud control platform uses a priority vehicle lane change model to perform lane benefit calculations on the path planning route to obtain a target lane change strategy; obtaining the target lane change strategy, and driving to the intersection based on the target lane change strategy.

[0207] Specifically, in addition to the above-mentioned control strategy for giving priority to vehicles on the vehicle side, efficient lane changing of vehicles can also be achieved based on the target lane changing strategy.

[0208] In an optional embodiment, in order to ensure that the priority vehicle reaches the intersection as quickly as possible, a lane change strategy can be implemented for the priority vehicle. Specifically, the vehicle's path planning route can be obtained, which includes the traffic light information of the intersection to be passed, and then the path planning route is sent to the cloud control platform for calculation, so that the benefit value of multiple lane change strategies that may appear is calculated, and multiple benefit value calculation results are obtained. The target lane change strategy corresponding to the benefit value with the shortest time can be selected from the multiple benefit value calculation results, so that the vehicle can drive to the intersection as quickly as possible with the help of the target lane change strategy.

[0209] Exemplary cloud control platform

[0210] As a third aspect of the present application, the present application provides a cloud control platform, which is used to perform the following steps:

[0211] S1, in response to a priority passage request issued by a target vehicle before it travels to an intersection, the intersection signal control model is used to perform phase control on the traffic lights at the intersection under different arrival conditions, and a control strategy under different arrival conditions is generated, so that the target vehicle has priority to pass through the intersection based on the control strategy; wherein the target vehicle includes a vehicle that needs to be scheduled for priority passage, and the different arrival conditions include conditions corresponding to the traffic light being red or green when the target vehicle arrives at the intersection.

[0212] Example Vehicles

[0213] As a fourth aspect of the present application, the present application provides a vehicle, which is used to perform the following steps:

[0214] T1, before driving to the intersection, sends a priority passage request to the cloud control platform. The priority communication request is used to notify the cloud control platform to use the intersection signal control model to perform phase control on the traffic lights at the intersection under different arrival conditions, and generate control strategies for different arrival conditions; obtain the control strategies for different arrival conditions, and give priority to passing through the intersection based on the control strategies.

[0215] Below, reference Fig. 22 To describe the vehicle provided in the embodiment of the present application, Fig. 22 FIG. 1 is a schematic diagram of a vehicle provided by an embodiment of the present application. Fig. 22 As shown, the vehicle may include: at least one processor 221 , at least one communication interface 222 , at least one memory 223 and at least one communication bus 224 .

[0216] In the embodiment of the present application, the number of the processor 221, the communication interface 222, the memory 223, and the communication bus 224 is at least one, and the processor 221, the communication interface 222, and the memory 223 communicate with each other through the communication bus 224; obviously, Fig. 22 The communication connections shown among the processor 221, the communication interface 222, the memory 223, and the communication bus 224 are merely optional.

[0217] Optionally, the communication interface 222 may be an interface of a communication module, such as an interface of a GSM module; the processor 221 may be a central processing unit CPU, or an application specific integrated circuit ASIC (Application Specific Integrated Circuit), or one or more integrated circuits configured to implement the embodiments of the present application.

[0218] The memory 223 may include a high-speed RAM memory, and may also include a non-volatile memory (non-volatile memory), such as at least one disk memory.

[0219] The processor 221 is specifically used to execute the application program in the memory to implement the steps of the above-mentioned vehicle priority passage method.

[0220] Exemplary Systems

[0221] As a fifth aspect of the present application, the present application provides a vehicle priority passage system, which includes a cloud control platform and a vehicle, and the cloud control platform and the vehicle are communicatively connected.

[0222] Fig.23 FIG. 1 is a schematic diagram of a vehicle priority passage system provided by an embodiment of the present application. Fig.23 As shown, the vehicle priority passage system includes a cloud control platform 231 and a vehicle body controller 232, wherein the cloud control platform and the vehicle body controller are communicatively connected.

[0223] In some embodiments, this embodiment further provides a computer-readable storage medium, such as a floppy disk, an optical disk, a hard disk, a flash memory, a USB flash disk, an SD (Secure Digital Memory Card) card, an MMC (Multimedia Card) card, etc., in which one or more instructions for implementing the above steps are stored. When the one or more instructions are executed by one or more processors, the processors execute the vehicle priority passage method described above. For the relevant specific implementation, please refer to the above description, which will not be repeated here.

[0224] In addition to the above-mentioned methods and devices, an embodiment of the present application may also be a computer program product, which includes computer program instructions, which, when executed by a processor, enable the processor to execute the steps of the vehicle priority passage method according to various embodiments of the present application described in the above content of this specification.

[0225] The computer program product may be written in any combination of one or more programming languages ​​to write program codes for performing the operations of the embodiments of the present application, including object-oriented programming languages ​​such as Java, C++, etc., and conventional procedural programming languages ​​such as "C" language or similar programming languages. The program code may be executed entirely on the user computing device, partially on the user device, as a separate software package, partially on the user computing device and partially on a remote computing device, or entirely on a remote computing device or server.

[0226] Those skilled in the art will appreciate that the contents disclosed in this disclosure may be subject to various modifications and improvements. For example, the various devices or components described above may be implemented by hardware, or by software, firmware, or a combination of some or all of the three.

[0227] In addition, although the present disclosure makes various references to certain units in the system according to embodiments of the present disclosure, any number of different units can be used and run on the client and / or server. The units are only illustrative, and different aspects of the system and method can use different units.

[0228] Flowcharts are used in this disclosure to illustrate the steps of the method according to the embodiments of the present disclosure. It should be understood that the preceding or following steps are not necessarily performed precisely in order. On the contrary, various steps may be processed in reverse order or simultaneously. At the same time, other operations may also be added to these processes.

[0229] Those skilled in the art will appreciate that all or part of the steps in the above method can be completed by instructing related hardware through a computer program, and the program can be stored in a computer-readable storage medium, such as a read-only memory, etc. Optionally, all or part of the steps in the above embodiment can also be implemented using one or more integrated circuits. Accordingly, each module / unit in the above embodiment can be implemented in the form of hardware or in the form of a software functional module. The present disclosure is not limited to any particular form of combination of hardware and software.

[0230] Unless otherwise defined, all terms used herein have the same meaning as commonly understood by those of ordinary skill in the art to which the present disclosure belongs. It should also be understood that terms such as those defined in common dictionaries should be interpreted as having a meaning consistent with their meaning in the context of the relevant technology, and should not be interpreted in an idealized or highly formal sense, unless explicitly defined as such herein.

[0231] The above is an explanation of the present disclosure and should not be considered as a limitation thereof. Although several exemplary embodiments of the present disclosure are described, it will be readily understood by those skilled in the art that many modifications may be made to the exemplary embodiments without departing from the novel teachings and advantages of the present disclosure. Therefore, all such modifications are intended to be included within the scope of the present disclosure as defined in the claims. It should be understood that the above is an explanation of the present disclosure and should not be considered to be limited to the specific embodiments disclosed, and modifications to the disclosed embodiments and other embodiments are intended to be included within the scope of the appended claims. The present disclosure is defined by the claims and their equivalents.

Claims

1. A vehicle priority method, characterized in that: Applied to the cloud control platform, the method includes: In response to a priority passage request issued by a target vehicle before it travels to an intersection, a signal light at the intersection is phase-controlled under different arrival conditions using an intersection signal control model, and a control strategy under different arrival conditions is generated, so that the target vehicle has priority to pass through the intersection based on the control strategy; Among them, the target vehicle includes a vehicle that needs to be scheduled for priority passage, and the different arrival conditions include the conditions corresponding to the traffic light being red or green when the target vehicle arrives at the intersection.

2. The vehicle priority method according to claim 1, characterized in that: Before the target vehicle drives to the intersection, the method includes: In response to the path planning route sent by the target vehicle, a lane benefit calculation is performed on the path planning route using a lane change model of a priority vehicle to obtain a target lane change strategy, so that the target vehicle travels to an intersection based on the target lane change strategy; The path planning route includes traffic light information at an intersection that the target vehicle needs to pass through, and the target lane change strategy is a lane change strategy corresponding to a best lane benefit value among multiple lane benefit values.

3. The vehicle priority method according to claim 1, characterized in that: The intersection signal control model is used to control the phase of the traffic lights at the intersection under different arrival conditions, including: If the different arrival conditions are characterized by the signal light being green when the target vehicle arrives at the intersection, the signal light is controlled under the first condition when the green light arrives; If the different arrival condition is characterized by the traffic light being red when the target vehicle arrives at the intersection, the traffic light is controlled under the second condition when the traffic light arrives red.

4. The vehicle priority method according to claim 3, characterized in that: If the different arrival conditions are characterized by the signal light being green when the target vehicle arrives at the intersection, performing a first condition control on the signal light when the green light arrives includes: In response to the queue dissipation time, deceleration consumption time, time taken to reach the intersection, and green light remaining time of the target vehicle, wherein the queue dissipation time is used to represent the dissipation time of the remaining vehicles before the target vehicle at the signal light controlled intersection, and the deceleration consumption time is used to represent the time taken for the target vehicle to decelerate from the current position to the signal light controlled intersection; If the time taken to reach the intersection is greater than the queue dissipation time and less than the remaining time of the green light, the target vehicle is not given priority control; If the queue dissipation time is greater than the time taken to reach the intersection and less than the remaining time of the green light, the target vehicle is not given priority control and is guided to decelerate.

5. The vehicle priority method according to claim 4, characterized in that: The method further comprises: If the remaining green light time is greater than the queue dissipation time and less than the time taken to reach the intersection, or the queue dissipation time is greater than the remaining green light time and less than the time taken to reach the intersection, extend the green light duration of the current phase, wherein the green light time of the current phase is used to represent the green light time corresponding to the driving direction of the target vehicle at the signal light controlled intersection; Based on the remaining driving distance and driving speed information of the target vehicle, the remaining driving distance is divided by the driving speed information to obtain a quotient, and the remaining green light time is subtracted from the quotient to obtain a difference, and the difference is determined as the extension time of the green light in the current phase, wherein the remaining driving distance is used to characterize the distance traveled by the target vehicle from the current position to the stop line of the intersection.

6. The vehicle priority method according to claim 4, characterized in that: The method further comprises: If the time taken to reach the intersection is greater than the remaining time of the green light and less than the queue dissipation time, or the remaining time of the green light is greater than the time taken to reach the intersection and less than the queue dissipation time, extend the green light duration of the current phase and guide the target vehicle to decelerate; Determining whether the deceleration consumption time is less than the queue dissipation time; If the deceleration consumption time is less than the queue dissipation time, obtaining a first difference between the queue dissipation time and the green light remaining time, and determining the first difference as the extension time of the green light of the current phase; If the deceleration consumed time is greater than the queue dissipation time, a second difference between the deceleration consumed time and the green light remaining time is obtained, and the second difference is determined as the extension time of the green light of the current phase.

7. The vehicle priority method according to claim 3, characterized in that: If the different arrival conditions are characterized by the traffic light being red when the target vehicle arrives at the intersection, performing a second condition control on the traffic light when the traffic light arrives red includes: Receive the queue dissipation time, the time taken to reach the intersection, the remaining time of the red light, the green light duration of the current phase, and the green light duration of the previous phase of the target vehicle; If the time taken to reach the intersection is greater than the sum of the queue dissipation time and the remaining time of the red light, and less than the sum of the remaining time of the red light and the duration of the green light of the current phase, the target vehicle will not be given priority control; If the sum of the remaining red light time and the green light duration of the current phase is greater than the sum of the queue dissipation time and the remaining red light time, and is less than the time taken to reach the intersection, and when the target vehicle reaches the stop line of the signal-controlled intersection, the next phase of the priority passage phase operated by the signal light controller, the green light duration of the current phase is extended, wherein the priority passage phase is used to characterize the red light phase corresponding to the driving direction of the target vehicle at the signal-controlled intersection.

8. The vehicle priority method according to claim 7, characterized in that: The method further comprises: If the time taken to reach the intersection is greater than the remaining time of the red light, and less than the sum of the remaining time of the red light and the queue dissipation time, and the signal light controller is operating the previous phase of the priority passage phase when the target vehicle reaches the stop line, control the previous phase to be disconnected early; The sum of the queue dissipation time and the remaining time of the red light is obtained, and the difference between the sum and the time taken to reach the intersection is obtained, and the difference is determined as the duration for early interruption of the previous phase.

9. The vehicle priority method according to claim 7, characterized in that: The method further comprises: If the time taken to reach the intersection is less than the remaining time of the red light and greater than the queue dissipation time, and the signal light controller is operating the previous phase of the priority passage phase when the target vehicle reaches the stop line, controlling the previous phase to be disconnected early; The sum of the queue dissipation time and the remaining time of the red light is obtained, and the difference between the sum and the time taken to reach the intersection is obtained, and the difference is determined as the duration for early interruption of the previous phase.

10. The vehicle priority method according to claim 7, characterized in that: The method further comprises: If the time taken to reach the intersection is less than the remaining time of the red light, and the previous phase of the priority passage phase operated by the traffic light controller when the target vehicle reaches the stop line, and the time taken to reach the intersection is less than the queue dissipation time, control the early disconnection of the previous phase, determine the third early disconnection duration, and guide the target vehicle to slow down, wherein the third early disconnection duration is determined as the remaining time of the red light.

11. The vehicle priority method according to claim 7, characterized in that: The method further comprises: If the time taken to reach the intersection is greater than the queue dissipation time and less than the remaining time of the red light, and the priority passage phase operated by the signal light controller when the target vehicle reaches the stop line is not the previous phase, controlling to insert a green light phase into the priority passage phase; Obtain the larger value of the queue dissipation time and the minimum green light duration; The time corresponding to the larger value is determined as the duration of inserting the green light phase.

12. The vehicle priority method according to claim 7, characterized in that: The method further comprises: If the time taken to reach the intersection is less than the remaining time of the red light, and the priority passage phase operated by the signal light controller is not the previous phase when the target vehicle reaches the stop line, and the time taken to reach the intersection is less than the queue dissipation time, control to insert a green light phase into the priority passage phase, and guide the target vehicle to decelerate; Obtain the larger value of the queue dissipation time and the minimum green light duration; The time corresponding to the larger value is determined as the duration of inserting the green light phase.

13. The vehicle priority method according to claim 3, characterized in that: After performing the first condition control on the signal light when the green light arrives, or performing the second condition control on the signal light when the red light arrives, the method further includes: Determine whether the reduction in the green light time of the priority phase is less than a preset green light time threshold; If the green light time reduction is less than the preset green light time threshold, a single-cycle compensation is performed on the green light display time after the target vehicle passes through the intersection; If the green light time reduction amount is not less than the preset green light time threshold, multi-cycle compensation is performed on the green light display time after the target vehicle passes through the intersection.

14. The vehicle priority method according to claim 2, characterized in that: Before calculating the lane benefit of the path planning route of the target vehicle by using the lane change model of the priority vehicle to obtain the target lane change strategy of the target vehicle, the method further includes: In response to receiving a lane change request from the target vehicle, determining whether a non-target vehicle accepts the lane change request, wherein the non-target vehicle is used to represent a vehicle that does not require priority traffic scheduling; If the non-target vehicle does not accept the lane change request, the lane benefit calculation of the path planning route of the target vehicle is performed using the lane change model of the priority vehicle to obtain the target lane change strategy; If the non-target vehicle accepts the lane change request, the social vehicle collaborative lane change model is used to calculate the situation data of the non-target vehicle to obtain the lane change strategy of the non-target vehicle, so as to guide the non-target vehicle to change lanes based on the lane change strategy, so that the target vehicle has priority.

15. A vehicle priority method, characterized in that: Applied to a vehicle, the method comprises: Before driving to the intersection, a priority traffic request is sent to the cloud control platform, wherein the priority communication request is used to notify the cloud control platform to use the intersection signal control model to perform phase control on the traffic lights at the intersection under different arrival conditions, and generate control strategies under different arrival conditions; A control strategy for different arrival conditions is obtained, and the intersection is passed preferentially based on the control strategy.

16. The vehicle priority method according to claim 15, characterized in that: The method further comprises: Acquire a path planning route, wherein the path planning route includes traffic light information of the intersection that the vehicle needs to pass; Sending the path planning route to the cloud control platform, so that the cloud control platform uses the priority vehicle lane change model to perform lane benefit calculation on the path planning route to obtain a target lane change strategy; The target lane change strategy is acquired, and the vehicle travels to an intersection based on the target lane change strategy.

17. A cloud control platform, characterized in that: The cloud control platform is used to execute the vehicle priority passage method described in any one of claims 1 to 14 above.

18. A vehicle, characterized in that: The vehicle is used to execute the vehicle priority method described in any one of claims 15 to 16.

19. A vehicle priority system, characterized in that: The vehicle priority passage system comprises the cloud control platform as claimed in claim 17 and the vehicle as claimed in claim 18, and the cloud control platform and the vehicle are communicatively connected.

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