Traffic control method and device in intelligent network connection environment, equipment and medium

Abstract

A traffic control method, device and equipment under an intelligent network environment and a medium are disclosed. The method comprises: obtaining vehicle driving data of at least one vehicle to be adjusted in a first control area in a current time slice; determining target positions of the at least one vehicle to be controlled in a fixed position area and lane changing driving data of the at least one vehicle to be controlled in a second control area based on the vehicle driving data, first area information of the fixed position area and second area information of the second control area; determining longitudinal driving data of each vehicle to be controlled in the first control area based on the vehicle driving data and the target positions; and determining driving trajectory data based on the longitudinal driving data and the lane changing driving data. The method solves the problem of high cost, poor safety and low real-time performance caused by planning vehicle lane changing driving trajectory by a mathematical programming method in the prior art, reduces trajectory planning cost, improves the accuracy and rationality of the planned trajectory, and improves driving safety and comfort.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of computer processing, and in particular to a traffic control method and device in an intelligent network environment, equipment and a medium. BACKGROUND

[0002] With the deepening of urbanization, traffic accidents and traffic congestion caused by the surge in urban vehicles are further exacerbated. Autonomous driving has shown great potential in reducing traffic accidents and alleviating traffic congestion, and has become a research hotspot. In the process of autonomous driving, the vehicle needs to be trajectory planned based on the traffic information around the vehicle, and lane changing trajectory planning may also be involved, for example, changing from lane 1 to lane 2.

[0003] Currently, the existing lane changing trajectory planning method is usually based on a mathematical programming method, and a constraint condition is established for vehicle passenger comfort and safety, and an optimization model of a target function such as speed and comfort is used for lane changing planning of a driving trajectory. However, this method requires a large amount of fitting calculation, has the problem of high cost, and also cannot meet the safety and real-time requirements of lane changing trajectory in autonomous driving. SUMMARY

[0004] The present application provides a traffic control method, device, equipment and medium in an intelligent network environment, to reduce the cost of trajectory planning while improving the accuracy and rationality of the planned trajectory, and to improve the safety, comfort and traffic efficiency of vehicle driving.

[0005] According to an aspect of the present application, a traffic control method is provided, which is applied to an intelligent network environment, and the method comprises:

[0006] Obtaining vehicle driving data of at least one vehicle to be adjusted in a first control area in a current time slice; wherein the first control area is a lane changing prohibited area, the first control area includes a fixed position area, the outlet of the fixed position area is connected with the inlet of a second control area, and the second control area is a lane changing allowed area; the vehicle driving data includes an initial position, an initial speed, an initial lane and a target lane;

[0007] Based on the vehicle driving data, first area information of the fixed position area and second area information of the second control area, determining a target position of at least one vehicle to be controlled in the fixed position area and lane changing driving data in the second control area; wherein the fixed position area includes at least one grid, the target position corresponds to the grid, and the lane changing driving data includes a lane changing moving sequence;

[0008] determine longitudinal driving data of each of the to-be-controlled vehicles in the first control zone corresponding to the current time slice based on the vehicle driving data and the target position of each of the to-be-controlled vehicles;

[0009] determine driving trajectory data based on the longitudinal driving data and the lane-changing driving data of the to-be-controlled vehicles, and send the driving trajectory data to the corresponding to-be-controlled vehicles, so that the to-be-controlled vehicles follow the corresponding driving trajectory data to drive.

[0010] According to another aspect of the present application, a traffic control device is provided, which is configured in an intelligent network environment, and the device comprises:

[0011] a data acquisition module configured to acquire vehicle driving data of at least one to-be-adjusted vehicle in a first control zone in a current time slice; wherein the first control zone is a lane-changing prohibited area, the first control zone comprises a fixed position area, an exit of the fixed position area is connected to an entrance of a second control zone, and the second control zone is a lane-changing allowed area; the vehicle driving data comprises an initial position, an initial speed, an initial lane and a target lane;

[0012] a target position determination module configured to determine a target position of at least one to-be-controlled vehicle in the fixed position area and lane-changing driving data in the second control zone based on the vehicle driving data, signal lamp data corresponding to the current time slice, first area information of the fixed position area and second area information of the second control zone; wherein the fixed position area comprises at least one grid, the target position corresponds to the grid, and the lane-changing driving data comprises a lane-changing moving sequence;

[0013] a longitudinal driving data determination module configured to determine longitudinal driving data of each of the to-be-controlled vehicles in the first control zone corresponding to the current time slice based on the vehicle driving data and the target position of each of the to-be-controlled vehicles;

[0014] a driving trajectory data determination module configured to determine driving trajectory data based on the longitudinal driving data and the lane-changing driving data of the to-be-controlled vehicles, and send the driving trajectory data to the corresponding to-be-controlled vehicles, so that the to-be-controlled vehicles follow the corresponding driving trajectory data to drive.

[0015] According to another aspect of the present application, an electronic device is provided, which comprises:

[0016] at least one processor; and

[0017] a memory in communication connection with the at least one processor; wherein

[0018] The memory stores a computer program executable by the at least one processor, and the computer program is executed by the at least one processor to enable the at least one processor to perform the traffic control method according to any one of the embodiments of the present application.

[0019] According to another aspect of the present application, there is provided a computer readable storage medium storing computer instructions for enabling a processor to implement the traffic control method according to any one of the embodiments of the present application when executed by the processor.

[0020] The technical scheme of the embodiments of the present application, by acquiring vehicle driving data of at least one to-be-adjusted vehicle in the first control area in the current time slice; determining, based on the vehicle driving data, first area information of the fixed position area and second area information of the second control area, a target position of the at least one to-be-controlled vehicle in the fixed position area and lane-changing driving data of the at least one to-be-controlled vehicle in the second control area; determining, based on the vehicle driving data and the target position, longitudinal driving data of each to-be-controlled vehicle in the first control area; and determining, based on the longitudinal driving data and the lane-changing driving data, driving trajectory data, so that the to-be-controlled vehicles follow the corresponding driving trajectory data to drive, solves the problem that in the prior art, a vehicle lane-changing driving trajectory is planned by a mathematical programming method, resulting in high cost, poor safety and low real-time performance, and achieves the technical effects that by dividing the control area into the first control area in which lane changing is prohibited and the second control area in which lane changing is allowed, based on the position and lane of the vehicle and in combination with the second area information of the second control area, a grid in the fixed position area is determined, the target position of the at least one to-be-controlled vehicle in the fixed position area is obtained, each vehicle forms a vehicle platoon in the fixed position area, and the time length from the target position to the second control area is limited, so that the vehicle driving efficiency is improved while ensuring smooth lane changing in the second control area. The lane-changing driving data in the second control area is determined based on the lane-changing moving order, so that the trajectory planning cost is reduced. Further, based on the vehicle driving data and the target position of each to-be-controlled vehicle, the longitudinal driving data in the first control area is calculated, so that the accuracy and rationality of the planned trajectory are improved. The driving trajectory data determined based on the longitudinal driving data and the lane-changing driving data is used for trajectory driving, so that the safety, comfort and traffic efficiency of vehicle driving are improved.

[0021] It should be understood that the matters described in this section are not intended to identify key or important features of the embodiments of the present application, nor are they used to limit the scope of the present application. Other features of the present application will become apparent from the following description. BRIEF DESCRIPTION OF DRAWINGS

[0022] In order to make the technical solution in the embodiments of the present application clearer, the drawings needed in the embodiment description will be briefly introduced as follows. Obviously, the drawings in the following description are only some of the embodiments of the present application, and all other drawings obtained by those skilled in the art without any creative effort should fall within the protection scope of the present application.

[0023] Figure 1 is a flow chart of a traffic control method according to the first embodiment of the present application;

[0024] Figure 2 is a control area schematic diagram according to the first embodiment of the present application;

[0025] Figure 3 is a flow chart of a traffic control method according to the second embodiment of the present application;

[0026] Figure 4 is a schematic diagram for representing lane changing in the second control area according to the second embodiment of the present application;

[0027] Figure 5 is a schematic diagram for representing the order of lane changing movement according to the second embodiment of the present application;

[0028] Figure 6 is a flow chart of a traffic control method according to the third embodiment of the present application;

[0029] Figure 7 is a flow chart of a traffic control method according to the fourth embodiment of the present application;

[0030] Figure 8 is a structural schematic diagram of a traffic control device according to the fifth embodiment of the present application;

[0031] Figure 9 is a structural schematic diagram of an electronic device for implementing the traffic control method of the embodiments of the present application. DETAILED DESCRIPTION

[0032] In order to make the technical solution in the embodiments of the present application clearer, the drawings needed in the embodiment description will be briefly introduced as follows. Obviously, the drawings in the following description are only some of the embodiments of the present application, and all other drawings obtained by those skilled in the art without any creative effort should fall within the protection scope of the present application.

[0033] It should be noted that the terms "first", "second", etc. in the specification and claims of the present application and in the above drawings are used to distinguish similar objects, and do not necessarily have to be used to describe a specific order or sequence. It should be understood that the data thus used can be interchanged under appropriate circumstances, so that the embodiments of the application described herein can be implemented in an order other than that illustrated or described herein. In addition, the terms "include" and "have" and any variations thereof are intended to cover non-exclusive inclusion, for example, a process, method, system, product or device that includes a series of steps or units does not have to be limited to only those steps or units clearly listed, but can include other steps or units not clearly listed or inherent to such a process, method, product or device.

[0034] Embodiment one

[0035] Figure 1 is a flowchart of a traffic control method according to an embodiment one of the present application, the embodiment can be applicable to the case of planning a driving trajectory, the method can be executed by a traffic control device which can be realized in the form of hardware and / or software, and the traffic control device can be configured in a computing device under an intelligent network environment. As shown in Figure 1 , the method comprises:

[0036] S110, obtaining vehicle driving data of at least one vehicle to be adjusted in a first control area in a current time slice.

[0037] The first control area is a lane-changing prohibited area, indicating that lane-changing driving is prohibited in the first control area, and driving can be carried out along the connection traction direction in front and behind the vehicle in the lane. The first control area includes a fixed position area, and the fixed position area includes a plurality of grid type areas. The outlet of the fixed position area is connected with the inlet of the second control area, that is, the vehicle drives out of the outlet of the fixed position area, and can directly enter the inlet of the second control area. For example, the control area schematic diagram can be referred to Figure 2 The second control area is a lane-changing allowed area, indicating that lane-changing driving can be carried out in the second control area, for example, the vehicle can change from the lane to a lane different from the lane. The vehicle driving data includes initial position, initial speed, initial lane and target lane, and the target lane refers to the lane to be changed. It should be noted that the initial lane and the target lane can be the same lane or different lanes, and can be related to the driving demand of the user, for example, if there is a lane-changing demand, the initial lane and the target lane are different, and if there is no lane-changing demand, the initial lane and the target lane are the same. The time slice can be understood as a planning period, which can be 30S or 60S. The way of planning the vehicle driving trajectory data in each time slice is the same, and any one of the time slices can be taken as the current time slice for description.

[0038] In the embodiment, when planning the current time slice, all vehicles currently located in the first control area can be regarded as the to-be-adjusted vehicles, or the vehicles in the first control area that are not planned in other time slices can be regarded as the to-be-adjusted vehicles. Vehicle driving data of each to-be-adjusted vehicle is acquired to plan a driving track for the vehicle based on the vehicle driving data.

[0039] It should be noted that in actual application, considering that vehicles can continuously enter the first control area, the driving track of the vehicle in C (C is a natural number) time slices can be planned each time in the process of planning the track, and the planning can be sequentially performed from the first time slice to the Cth time slice. Only the planned vehicle driving track in the first time slice of the current time is output, and the vehicle driving tracks in other time slices of the current time can be used as auxiliary data to assist the planning of the first time slice and the next planning. In order to improve the driving safety of the vehicle, the planning can be performed at a certain time interval each time, and the time interval can be determined based on the display of the signal light of the intersection, so as to ensure that the vehicle groups simulated in the previous and next times can pass through the intersection within the display time of the previous and next green lights.

[0040] S120, based on the vehicle driving data, the first area information of the fixed position area, and the second area information of the second control area, determining a target position of at least one to-be-controlled vehicle in the fixed position area and lane-changing driving data in the second control area.

[0041] The fixed position area includes at least one grid, for example, the grid can be a rectangle of 4.8 meters by 2.2 meters. The target position corresponds to the grid, and the number of grids corresponding to the target position can be related to the size of the to-be-controlled vehicle, for example, a small or medium-sized vehicle occupies one grid, and a large vehicle occupies two grids. The first area information can include the size and position of the fixed position area. The second area information can include the size and position of the second control area. The lane-changing driving data includes a lane-changing moving sequence.

[0042] In this embodiment, after obtaining the vehicle driving data of each vehicle to be adjusted, the vehicles can be arranged in the order from front to back in the fixed position area according to the order in which the vehicles enter the fixed position area, and each vehicle can be arranged in the frontmost position that can be reached by the vehicle and is not occupied by other vehicles, as the target position. At this time, the overall vehicles in the fixed position area can form a vehicle platoon. It should be noted that the exit of the second control area can be connected to a road intersection (for example, a three-way intersection, a four-way intersection, and a multi-way intersection, etc.), and a traffic signal is arranged at the intersection. In order to improve the efficiency, success rate and safety of the vehicles passing through the traffic signal, when planning the target position, the lane changing simulation can be performed based on the initial divided target position and the target lane of the vehicle by using a tree search or integer programming algorithm, the driving time of the entire vehicle platoon in the second control area is determined, and the time when the head of the vehicle platoon reaches the intersection is calculated. The time can correspond to the time when the green light of the traffic signal is on, for example, the time is earlier than the time when the green light is on. If the time is later than the time when the green light is on, the target position of the vehicle to be controlled can be adjusted (for example, from grid 1 to grid 2) or the lane changing order can be adjusted. It is ensured that the head of the vehicle platoon can reach the intersection when the green light is on, and accordingly, the final target position of each vehicle to be controlled is obtained. After determining the final target position of each vehicle to be controlled, the lane changing information in the lane changing simulation in the second control area can be output, and the driving trajectory of the vehicle in the second control area, that is, the lane changing driving data, is obtained. For example, it can be continuously referred to in Figure 2 The fixed position area is divided into 3x4 grids, and the vehicle to be controlled is schematically shown by a rectangle. Each vehicle to be controlled in the fixed position area corresponds to a corresponding grid, and a vehicle platoon is formed. The entire vehicle platoon can enter the second control area at a predetermined standard speed.

[0043] It should be further noted that in order to enable the tail of the vehicle platoon to leave the intersection when the green light is off and the entire vehicle platoon to pass through smoothly, the length of the entire vehicle platoon parallel to the lane line, that is, the length of the fixed position area, can be determined by the length of the green light and the predetermined speed of the vehicle in the second control area. For example, the length of the fixed position area can be obtained by multiplying the length of the green light and the predetermined speed, and the product value can be used as the length of the fixed position area. It is ensured that the entire vehicle platoon can pass through smoothly within the length of the green light at the predetermined speed. The length of the road in the transverse direction (perpendicular to the lane line) can be used as the width of the fixed position area perpendicular to the lane line. The width and length of the fixed position area are predetermined, and a plurality of grids are divided from the fixed position area according to the width and length of the fixed position area, to obtain the fixed position area. The plurality of vehicles to be adjusted are arranged in the grids, and the target position is determined.

[0044] In S130, the longitudinal driving data of each vehicle to be controlled in the first control area corresponding to the current time slice is determined based on the vehicle driving data of each vehicle to be controlled and the target position.

[0045] The current time slice includes at least one planning time.

[0046] In the embodiment, lane changing is not allowed in the first control area. The speed and acceleration of the vehicle are adjusted so that each vehicle to be controlled can move from the initial position to the target position, and the driving information of each vehicle to be controlled at each planning time in the current time slice is obtained (for example, including time, position, speed, acceleration, etc.), and longitudinal driving data is obtained to drive in the first control area based on the longitudinal driving data. For example, the vehicle driving data and the target position of each vehicle to be controlled can be input into a quadratic programming function, and through linear constraints, the trajectories of all vehicles to be controlled in the first control area are output.

[0047] In the embodiment, lane changing is not allowed in the first control area. The speed and acceleration of the vehicle are adjusted so that each vehicle to be controlled can move from the initial position to the target position, and the driving information of each vehicle to be controlled at each planning time in the current time slice is obtained (for example, including time, position, speed, acceleration, etc.), and longitudinal driving data is obtained to drive in the first control area based on the longitudinal driving data. For example, the vehicle driving data and the target position of each vehicle to be controlled can be input into a quadratic programming function, and through linear constraints, the trajectories of all vehicles to be controlled in the first control area are output.

[0048] Specifically, if the current slice duration is the first slice duration of the current planning, the longitudinal driving data and the lane changing driving data of each vehicle to be controlled can be sent to the corresponding vehicle to be controlled as the driving trajectory data, so that the vehicle to be controlled follows the corresponding driving trajectory data to drive.

[0049] The technical scheme of the embodiment is characterized in that vehicle driving data of at least one to-be-adjusted vehicle in the first control area in a current time slice is acquired; target positions of the at least one to-be-controlled vehicle in the fixed position area and lane-changing driving data of the at least one to-be-controlled vehicle in the second control area are determined based on the vehicle driving data, the first area information of the fixed position area and the second area information of the second control area; longitudinal driving data of each to-be-controlled vehicle in the first control area is determined based on the vehicle driving data and the target positions; and driving track data is determined based on the longitudinal driving data and the lane-changing driving data, so that the to-be-controlled vehicles follow the corresponding driving track data to drive, thereby solving the problem that, in the prior art, a vehicle lane-changing driving track is planned by using a mathematical programming method, resulting in high cost, poor safety and low real-time performance, and achieving the following effects: the control area is divided into the first control area in which lane changing is prohibited and the second control area in which lane changing is allowed, the target positions of the to-be-controlled vehicles in the fixed position area are determined based on the positions and lanes of the vehicles and in combination with the second area information of the second control area, the to-be-controlled vehicles form a vehicle platoon in the fixed position area, the time length from the target positions to the second control area is limited, the lane-changing driving data in the second control area is determined based on the lane-changing moving order, the trajectory planning cost is reduced, the longitudinal driving data in the first control area is calculated based on the vehicle driving data and the target positions of each to-be-controlled vehicle, the accuracy and rationality of the planned track are improved, and the safety, comfort and traffic efficiency of vehicle driving are improved.

[0050] Embodiment Two

[0051] Figure 3 is a flowchart of a traffic control method according to Embodiment Two of the present application, which is further refined to S120 on the basis of the foregoing embodiment. The specific implementation can be referred to the technical scheme of the present embodiment. The same or corresponding technical terms as those in the foregoing embodiment are not described herein.

[0052] As shown in Figure 3 , the method specifically includes the following steps:

[0053] S210, vehicle driving data of at least one to-be-adjusted vehicle in the first control area in a current time slice is acquired.

[0054] S220, at least one to-be-screened vehicle in the fixed position area and corresponding grid position information are determined based on the vehicle driving data and the first area information.

[0055] The vehicle driving data can further include vehicle body size, etc. The first area information further includes the size and position of each grid.

[0056] In this embodiment, the number of grids occupied by the vehicle to be adjusted can be determined based on the vehicle body size and the grid size in the vehicle driving data of the vehicle to be adjusted. If there is a vehicle to be adjusted with a need for lane changing, or the total number of grids in the fixed position area is less than the sum of the number of grids occupied by each vehicle to be adjusted, a certain number of vehicles to be adjusted can be selected as vehicles to be screened based on the total number of grids and the number of grids occupied by the vehicles to be adjusted in the order from front to back. For example, the sum of the number of grids occupied by each selected vehicle to be adjusted is less than the total number of grids by a preset value, ensuring that there is a lane changing space for subsequent lane changing in the fixed position area, improving the efficiency of lane changing, and also ensuring that the number of vehicle groups in the fixed position area does not exceed the total number of grids. The remaining unselected vehicles to be adjusted can be left for the next time slice planning.

[0057] Further, after the vehicles to be screened are selected, the vehicles to be screened can be distributed to the corresponding grids in the fixed position area in the order from front to back. The grid where the vehicle to be screened is located is on the initial lane of the vehicle to be screened, and the grid position information of the vehicle to be screened in the fixed position area is obtained accordingly.

[0058] In actual application, if there is no vehicle to be adjusted with a need for lane changing, and the total number of grids in the fixed position area is greater than the sum of the number of grids occupied by each vehicle to be adjusted, it indicates that each vehicle to be controlled can be distributed to the corresponding grid in the fixed position area. The vehicles can be arranged in the order from front to back, and each vehicle is arranged in the frontmost grid that can be reached and is not occupied by other vehicles, and the grid position information is obtained.

[0059] S230, determining the actual lane changing duration in the second control area based on the grid position information of each vehicle to be screened and the target lane.

[0060] In this embodiment, the grid position information of each vehicle to be screened can be used as the initial position for entering the second control area. Each vehicle to be screened travels at a constant speed in the second control area, changes lanes from the initial position to the target lane, and the duration of successful lane changing is used as the actual lane changing duration. Specifically, the implementation of determining the actual lane changing duration in the second control area based on the grid position information of each vehicle to be screened and the target lane can be: determining the number of lane changing steps in the second control area based on the grid position information of each vehicle to be screened and the target lane; and determining the actual lane changing duration based on the number of lane changing steps and the unit lane changing duration.

[0061] The unit lane changing duration can be understood as the duration required for each lane changing step, for example, 30S or 15S.

[0062] In the embodiment, the vehicle can be driven forward from the initial position to the target lane by a single forward, backward, left, and right movement, and the number of steps for completing the lane changing is determined as the lane changing movement steps. Assuming that the unit lane changing time is δt, the product of the lane changing movement steps and the unit lane changing time δt can be processed to obtain a product value as the actual lane changing time.

[0063] For example, continuing to refer to Figure 2 , the vehicles to be controlled in the fixed position area enter the second control area in the form of a vehicle platoon, at this time, the vehicles to be controlled can have lane changing requirements, such as changing from lane 2 to lane 1, turning left at the intersection, or changing from lane 1 to lane 3, turning right at the intersection, and the lane changing movement is required to make the vehicles turning right at the intersection located in the right lane, the vehicles turning left at the intersection located in the left lane, and the vehicles straightening located in the middle lane. For example, refer to Figure 4 , after the vehicles to be controlled enter the second control area in the form of a vehicle platoon, the lane changing movement can be performed to form a vehicle platoon in which the vehicles turning right are located in the right lane, the vehicles turning left are located in the left lane, and the vehicles straightening are located in the middle lane before passing the signal light, and the order of the lane changing movement can be referred to Figure 5 .

[0064] S240, determining whether the actual lane changing time is greater than the expected lane changing time of the vehicle to be screened in the second control area, if yes, performing S250, and if no, performing S260.

[0065] The expected lane changing time is determined based on the second area information and a preset standard speed. The second area information includes a second area length, which is the length of the second control area parallel to the lane line. Accordingly, the expected lane changing time can be determined by processing the second area length and the preset standard speed to obtain the expected lane changing time. For example, the second area length is L, and the preset standard speed is v f . The expected lane changing time is L / v f .

[0066] In order to ensure that each vehicle to be screened can successfully complete the lane changing in the second control area, the actual lane changing time and the expected lane changing time are compared to determine whether the actual lane changing time is greater than the expected lane changing time. If yes, it indicates that each vehicle to be screened can successfully complete the lane changing in the second control area, and S250 can be performed. If no, it indicates that each vehicle to be screened cannot successfully complete the lane changing in the second control area, and at this time, some vehicles on the lanes in the fixed position area need to be adjusted to ensure successful lane changing in the second control area, and S260 and S270 can be performed in turn.

[0067] S250, determining the target position of the to-be-controlled vehicle corresponding to the grid position information of the to-be-screened vehicle.

[0068] Specifically, if the actual lane-changing duration is not greater than the predicted lane-changing duration, the to-be-screened vehicle at this time can be taken as the to-be-controlled vehicle, and the grid position information of the to-be-screened vehicle is determined as the target position of the to-be-controlled vehicle.

[0069] S260, determining the to-be-adjusted lane in which the number of to-be-screened vehicles in the fixed position area is the largest.

[0070] Specifically, if the actual lane-changing duration is greater than the predicted lane-changing duration, the lane in which the number of to-be-screened vehicles in the fixed position area is the largest can be selected as the to-be-adjusted lane, and the step S260 is further executed to adjust the vehicles on the lane.

[0071] S270, eliminating the to-be-screened vehicle in the to-be-adjusted lane that is predicted to arrive at the latest time, updating at least one to-be-screened vehicle and the corresponding grid position information in the fixed position area, and determining the target position of the to-be-controlled vehicle based on the actual lane-changing duration and the predicted lane-changing duration corresponding to the updated grid position information of the to-be-screened vehicle.

[0072] In the embodiment, the to-be-screened vehicle in the to-be-adjusted lane that is predicted to arrive at the latest time (i.e., the farthest from the exit of the fixed position area) can be eliminated from the current time slice planning to be planned again next time. The to-be-screened vehicle and the corresponding grid position information in the fixed position area are updated, and the step S230 is returned to be executed based on the updated grid position information of each to-be-screened vehicle and the target lane to determine the actual lane-changing duration of the to-be-screened vehicle in the second control area. The actual lane-changing duration and the predicted lane-changing duration are subtracted to determine the grid position information of each to-be-screened vehicle as the target position of the corresponding to-be-controlled vehicle when the actual lane-changing duration is not greater than the predicted lane-changing duration, otherwise, the steps S260 and S270 are continuously executed.

[0073] S280, determining the lane-changing driving data of the to-be-controlled vehicle in the second control area.

[0074] Specifically, after determining the target position of each to-be-controlled vehicle, the order of the lane-changing operation can be taken as the lane-changing driving data.

[0075] S290, determining the longitudinal driving data of each to-be-controlled vehicle in the first control area corresponding to the current time slice based on the vehicle driving data and the target position of each to-be-controlled vehicle.

[0076] S2110, based on the longitudinal driving data and the lane changing driving data of the to-be-controlled vehicle, determine driving track data, and send the driving track data to the corresponding to-be-controlled vehicle, so that the to-be-controlled vehicle follows the corresponding driving track data to drive.

[0077] The technical scheme of the embodiment determines at least one to-be-screened vehicle in the fixed position area and corresponding grid position information based on vehicle driving data and first area information, and then determines an actual lane changing duration in the second control area based on the grid position information of each to-be-screened vehicle and the target lane, and determines a predicted lane changing duration of the to-be-screened vehicle in the second control area based on the second area information and the preset standard speed, compares the actual lane changing duration with the predicted lane changing duration, and ensures that the grid position information of each to-be-screened vehicle is used as the target position of the corresponding to-be-controlled vehicle when the actual lane changing duration is not greater than the predicted lane changing duration, so as to ensure smooth lane changing in the second control area, improve the accuracy and rationality of trajectory planning, and improve vehicle driving efficiency.

[0078] Embodiment three

[0079] Figure 6 is a flowchart of a traffic control method according to the third embodiment of the application, which is further refined on the basis of the foregoing embodiments. The specific implementation can be referred to the technical scheme of the embodiment. Among them, the same or corresponding technical terms as the above embodiments will not be repeated here.

[0080] As Figure 6 shown, the method specifically includes the following steps:

[0081] S310, obtaining vehicle driving data of at least one to-be-adjusted vehicle in the first control area in the current time slice.

[0082] S320, based on the vehicle driving data, the first area information of the fixed position area, and the second area information of the second control area, determining a target position of at least one to-be-controlled vehicle in the fixed position area and lane changing driving data in the second control area.

[0083] S330, based on the vehicle driving data and the target position of each to-be-controlled vehicle, determining driving information of each to-be-controlled vehicle at each planning time in the first control area.

[0084] Among them, the driving information includes acceleration, and optionally, position and speed.

[0085] In this embodiment, the initial position and the target position of the to-be-controlled vehicle in the vehicle driving data can be combined with the trajectory planning function to determine the driving information of each to-be-controlled vehicle at each planning time in the first control area.

[0086] For example, the trajectory planning function can be: x i,l (t) = x i,l (t-1) + v i,l (t) * Delta t.

[0087] v i,l (t) = v i,l (t-1) + a i,l (t) * Delta t, where x i,l (t), v i,l (t), and a i,l (t) represent the position, speed, and acceleration of the ith vehicle in the lth lane at time t, respectively, and Delta t can represent the time step of trajectory planning, i.e., the step length of time, which can be 0.5 s, for example, or 0.3 s. Assuming that Delta t is 0.5 s, if t = 1 s, then t-1 = 0.5 s and t+1 = 1.5 s.

[0088] In S340, the sum of squares data is determined based on the accelerations.

[0089] In this embodiment, the square of each acceleration can be calculated, and then the squares of all the accelerations can be summed to obtain the sum of squares data.

[0090] For example, the sum of squares of the accelerations can be i,l,t a i,l (t) 2 .

[0091] In S350, the driving information of the to-be-controlled vehicles at each planning time is adjusted to obtain the longitudinal driving data of the to-be-controlled vehicles corresponding to the current time slice in the first control zone, with the objective of minimizing the sum of squares data.

[0092] Specifically, the sum of squares data can be processed based on an objective function, the objective of which is to minimize the sum of squares data, and the driving information of the to-be-controlled vehicles at each planning time is adjusted so that the sum of squares data is minimized, thereby improving the smoothness and safety of vehicle driving.

[0093] For example, the objective function can be min a,v,x O = å i,l,t a i,l (t) 2 , where the position x, speed v, and acceleration a of the ith vehicle in the lth lane at time t are adjusted to minimize the sum of squares data, thereby obtaining the driving information of each to-be-controlled vehicle at each planning time in the first control zone as the longitudinal driving data corresponding to the current time slice.

[0094] In order to improve rationality and accuracy of trajectory planning, in the process of adjusting the driving information of the vehicle to be controlled at each planning time point with the target of minimizing the square sum of acceleration data, the pre-configured constraint condition can be determined; in the process of minimizing the square sum data, the driving information of the vehicle to be controlled at each planning time point is adjusted according to the constraint condition to obtain the longitudinal driving data.

[0095] The constraint condition includes speed constraint, acceleration constraint, position constraint, time constraint of reaching the second control area and relationship constraint corresponding to acceleration, speed and position. The speed constraint can be v min ≤v i,l (t)≤v max , v i,l (1)=v i,l , v min denotes the lower limit of speed, v max denotes the upper limit of speed; the acceleration constraint can be a min ≤a i,l (t)≤a max , a min denotes the lower limit of acceleration, a max denotes the upper limit of acceleration; the position constraint can be x i-1,l (t)-x i,l (t)≥g, x i,l (1)=x i,l , which represents that the distance between the front and rear vehicles on the same lane cannot be less than g; the time constraint of reaching the second control area can be represented as T i,l denotes the time of the i-th vehicle on the l-th lane entering the second control area, denotes the position of the i-th vehicle on the l-th lane at the c-th time slice, (if the vehicle is not allocated to the time slice, ), D denotes the coordinates of the second control area, D m denotes the length of each grid. The vehicle travels at a preset standard speed v f in the second control area, which can be constrained by v i,l (T i,l )=v f .

[0096] Specifically, in the process of minimizing the square sum data based on the target function, linear constraint is performed based on the constraint condition, and the driving information of the vehicle to be controlled at each planning time point is adjusted to obtain the longitudinal driving data.

[0097] S360, based on the longitudinal driving data and the lane-changing driving data of the to-be-controlled vehicles, determine driving track data, and send the driving track data to the corresponding to-be-controlled vehicles, so that the to-be-controlled vehicles follow the corresponding driving track data to drive.

[0098] For example, referring to Figure 2 , the to-be-controlled vehicles can follow the longitudinal driving data to make longitudinal adjustment in the first control area, and when entering the second control area, all the vehicles have been arranged into a vehicle platoon. Then, the lane-changing driving data can be used to determine the action sequence in the vehicle platoon, and the lane-changing in the second control area can be completed.

[0099] The technical scheme of the embodiment determines the driving information of each to-be-controlled vehicle at each planning time in the first control area based on the vehicle driving data and the target position of each to-be-controlled vehicle, and then determines the sum-of-squares data based on the acceleration in the driving information. The sum-of-squares data is minimized to improve the smoothness and rationality of the planning track, and the driving information of the to-be-controlled vehicle at each planning time is adjusted to obtain the longitudinal driving data of each to-be-controlled vehicle in the first control area corresponding to the current time slice, so that the safety and comfort of vehicle driving are improved based on the longitudinal driving data.

[0100] Embodiment Four

[0101] As an optional embodiment of the above-mentioned embodiments, Figure 7 is a flowchart of a traffic control method according to Embodiment Four of the present application. Specifically, refer to the following specific content.

[0102] Refer to Figure 7 , the trajectory planning stage of vehicle control can be divided into two stages. In the first stage, the planning period (i.e., time slice) can be allocated. In the first stage, more vehicles are allocated to the earlier planning period as much as possible, but the lane-changing is limited to be completed within a specified time. For example, a fixed position area can be used as a virtual compartment, and the virtual compartment includes multiple grids. Assuming that C periods are planned each time, for the cth period (c m c is the initial position, is the target lane; the third step is to determine whether the number of steps of the lane changing movement meets the requirement, for example, to determine whether the lane changing time (i.e., the actual lane changing duration) is not greater than the travel time of the vehicle in the second control zone (i.e., the estimated lane changing duration, the estimated lane changing duration = (D-D n ) / v f ), D-D n is the length of the second zone, and the actual lane changing duration can be a product value of the number of steps of the lane changing movement and the unit lane changing duration δt, i.e., If , it can be considered that the number of steps of the lane changing movement meets the requirement, and if , it can be considered that the number of steps of the lane changing movement does not meet the requirement. The fourth step is to output the order of the lane changing operation and exit if it meets the requirement, and to remove the last vehicle on the lane with the largest number of vehicles and return to the first step if it does not meet the requirement. Until the distribution is completed, the target position and the order of the lane changing operation of all vehicles in the period are obtained.

[0103] Further, after the period and the target position of each vehicle are given in the first stage, in the second stage, the time, position and speed of each vehicle entering the second control zone can be calculated according to the allocated target position, and the driving trajectory in the first control zone and the driving trajectory in the second control zone are planned. The implementation can be that a target function is used for quadratic programming to obtain the longitudinal trajectory (i.e., longitudinal driving data) of the vehicle in the first control zone. Exemplarily, the target function can be min a,v,x O = ∑ i,l,t a i,l (t) 2 , the constraint conditions include a speed constraint: v min ≤ v i,l (t) ≤ v max , an acceleration constraint: a min ≤ a i,l (t) ≤ a max , a position constraint which can be expressed as x i-1,l (t) - x i,l (t) ≥ g, x i,l (1) = x i,l , and a time constraint of reaching the second control zone: The vehicle travels at a preset standard speed v f in the second control zone, which can be constrained by v i,l (T i,l ) = v f . The trajectory of all vehicles in the first control zone can be quickly obtained by directly solving the quadratic programming model to obtain a safe and smooth trajectory. At the same time, after the longitudinal adjustment in the first control zone, all vehicles have formed a vehicle platoon when entering the second control zone, the order of the lane changing action, and the fixed speed v fIn the second control area, the trajectory in the second control area is obtained, and the safety, comfort and efficiency of vehicle driving are improved. In the process of vehicle driving based on the technical scheme, the vehicle does not need to start and stop before the intersection, but passes through the intersection at a relatively large speed, so that the traffic efficiency before the intersection can be improved.

[0104] The technical scheme of the embodiment obtains vehicle driving data of at least one to-be-adjusted vehicle in the first control area in the current time slice; determines target positions of the at least one to-be-controlled vehicle in the fixed position area and lane-changing driving data of the at least one to-be-controlled vehicle in the second control area based on the vehicle driving data, the first area information of the fixed position area and the second area information of the second control area; determines longitudinal driving data of each to-be-controlled vehicle in the first control area based on the vehicle driving data and the target positions; and determines driving trajectory data based on the longitudinal driving data and the lane-changing driving data, so that the to-be-controlled vehicles follow the corresponding driving trajectory data to drive, thereby solving the problem that the vehicle lane-changing driving trajectory is planned by using a mathematical planning method in the prior art, resulting in high cost, poor safety and low real-time performance, and achieving the following technical effects: the control area is divided into the first control area in which lane changing is prohibited and the second control area in which lane changing is allowed, the target positions of the vehicles in the fixed position area are determined based on the positions and lanes of the vehicles and in combination with the second area information of the second control area, the vehicles form a vehicle fleet in the fixed position area, the time length from the target positions to the second control area is limited, the lane-changing driving data in the second control area is determined based on the lane-changing moving order, the trajectory planning cost is reduced, the longitudinal driving data in the first control area is calculated based on the vehicle driving data and the target positions of each to-be-controlled vehicle, the accuracy and rationality of the planned trajectory are improved, and the trajectory data determined based on the longitudinal driving data and the lane-changing driving data is used for trajectory driving, thereby achieving the technical effects of improving the safety, comfort and traffic efficiency of vehicle driving.

[0105] Embodiment Five

[0106] Figure 8 is a structural schematic diagram of a traffic control device provided according to Embodiment Five of the present application. As shown in Figure 8 the device includes a data acquisition module 410, a target position determination module 420, a longitudinal driving data determination module 430 and a driving trajectory data determination module 440.

[0107] The data acquisition module 410 is configured to acquire vehicle driving data of at least one to-be-controlled vehicle in a first control area in a current time slice; the first control area is a lane-changing prohibited area, and the first control area includes a fixed position area; an exit of the fixed position area is connected with an entrance of a second control area, and the second control area is a lane-changing allowed area; the vehicle driving data includes an initial position, an initial speed, an initial lane and a target lane; the target position determination module 420 is configured to determine target positions of the at least one to-be-controlled vehicle in the fixed position area and lane-changing driving data in the second control area based on the vehicle driving data, first area information of the fixed position area and second area information of the second control area; the fixed position area includes at least one grid, the target positions correspond to the grid, and the lane-changing driving data includes a lane-changing moving sequence; the longitudinal driving data determination module 430 is configured to determine longitudinal driving data of each to-be-controlled vehicle in the first control area corresponding to the current time slice based on the vehicle driving data and the target positions of each to-be-controlled vehicle; and the driving trajectory data determination module 440 is configured to determine driving trajectory data based on the longitudinal driving data and the lane-changing driving data of the to-be-controlled vehicle, and send the driving trajectory data to the corresponding to-be-controlled vehicle, so that the to-be-controlled vehicle follows the corresponding driving trajectory data to drive.

[0108] The technical scheme of the embodiment is characterized in that vehicle driving data of at least one to-be-adjusted vehicle in a first control area in a current time slice is acquired; target positions of the at least one to-be-controlled vehicle in a fixed position area and lane-changing driving data of the at least one to-be-controlled vehicle in a second control area are determined based on the vehicle driving data, first area information of the fixed position area, and second area information of the second control area; longitudinal driving data of each to-be-controlled vehicle in the first control area is determined based on the vehicle driving data and the target positions; and driving track data is determined based on the longitudinal driving data and the lane-changing driving data, so that the to-be-controlled vehicles follow the corresponding driving track data to drive, thereby solving the problem that, in the prior art, a vehicle lane-changing driving track is planned by using a mathematical programming method, resulting in high cost, poor safety, and low real-time performance, and achieving the following effects: the control area is divided into a first control area in which lane changing is prohibited and a second control area in which lane changing is allowed, the target positions of the vehicles in the fixed position area are determined based on the positions and lanes of the vehicles and in combination with the second area information of the second control area, each vehicle forms a vehicle platoon in the fixed position area, the time length from the target positions to the second control area is limited, the lane-changing driving data in the second control area is determined based on the lane-changing moving order, the track planning cost is reduced, the longitudinal driving data in the first control area is calculated based on the vehicle driving data and the target positions of each to-be-controlled vehicle, the accuracy and rationality of the planned track are improved, and the safety, comfort, and traffic efficiency of vehicle driving are improved.

[0109] On the basis of the above device, optionally, the target position determination module 420 comprises a grid position information determination unit, an actual lane-changing time length determination unit, and a target position determination unit.

[0110] The grid position information determination unit is configured to determine at least one to-be-screened vehicle in the fixed position area and corresponding grid position information based on the vehicle driving data and the first area information.

[0111] The actual lane-changing time length determination unit is configured to determine the actual lane-changing time length in the second control area based on the grid position information and the target lane of each to-be-screened vehicle.

[0112] The target position determination unit is configured to determine the target positions of the corresponding to-be-controlled vehicles based on the grid position information of each to-be-screened vehicle if the actual lane-changing time length is not greater than the predicted lane-changing time length of the to-be-screened vehicle in the second control area; and the predicted lane-changing time length is determined based on the second area information and a preset standard speed.

[0113] On the basis of the above device, optionally, the actual lane-changing duration determination unit comprises a lane-changing moving step number determination subunit and an actual lane-changing duration determination subunit.

[0114] The lane-changing moving step number determination subunit is configured to determine the lane-changing moving step number in the second control area based on the grid position information of each of the to-be-screened vehicles and the target lane.

[0115] The actual lane-changing duration determination subunit is configured to determine the actual lane-changing duration based on the lane-changing moving step number and the unit lane-changing duration.

[0116] On the basis of the above device, optionally, the second area information comprises a second area length, and the target position determination unit comprises a predicted lane-changing duration determination subunit.

[0117] The predicted lane-changing duration determination subunit is configured to perform a multiplication operation on the second area length and the preset standard speed to obtain the predicted lane-changing duration.

[0118] On the basis of the above device, optionally, the target position determination module 420 further comprises a to-be-adjusted lane determination unit and a to-be-screened vehicle updating unit.

[0119] The to-be-adjusted lane determination unit is configured to determine a to-be-adjusted lane with the largest number of to-be-screened vehicles in the fixed position area if the actual lane-changing duration is greater than the predicted lane-changing duration.

[0120] The to-be-screened vehicle updating unit is configured to eliminate a to-be-screened vehicle that is expected to arrive at the latest time in the to-be-adjusted lane, update at least one to-be-screened vehicle and corresponding grid position information in the fixed position area, and determine the target position of the to-be-controlled vehicle based on the actual lane-changing duration corresponding to the grid position information of the updated to-be-screened vehicle and the predicted lane-changing duration.

[0121] On the basis of the above device, optionally, the current time slice comprises at least one planning time, and the longitudinal driving data determination module 430 comprises a driving information determination unit, a sum of squares data determination unit, and a longitudinal driving data determination unit.

[0122] The driving information determination unit is configured to determine driving information of each of the to-be-controlled vehicles at each planning time in the first control area based on vehicle driving data and a target position of each of the to-be-controlled vehicles, wherein the driving information comprises an acceleration.

[0123] The sum of squares data determination unit is configured to determine sum of squares data based on each acceleration.

[0124] The longitudinal driving data determination unit is configured to adjust the driving information of the to-be-controlled vehicle at each planning time point so as to obtain the longitudinal driving data of each to-be-controlled vehicle corresponding to the current time slice in the first control area, with the sum of squares data being minimized.

[0125] On the basis of the above device, the longitudinal driving data determination unit comprises a constraint condition determination subunit and a driving information adjustment subunit.

[0126] The constraint condition determination subunit is configured to determine a pre-configured constraint condition, wherein the constraint condition comprises a speed constraint, an acceleration constraint, a position constraint, a time constraint for reaching the second control area, and a relationship constraint corresponding to the acceleration, the speed and the position.

[0127] The driving information adjustment subunit is configured to adjust the driving information of the to-be-controlled vehicle at each planning time point so as to obtain the longitudinal driving data, with the constraint condition being constrained during the minimization processing of the sum of squares data.

[0128] The traffic control device provided by the embodiments of the present application can execute the traffic control method provided by any of the embodiments of the present application, and has the corresponding function modules and beneficial effects of the execution method.

[0129] Embodiment six

[0130] Figure 9 is a structural schematic diagram of an electronic device for implementing the traffic control method of the embodiments of the present application. The electronic device is intended to represent various forms of digital computers, such as laptops, desktops, tablets, personal digital assistants, servers, blade servers, mainframes, and other appropriate computers. The electronic device can also represent various forms of mobile devices, such as personal digital processors, cellular telephones, smart phones, wearable devices (such as helmets, glasses, watches, etc.), and other similar computing devices. The components shown herein, their connections and relationships, and their functions, are meant to be examples only, and are not intended to limit the implementations of the present application described and / or claimed in this document.

[0131] As Figure 9As shown, the electronic device 10 includes at least one processor 11, and a memory, such as a read-only memory (ROM) 12, a random access memory (RAM) 13, etc., communicatively connected to the at least one processor 11, where the memory stores a computer program executable by the at least one processor. The processor 11 can perform various appropriate actions and processes according to the computer program stored in the read-only memory (ROM) 12 or loaded from the storage unit 18 into the random access memory (RAM) 13. In the RAM 13, various programs and data required for the operation of the electronic device 10 can also be stored. The processor 11, the ROM 12, and the RAM 13 are connected to each other through a bus 14. An input / output (I / O) interface 15 is also connected to the bus 14.

[0132] Various components in the electronic device 10 are connected to the I / O interface 15, including an input unit 16, such as a keyboard, a mouse, etc., an output unit 17, such as various types of displays, a speaker, etc., a storage unit 18, such as a magnetic disk, an optical disk, etc., and a communication unit 19, such as a network card, a modem, a wireless communication transceiver, etc. The communication unit 19 allows the electronic device 10 to exchange information / data with other devices through a computer network, such as the Internet, and / or various telecommunication networks.

[0133] The processor 11 can be various general and / or special-purpose processing components with processing and computing capabilities. Some examples of the processor 11 include, but are not limited to, a central processing unit (CPU), a graphics processing unit (GPU), various special-purpose artificial intelligence (AI) computing chips, various processors running machine learning model algorithms, a digital signal processor (DSP), and any appropriate processor, controller, microcontroller, etc. The processor 11 performs various methods and processes described above, such as the traffic control method.

[0134] In some embodiments, the traffic control method can be implemented as a computer program tangibly embodied in a computer readable storage medium, such as the storage unit 18. In some embodiments, part or all of the computer program can be loaded and / or installed onto the electronic device 10 via the ROM 12 and / or the communication unit 19. When the computer program is loaded onto the RAM 13 and executed by the processor 11, one or more steps of the traffic control method described above can be performed. Alternatively, in other embodiments, the processor 11 can be configured to perform the traffic control method by any other appropriate means, such as by means of firmware.

[0135] The various embodiments of the systems and techniques described above can be implemented in digital electronic circuitry, integrated circuitry, a field programmable gate array (FPGA), an application specific integrated circuit (ASIC), a system on a chip (SOC), a load programmable logic device (CPLD), computer hardware, firmware, software, and / or combinations thereof. These various embodiments can include implementation in one or more computer programs that are executable and / or interpretable on a programmable system including at least one programmable processor, which can be special or general purpose, coupled to receive data and instructions from, and to transmit data and instructions to, a storage system, at least one input device, and at least one output device.

[0136] Computer programs used to implement the processes of the application can be written in any combination of one or more programming languages. These computer programs can be provided to a processor of a general purpose computer, special purpose computer, or other programmable data processing apparatus, such that the computer program, when executed, can cause instructions defined in the flow charts and / or block diagrams to be implemented on the computer or other programmable apparatus. The computer programs can be executed entirely on a machine, partially on a machine, partially on a machine as a stand-alone software package, partially on a machine and partially on a remote machine or entirely on a remote machine or server.

[0137] In the context of the present application, a computer-readable storage medium can be a tangible medium that can contain or store computer programs for use by or in connection with an instruction execution system, apparatus, or device. Computer-readable storage media can include, but are not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination of the foregoing. Alternatively, a computer-readable storage medium can be a machine-readable signal medium. More specific examples of the machine-readable storage medium will include one or more lines of electrical connections, portable computer disks, hard disk drives, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or Flash memory), optical fibers, portable compact disc read-only memories (CD-ROMs), optical storage devices, magnetic storage devices, or any suitable combination of the foregoing.

[0138] To provide for interaction with a user, the systems and techniques described here can be implemented on an electronic device having a display device (e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor) for displaying information to the user and a keyboard and a pointing device (e.g., a mouse or a trackball) by which the user can provide input to the electronic device. Other kinds of devices can be used to provide for interaction with a user as well; for example, feedback provided to the user can be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user can be received in any form, including acoustic, speech, or tactile input.

[0139] The systems and techniques described here can be implemented in a computing system that includes a back end component (e.g., as a data server), or that includes a middleware component (e.g., an application server), or that includes a front end component (e.g., a user computer having a graphical user interface or a Web browser through which a user can interact with an implementation of the systems and techniques described here), or any combination of such back end, middleware, or front end components. The components of the system can be interconnected by any form or medium of digital data communication (e.g., a communication network). Examples of communication networks include a local area network (LAN), a wide area network (WAN), a blockchain network, and the Internet.

[0140] The computing system can include clients and servers. A client and server are generally remote from each other and typically interact through a communication network. The relationship of client and server arises by virtue of computer programs running on the respective computers and having a client-server relationship to each other. A server can be a cloud server, also known as a cloud computing server or cloud host, which is a host product in the cloud computing service system, to solve the defects of large management difficulty and weak business scalability in traditional physical host and VPS service.

[0141] It should be understood that the various forms of flow shown above can be re-ordered, added to, or deleted from without departing from the scope of the present disclosure. For example, the steps recited in the present disclosure can be executed in parallel, executed in sequence, or executed in a different order, as long as the desired results of the present disclosure are achieved, and the present disclosure is not limited herein.

[0142] The specific embodiments described hereinabove are illustrative only and not restrictive. One skilled in the art will appreciate that variations and modifications can be made to the specifics described herein without departing from the spirit and principles of the application. Accordingly, the scope of protection is not limited to the specifics described herein, but is only limited by the contents of the accompanying patent claims as interpreted according to the principles of patent law.

Claims

1. A traffic control method characterized by, The application is applied to an intelligent network environment, comprising: obtaining vehicle driving data of at least one to-be-adjusted vehicle in a first control area in a current time slice; wherein the first control area is a lane-changing prohibited area, the first control area comprises a fixed position area, the exit of the fixed position area is connected with the entrance of a second control area, and the second control area is a lane-changing allowed area; the vehicle driving data comprises an initial position, an initial speed, an initial lane and a target lane; determining, based on the vehicle driving data, first area information of the fixed position area and second area information of the second control area, a target position of at least one to-be-controlled vehicle in the fixed position area and lane-changing driving data in the second control area; wherein the fixed position area comprises at least one grid, the target position corresponds to the grid, and the lane-changing driving data comprises a lane-changing moving sequence; wherein the first area information comprises the size and position of the fixed position area, and the second area information comprises the size and position of the second control area; determining, based on the vehicle driving data and the target position of each to-be-controlled vehicle, longitudinal driving data of each to-be-controlled vehicle corresponding to the current time slice in the first control area; determining, based on the longitudinal driving data and the lane-changing driving data of the to-be-controlled vehicle, driving track data, and sending the driving track data to the corresponding to-be-controlled vehicle, so that the to-be-controlled vehicle follows the corresponding driving track data to drive; wherein the determination of the target position of at least one to-be-controlled vehicle in the fixed position area based on the vehicle driving data, the first area information of the fixed position area and the second area information of the second control area comprises: determining, based on the vehicle driving data and the first area information, at least one to-be-screened vehicle in the fixed position area and corresponding grid position information; determining, based on the grid position information and the target lane of each to-be-screened vehicle, an actual lane-changing duration in the second control area; if the actual lane-changing duration is not greater than a predicted lane-changing duration of the to-be-screened vehicle in the second control area, determining, based on the grid position information of each to-be-screened vehicle, a target position of the corresponding to-be-controlled vehicle; wherein the predicted lane-changing duration is determined based on the second area information and a preset standard speed.

2. The method of claim 1, wherein, the determination of the actual lane-changing duration in the second control area based on the grid position information and the target lane of each to-be-screened vehicle comprises: determining, based on the grid position information and the target lane of each to-be-screened vehicle, a lane-changing moving step number in the second control area; determining the actual lane-changing duration based on the lane-changing moving step number and a unit lane-changing duration.

3. The method of claim 1, wherein, the second area information comprises a second area length, and the determination of the predicted lane-changing duration based on the second area information and the preset standard speed comprises: performing a multiplication operation on the second area length and the preset standard speed to obtain the predicted lane-changing duration.

4. The method of claim 1, wherein, further comprising: If the actual lane-changing duration is greater than the predicted lane-changing duration, it is determined that the lane to be adjusted in the fixed position area has the largest number of vehicles to be screened; The vehicle to be screened that arrives at the latest time in the lane to be adjusted is removed, and at least one vehicle to be screened in the fixed position area and the corresponding grid position information are updated to determine the target position of the vehicle to be controlled based on the actual lane-changing duration corresponding to the updated grid position information of the vehicle to be screened and the predicted lane-changing duration.

5. The method of claim 1, wherein, The current time slice includes at least one planning time, and the determination of the longitudinal driving data of each vehicle to be controlled in the first control area corresponding to the current time slice based on the vehicle driving data and the target position of each vehicle to be controlled comprises: determining the driving information of each planning time of each vehicle to be controlled in the first control area based on the vehicle driving data and the target position of each vehicle to be controlled; wherein the driving information includes acceleration; determining the sum of squares data based on each acceleration; adjusting the driving information of each planning time of the vehicle to be controlled to obtain the longitudinal driving data of each vehicle to be controlled in the first control area corresponding to the current time slice, with the objective of minimizing the sum of squares data.

6. The method of claim 5, wherein, The adjustment of the driving information of each planning time of the vehicle to be controlled with the objective of minimizing the sum of squares data comprises: determining a pre-configured constraint condition; wherein the constraint condition includes a speed constraint, an acceleration constraint, a position constraint, a time constraint for arriving at the second control area, and a relationship constraint corresponding to the acceleration, speed and position; when minimizing the sum of squares data, the driving information of each planning time of the vehicle to be controlled is adjusted to obtain the longitudinal driving data according to the constraint condition.

7. A traffic control device, characterized by configured in an intelligent network environment, comprising: a data acquisition module for acquiring vehicle driving data of at least one vehicle to be adjusted in a first control area within a current time slice; wherein the first control area is a lane-changing prohibited area, the first control area includes a fixed position area, the outlet of the fixed position area is connected to the inlet of a second control area, and the second control area is a lane-changing allowed area; the vehicle driving data includes an initial position, an initial speed, an initial lane and a target lane; a target position determination module for determining the target position of at least one vehicle to be controlled in the fixed position area and the lane-changing driving data of the vehicle to be controlled in the second control area based on the vehicle driving data, first area information of the fixed position area and second area information of the second control area; wherein the fixed position area includes at least one grid, the target position corresponds to the grid, and the lane-changing driving data includes a lane-changing moving sequence; wherein the first area information includes the size and position of the fixed position area, and the second area information includes the size and position of the second control area; The longitudinal driving data determination module is configured to determine longitudinal driving data of each of the to-be-controlled vehicles in the first control area corresponding to the current time slice based on vehicle driving data of each of the to-be-controlled vehicles and a target position; The driving trajectory data determination module is configured to determine driving trajectory data based on the longitudinal driving data and lane-changing driving data of the to-be-controlled vehicles, and send the driving trajectory data to the corresponding to-be-controlled vehicles, so that the to-be-controlled vehicles follow the corresponding driving trajectory data to drive; The target position determination module comprises: The grid position information determination unit is configured to determine at least one to-be-screened vehicle in the fixed position area and corresponding grid position information based on the vehicle driving data and the first area information; The actual lane-changing duration determination unit is configured to determine an actual lane-changing duration in the second control area based on the grid position information of each of the to-be-screened vehicles and a target lane; The target position determination unit is configured to determine a target position of a corresponding to-be-controlled vehicle based on the grid position information of each of the to-be-screened vehicles, if the actual lane-changing duration is not greater than a predicted lane-changing duration of the to-be-screened vehicle in the second control area; and the predicted lane-changing duration is determined based on the second area information and a preset standard speed.

8. An electronic device, comprising: The electronic device comprises: at least one processor; and a memory connected with the at least one processor in communication; wherein The memory stores a computer program executable by the at least one processor, and the computer program is executed by the at least one processor to enable the at least one processor to execute the traffic control method in any one of claims 1-6.

9. A computer-readable storage medium, characterized in that, The computer readable storage medium stores computer instructions, and the computer instructions are used to enable the processor to execute the traffic control method in any one of claims 1-6 when executed.

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