Intersection signal control and vehicle trajectory cooperative optimization method and system

Abstract

The application provides a kind of intersection signal control and vehicle trajectory cooperative optimization method and system, its method includes: based on vehicle equipment and road side unit obtains the real-time information of vehicle;Establish the dynamic constraint relationship of the passing time of vehicle through intersection stop line and the signal timing of intersection signal light, and determine the passing time based on dynamic constraint relationship and real-time information;With each phase of intersection as a unit, with the highest green light utilization rate as the goal, and determine the signal control optimization scheme based on the passing time that meets the cycle phase constraint and green light duration constraint condition;Determine the vehicle queuing strategy and vehicle speed guidance strategy of each direction based on signal control optimization scheme, and guide vehicle to pass through intersection without stopping based on vehicle queuing strategy and vehicle speed guidance strategy.The application utilizes the advantage of traffic perception and control of vehicle equipment, and optimizes traffic state in real time from time-space two dimensions for urban intersection traffic scene, improves road traffic efficiency.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of intelligent transportation, in particular to a kind of intersection signal control and vehicle trajectory collaborative optimization method and system. BACKGROUND

[0002] With the steady development of China's economy, the demand for transportation is increasing, and the urban traffic congestion is becoming increasingly serious. As the bottleneck of urban road network, intersection is the key area of traffic congestion. In order to effectively utilize the limited traffic resources and improve the efficiency of intersection, urban intersection signal control is an effective means widely used. At present, the mainstream intersection signal control scheme is based on the traffic state information collected by the roadside equipment (such as coil, radar, video detector, etc.), to judge the traffic change trend of the road section, and to configure the intersection signal control scheme accordingly.

[0003] The disadvantages of such method are: first, the fixed-point installed roadside equipment can only obtain limited traffic information, which is discontinuous and unidirectional; second, such signal control is mostly based on historical data to develop signal timing strategy, which is not real-time, and it is difficult to respond in time once the traffic state changes; third, due to the lack of communication between vehicle and road in such control system, the traffic state and control strategy cannot be obtained by the vehicle in real time, so the signal control strategy can only allocate the right of way in the time dimension, and cannot realize the coordination between vehicle and road.

[0004] Therefore, it is urgent to provide an intersection signal control and vehicle trajectory collaborative optimization method and system to solve the technical problem that the existing technology only determines the intersection signal control scheme by roadside equipment, which leads to unreasonable signal control optimization scheme and low road traffic efficiency. SUMMARY

[0005] Therefore, it is necessary to provide an intersection signal control and vehicle trajectory collaborative optimization method and system to solve the technical problem that the existing technology only determines the intersection signal control scheme by roadside equipment, which leads to unreasonable signal control optimization scheme and low road traffic efficiency.

[0006] In one aspect, the present application provides an intersection signal control and vehicle trajectory collaborative optimization method, comprising:

[0007] obtaining real-time information of the vehicle based on vehicle-mounted equipment and roadside unit;

[0008] establishing a dynamic constraint relationship between the passing time of the vehicle through the intersection stop line and the signal timing of the intersection signal light, and determining the passing time based on the dynamic constraint relationship and the real-time information;

[0009] The intersection is taken as a unit of each phase, the highest green light utilization rate is taken as a target, and a signal control optimization scheme satisfying cycle phase constraints and green light duration constraints is determined based on the passing time;

[0010] Vehicle platoon strategies and vehicle speed guidance strategies of each direction are determined based on the signal control optimization scheme, and the vehicles are induced to pass through the intersection without stopping based on the vehicle platoon strategies and the vehicle speed guidance strategies.

[0011] In some possible implementation manners, the real-time information includes vehicle information and vehicle real-time state information; and the real-time information of the vehicle is acquired based on the vehicle-mounted device and the road side unit, including:

[0012] It is judged whether the vehicle enters a communication range of a road side unit at the intersection;

[0013] When the vehicle enters the communication range of the road side unit at the intersection, the vehicle information is sent to the road side unit through the vehicle-mounted unit, and map information and signal light information broadcast by the road side unit are received;

[0014] It is judged whether a driving front of the vehicle is the intersection based on the vehicle information, the map information and the signal light information;

[0015] When the driving front of the vehicle is the intersection, the vehicle real-time state information is acquired based on the road side unit.

[0016] In some possible implementation manners, the passing time is:

[0017]

[0018]

[0019]

[0020]

[0021] In the formula, is a vehicle i passing time through the intersection; is a maximum value function; is a hypothetical green light start time; is a vehicle i earliest time through the intersection; is a vehicle safety distance; is a first n vehicle t average speed at the time; n is a total number of vehicles; is a vehiclei Distance from the stop line at the upcoming intersection; For vehicles i exist t0 The position at that moment; for t Time vehicle i Distance from the stop line at the upcoming intersection; This refers to the road speed limit. For vehicles i The moment when the vehicle accelerates to the speed limit; for t0 Time vehicle i speed; for t Time vehicle i speed; This is the maximum acceleration; This refers to the driver's reaction time.

[0022] In some possible implementations, the periodic phase constraint and green light duration constraint are as follows:

[0023]

[0024] In the formula, The duration of the green light for each phase in the current cycle; This is the maximum green light duration; This is the minimum green light duration; Yellow light duration; No. p The start time of the green light for each phase; For the first p+1 The start time of the green light for each phase.

[0025] In some possible implementations, the signal control optimization scheme is as follows:

[0026]

[0027]

[0028] In the formula, The objective function for optimizing the signal control scheme; Let be the number of vehicles passing through phase p in period k.

[0029] In some possible implementations, determining the vehicle platooning strategy and speed guidance strategy for each direction based on the signal control optimization scheme includes:

[0030] Based on the aforementioned signal control optimization scheme, multiple vehicles passing through the intersection within the same period are identified;

[0031] Determine the marking parameters of each of the vehicles, and determine the vehicle attributes of the plurality of vehicles based on the marking parameters, wherein the vehicle attributes include the lead vehicle and the following vehicles;

[0032] Based on the principle of passing through intersections without stopping, the recommended speed for each of the aforementioned vehicles is determined.

[0033] In some possible implementations, the flag parameter is 0 or 1. When the flag parameter is 1, the vehicle is the lead vehicle; when the flag parameter is 0, the vehicle is the following vehicle.

[0034] In some possible implementations, the flag parameter is:

[0035]

[0036]

[0037] In the formula, For flag parameters; i Number the vehicle; For vehicles i The time of passage through the intersection; For the vehicle under the limiting assumption n The earliest time to cross the intersection; For the vehicle under the limiting assumption n-1 The earliest time to cross the intersection; To maintain a safe distance between vehicles; For the first n vehicle t The average velocity at any given time.

[0038] In some possible implementations, the recommended vehicle speed is:

[0039]

[0040]

[0041] In the formula, For the first i Recommended speed for each vehicle; For the first i Recommended speed for each vehicle; This refers to the road speed limit. For the vehicle at the initial moment i Distance from the stop line at the upcoming intersection; The time when the first vehicle passes through the intersection; For the first vehicle in t0 The position at that moment; for Time vehicle iDistance from the stop line at the upcoming intersection; For vehicles i The moment when the speed reaches the road speed limit; This is the start time of the green light for the current phase.

[0042] On the other hand, the present invention also provides a system for coordinated optimization of intersection signal control and vehicle trajectory, comprising:

[0043] The real-time information acquisition unit is used to acquire real-time vehicle information based on onboard equipment and roadside units;

[0044] The time determination unit is used to establish a dynamic constraint relationship between the time when the vehicle passes through the intersection stop line and the signal timing of the intersection traffic lights, and to determine the passing time based on the dynamic constraint relationship and the real-time information.

[0045] The signal control optimization scheme determination unit is used to determine a signal control optimization scheme that satisfies the periodic phase constraint and the green light duration constraint based on the passing time, with each phase of the intersection as the unit and the green light utilization rate as the objective.

[0046] The vehicle guidance unit is used to determine vehicle platooning strategies and speed guidance strategies for each direction based on the signal control optimization scheme, and to guide the vehicles to pass through the intersection without stopping based on the vehicle platooning strategies and speed guidance strategies.

[0047] The beneficial effects of the above embodiments are as follows: The intersection signal control and vehicle trajectory collaborative optimization method provided by the present invention, by setting up real-time vehicle information acquisition based on onboard equipment and roadside units, improves the comprehensiveness and continuity of the acquired vehicle information compared to acquiring limited, discontinuous, and unidirectional vehicle information through a single roadside unit. This allows for real-time and accurate short-term prediction of intersection traffic conditions and ensures timely response when traffic conditions change. Furthermore, after determining the signal control optimization scheme, the present invention also determines vehicle platooning strategies and speed guidance strategies for each direction based on the signal control optimization scheme, and guides vehicles to pass through the intersection without stopping based on the vehicle platooning and speed guidance strategies. This achieves the goal of real-time optimization of traffic conditions in both time and space dimensions, thereby improving road traffic efficiency.

[0048] Furthermore, the real-time information of the present invention does not rely entirely on the roadside unit. Therefore, when there are severe weather conditions, the embodiments of the present invention can still obtain real-time information through the vehicle-mounted unit to improve traffic efficiency in adverse weather conditions. Attached Figure Description

[0049] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0050] Figure 1 A schematic flowchart of an embodiment of the intersection signal control and vehicle trajectory collaborative optimization method provided by the present invention;

[0051] Figure 2 For the present invention Figure 1 A schematic diagram of an embodiment of S101;

[0052] Figure 3 For the present invention Figure 1 A schematic diagram of an embodiment of S104;

[0053] Figure 4 A schematic diagram of an embodiment of the intersection signal control and vehicle trajectory collaborative optimization system provided by the present invention;

[0054] Figure 5 A schematic diagram of an embodiment of the electronic device provided by the present invention. Detailed Implementation

[0055] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present invention, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without creative effort are within the scope of protection of the present invention.

[0056] It should be understood that the illustrative drawings are not drawn to scale. The flowcharts used in this invention illustrate operations implemented according to some embodiments of the invention. It should be understood that the operations in the flowcharts may not be implemented in sequence, and steps without logical contextual relationships may be reversed or performed simultaneously. Furthermore, those skilled in the art, guided by the content of this invention, may add one or more other operations to the flowcharts, or remove one or more operations from the flowcharts.

[0057] Some of the block diagrams shown in the accompanying drawings are functional entities and do not necessarily correspond to physically or logically independent entities. These functional entities can be implemented in software, in one or more hardware modules or integrated circuits, or in different network and / or processor systems and / or microcontroller systems.

[0058] In this document, the term "embodiment" means that a particular feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of the invention. The appearance of this phrase in various places throughout the specification does not necessarily refer to the same embodiment, nor is it a mutually exclusive, independent, or alternative embodiment. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments.

[0059] This invention provides a method and system for coordinated optimization of intersection signal control and vehicle trajectory, which will be described below.

[0060] Figure 1 This is a schematic flowchart of an embodiment of the intersection signal control and vehicle trajectory collaborative optimization method provided by the present invention, as shown below. Figure 1 As shown, the method for coordinated optimization of intersection signal control and vehicle trajectory includes:

[0061] S101. Obtain real-time vehicle information based on on-board equipment (OBE) and roadside equipment (RSE);

[0062] S102. Establish a dynamic constraint relationship between the time when a vehicle passes through the stop line at the intersection and the signal timing of the intersection traffic lights, and determine the time of passage based on the dynamic constraint relationship and real-time information;

[0063] S103. Taking each phase of the intersection as a unit, with the goal of maximizing the utilization rate of the green light, and based on the time of passage, determine the signal control optimization scheme that meets the periodic phase constraint and the green light duration constraint.

[0064] S104. Based on the signal control optimization scheme, determine the vehicle platooning strategy and speed guidance strategy for each direction, and guide vehicles to pass through the intersection without stopping based on the vehicle platooning strategy and speed guidance strategy.

[0065] Compared with existing technologies, the intersection signal control and vehicle trajectory collaborative optimization method provided in this invention improves the comprehensiveness and continuity of vehicle information by setting up real-time vehicle information acquisition based on onboard equipment and roadside units. This is different from acquiring limited, discontinuous, and unidirectional vehicle information through a single roadside unit. This allows for real-time and accurate short-term prediction of intersection traffic conditions and ensures timely response to changes in traffic conditions. Furthermore, after determining the signal control optimization scheme, this invention also determines vehicle platooning strategies and speed guidance strategies for each direction based on the scheme. These strategies guide vehicles through the intersection without stopping, achieving real-time optimization of traffic conditions in both time and space dimensions, thereby improving road traffic efficiency.

[0066] Furthermore, the real-time information in this embodiment of the invention does not rely entirely on the roadside unit. Therefore, when there are severe weather conditions, this embodiment of the invention can still obtain real-time information through the vehicle-mounted unit to improve traffic efficiency in adverse weather conditions.

[0067] It should be noted that the vehicles in the embodiments of the present invention are all vehicles in the Internet of Vehicles environment, that is, each vehicle is both a mobile detection unit and a control execution unit.

[0068] Specifically: the vehicle sends the vehicle information it detects to the roadside unit, and the vehicle receives the vehicle platooning strategy and speed guidance strategy, and drives in accordance with the vehicle platooning strategy and speed guidance strategy.

[0069] As can be seen from the above description, the embodiments of the present invention act on vehicles through vehicle traffic guidance, so that traffic control means are not limited to traffic lights, but realize traffic control by both traffic lights and vehicles, that is, to realize the transformation of traffic control from passive adaptation to active guidance.

[0070] In some embodiments of the present invention, the real-time information includes vehicle information and vehicle real-time status information; for example... Figure 2 As shown, step S101 includes:

[0071] S201. Determine whether the vehicle has entered the communication range of the roadside unit at the intersection;

[0072] S202. When a vehicle enters the communication range of the roadside unit at an intersection, it sends vehicle information (Basic Safety Message, BSM) to the roadside unit through the on-board unit and receives map information (MAP) and signal light information (Signal Phase And Timing Message, SPAT) broadcast by the roadside unit.

[0073] S203. Determine whether there is an intersection ahead of the vehicle based on vehicle information, map information, and traffic light information;

[0074] S204. When the vehicle is traveling in front of an intersection, real-time vehicle status information is collected based on roadside units.

[0075] The real-time vehicle status information includes, but is not limited to: the current cycle, current phase, current time, vehicle number, vehicle speed at the current time, and vehicle position at the current time of the intersection traffic lights.

[0076] In some embodiments of the present invention, the timing is:

[0077]

[0078]

[0079]

[0080]

[0081] In the formula, For vehicles i The time of passage through the intersection; It is a function for maximizing the value; This assumes the start time of the green light. For the vehicle under the limiting assumption i The earliest time to cross the intersection; To maintain a safe distance between vehicles; For the first n vehicle t Average velocity at time; n This represents the total number of vehicles. For the vehicle at the initial moment i Distance from the stop line at the upcoming intersection; For vehicles i exist t0 The position at that moment; for t Time vehicle i Distance from the stop line at the upcoming intersection; This refers to the road speed limit. For vehicles i The moment when the vehicle accelerates to the speed limit; for t0 The speed of vehicle i at any given time; for t Time vehicle i speed; This is the maximum acceleration; This refers to the driver's reaction time.

[0082] In some embodiments of the present invention, the periodic phase constraint and the green light duration constraint are as follows:

[0083]

[0084] In the formula, The duration of the green light for each phase in the current cycle; This is the maximum green light duration; This is the minimum green light duration; Yellow light duration; No. p The start time of the green light for each phase; For the first p+1 The start time of the green light for each phase.

[0085] In some embodiments of the present invention, the signal control optimization scheme is as follows:

[0086]

[0087]

[0088] In the formula, The objective function for optimizing the signal control scheme; Let be the number of vehicles passing through phase p in period k.

[0089] In some embodiments of the present invention, such as Figure 3 As shown, step S104 includes:

[0090] S301. Based on the signal control optimization scheme, identify multiple vehicles passing through the intersection in the same period;

[0091] S302. Determine the marking parameters of each vehicle, and determine the vehicle attributes of multiple vehicles based on the marking parameters. The vehicle attributes include the lead vehicle and the following vehicles.

[0092] S303. Based on the principle of passing through intersections without stopping, determine the recommended speed for each vehicle.

[0093] Specifically, the sign parameter is 0 or 1. When the sign parameter is 1, the vehicle is the lead vehicle; when the sign parameter is 0, the vehicle is the following vehicle.

[0094] In a specific embodiment of the present invention, the flag parameter is:

[0095]

[0096]

[0097] In the formula, For flag parameters; iNumber the vehicle; For vehicles i The time of passage through the intersection; For the vehicle under the limiting assumption n The earliest time to cross the intersection; For the vehicle under the limiting assumption n-1 The earliest time to cross the intersection; To maintain a safe distance between vehicles; For the first n vehicle t The average velocity at any given time.

[0098] In a specific embodiment of the present invention, the recommended vehicle speed is:

[0099]

[0100]

[0101] In the formula, For the first i Recommended speed for each vehicle; For the first i Recommended speed for each vehicle; This refers to the road speed limit. For the vehicle at the initial moment i Distance from the stop line at the upcoming intersection; The time when the first vehicle passes through the intersection; For the first vehicle in t0 The position at that moment; for Time vehicle i Distance from the stop line at the upcoming intersection; For vehicles i The moment when the speed reaches the road speed limit; This is the start time of the green light for the current phase.

[0102] Verification has shown that the intersection signal control and vehicle trajectory collaborative optimization method proposed in this embodiment of the invention increases the green light pass rate from 40% to 100% compared to the existing intersection signal control scheme.

[0103] In summary, the intersection signal control and vehicle trajectory collaborative optimization method provided by this invention collects real-time information in a vehicle-to-everything (V2X) environment, enabling real-time and accurate short-term prediction of intersection traffic conditions. In a V2X environment, vehicle information heading towards the intersection in all directions can be detected. Based on accurate prediction of vehicle passage times through the intersection stop line, a signal timing optimization decision mechanism is established with the goal of maximizing green light utilization. While optimizing signal timing, the method also collaboratively optimizes vehicle trajectories and sends driving assistance information, enabling vehicles to pass through the intersection without stopping. This achieves real-time optimization of traffic conditions and improves road efficiency in both time and space dimensions.

[0104] To better implement the intersection signal control and vehicle trajectory collaborative optimization method in this embodiment of the invention, correspondingly, this embodiment of the invention also provides an intersection signal control and vehicle trajectory collaborative optimization system, such as... Figure 4 As shown, the intersection signal control and vehicle trajectory collaborative optimization system 400 includes:

[0105] The real-time information acquisition unit 401 is used to acquire real-time information about the vehicle based on the on-board equipment and the roadside unit;

[0106] The time determination unit 402 is used to establish a dynamic constraint relationship between the time when a vehicle passes through the stop line at the intersection and the signal timing of the intersection traffic lights, and to determine the time of passage based on the dynamic constraint relationship and real-time information.

[0107] The signal control optimization scheme determination unit 403 is used to determine the signal control optimization scheme that meets the periodic phase constraint and green light duration constraint based on the passage time, with each phase of the intersection as the unit and the green light utilization rate as the objective.

[0108] The vehicle guidance unit 404 is used to determine the vehicle platooning strategy and speed guidance strategy for each direction based on the signal control optimization scheme, and to guide vehicles to pass through the intersection without stopping based on the vehicle platooning strategy and speed guidance strategy.

[0109] The intersection signal control and vehicle trajectory collaborative optimization system 400 provided in the above embodiments can realize the technical solutions described in the above embodiments of the intersection signal control and vehicle trajectory collaborative optimization method. The specific implementation principles of each module or unit can be found in the corresponding content in the above embodiments of the intersection signal control and vehicle trajectory collaborative optimization method, which will not be repeated here.

[0110] like Figure 5 As shown, the present invention also provides an electronic device 500. The electronic device 500 includes a processor 501, a memory 502, and a display 503. Figure 5Only some of the components of the electronic device 500 are shown, but it should be understood that it is not required to implement all of the components shown, and more or fewer components may be implemented instead.

[0111] In some embodiments, processor 501 may be a central processing unit (CPU), microprocessor, or other data processing chip, used to run program code stored in memory 502 or process data, such as the intersection signal control and vehicle trajectory collaborative optimization method of the present invention.

[0112] In some embodiments, processor 501 may be a single server or a group of servers. The server group may be centralized or distributed. In some embodiments, processor 501 may be local or remote. In some embodiments, processor 501 may be implemented on a cloud platform. In one embodiment, the cloud platform may include a private cloud, public cloud, hybrid cloud, community cloud, distributed cloud, inter-cloud, multi-cloud, or any combination thereof.

[0113] In some embodiments, memory 502 may be an internal storage unit of electronic device 500, such as a hard disk or memory of electronic device 500. In other embodiments, memory 502 may also be an external storage device of electronic device 500, such as a plug-in hard disk, smart media card (SMC), secure digital (SD) card, flash card, etc. equipped on electronic device 500.

[0114] Furthermore, the memory 502 may include both internal storage units of the electronic device 500 and external storage devices. The memory 502 is used to store application software and various types of data installed on the electronic device 500.

[0115] In some embodiments, display 503 may be an LED display, a liquid crystal display, a touch-sensitive liquid crystal display, or an OLED (Organic Light-Emitting Diode) touchscreen. Display 503 is used to display information from electronic device 500 and to display a visual user interface. Components 501-503 of electronic device 500 communicate with each other via a system bus.

[0116] In some embodiments of the present invention, when the processor 501 executes the intersection signal control and vehicle trajectory collaborative optimization program in the memory 502, the following steps can be implemented:

[0117] Real-time vehicle information is obtained based on onboard equipment and roadside units;

[0118] A dynamic constraint relationship is established between the time when a vehicle passes through the stop line at an intersection and the signal timing of the intersection traffic lights, based on real-time information, and the time of passage is predicted based on the dynamic constraint relationship.

[0119] Taking each phase of the intersection as a unit, with the goal of maximizing the utilization rate of green lights, and based on the time of passage, a signal control optimization scheme that meets the periodic phase constraints and green light duration constraints is determined;

[0120] Based on the signal control optimization scheme, vehicle platooning strategies and speed guidance strategies are determined for each direction, and vehicles are guided to pass through the intersection without stopping based on the vehicle platooning strategies and speed guidance strategies.

[0121] It should be understood that when the processor 501 executes the intersection signal control and vehicle trajectory collaborative optimization program in the memory 502, in addition to the functions mentioned above, it can also perform other functions, as can be found in the description of the corresponding method embodiments above.

[0122] Furthermore, this embodiment of the invention does not specifically limit the type of electronic device 500 mentioned. Electronic device 500 can be a mobile phone, tablet computer, personal digital assistant (PDA), wearable device, laptop computer, or other portable electronic device. Exemplary embodiments of portable electronic devices include, but are not limited to, portable electronic devices running iOS, Android, Microsoft, or other operating systems. The aforementioned portable electronic device can also be other portable electronic devices, such as a laptop computer with a touch-sensitive surface (e.g., a touch panel). It should also be understood that in some other embodiments of the invention, electronic device 500 may not be a portable electronic device, but rather a desktop computer with a touch-sensitive surface (e.g., a touch panel).

[0123] Accordingly, this application also provides a computer-readable storage medium for storing a computer-readable program or instruction. When the program or instruction is executed by a processor, it can implement the steps or functions of the intersection signal control and vehicle trajectory collaborative optimization method provided in the above-described method embodiments.

[0124] Those skilled in the art will understand that all or part of the processes of the methods described in the above embodiments can be implemented by a computer program instructing related hardware (such as a processor, controller, etc.), and the computer program can be stored in a computer-readable storage medium. The computer-readable storage medium may be a disk, optical disk, read-only memory, or random access memory, etc.

[0125] The present invention provides a detailed description of a method and system for coordinated optimization of intersection signal control and vehicle trajectory. Specific examples have been used to illustrate the principles and implementation methods of the present invention. The descriptions of the above embodiments are only for the purpose of helping to understand the method and core ideas of the present invention. At the same time, those skilled in the art will recognize that there will be changes in the specific implementation methods and application scope based on the ideas of the present invention. Therefore, the content of this specification should not be construed as a limitation of the present invention.

Claims

1. A method for coordinated optimization of intersection signal control and vehicle trajectory, characterized in that, include: Real-time vehicle information is obtained based on onboard equipment and roadside units; Establish a dynamic constraint relationship between the time when the vehicle passes through the stop line at the intersection and the signal timing of the intersection traffic lights, and determine the time of passage based on the dynamic constraint relationship and the real-time information; Taking each phase of the intersection as a unit, with the goal of maximizing the utilization rate of the green light, and based on the aforementioned time of passage, a signal control optimization scheme that satisfies the periodic phase constraint and the green light duration constraint is determined; Based on the signal control optimization scheme, vehicle platooning strategies and speed guidance strategies for each direction are determined, and the vehicles are guided to pass through the intersection without stopping based on the vehicle platooning strategies and speed guidance strategies. The passing time is: In the formula, For vehicles i The time of passage through the intersection; It is a function for maximizing the value; This assumes the start time of the green light. For vehicles i The earliest time to cross the intersection; To maintain a safe distance between vehicles; For the first n vehicle t Average velocity at time; n This represents the total number of vehicles. For the vehicle at the initial moment i Distance from the stop line at the upcoming intersection; For vehicles i exist t0 The position at that moment; for t Time vehicle i Distance from the stop line at the upcoming intersection; This refers to the road speed limit. For vehicles i The moment when the vehicle accelerates to the speed limit; for t0 Time vehicle i speed; for t Time vehicle i speed; This is the maximum acceleration; This refers to the driver's reaction time. The periodic phase constraint and green light duration constraint are as follows: In the formula, The duration of the green light for each phase in the current cycle; This is the maximum green light duration; This is the minimum green light duration; Yellow light duration; No. p The start time of the green light for each phase; For the first p+1 The start time of the green light for each phase; The signal control optimization scheme is as follows: In the formula, The objective function for optimizing the signal control scheme; This represents the number of vehicles passing through phase p in period k; This is the start time of the green light for the current phase.

2. The intersection signal control and vehicle trajectory collaborative optimization method according to claim 1, characterized in that, The real-time information includes vehicle information and real-time vehicle status information; the acquisition of real-time vehicle information based on onboard equipment and roadside units includes: Determine whether the vehicle has entered the communication range of the roadside unit at the intersection; When the vehicle enters the communication range of the roadside unit at the intersection, it sends vehicle information to the roadside unit through the on-board equipment and receives map information and traffic light information broadcast by the roadside unit. Based on the vehicle information, map information, and traffic light information, determine whether the vehicle is traveling ahead of the intersection; When the vehicle is traveling towards the intersection, the real-time status information of the vehicle is collected based on the roadside unit.

3. The intersection signal control and vehicle trajectory collaborative optimization method according to claim 1, characterized in that, The determination of vehicle platooning strategies and speed guidance strategies in each direction based on the signal control optimization scheme includes: Based on the aforementioned signal control optimization scheme, multiple vehicles passing through the intersection within the same period are identified; Determine the marking parameters of each of the vehicles, and determine the vehicle attributes of the plurality of vehicles based on the marking parameters, wherein the vehicle attributes include the lead vehicle and the following vehicles; Based on the principle of passing through intersections without stopping, the recommended speed for each of the aforementioned vehicles is determined.

4. The intersection signal control and vehicle trajectory collaborative optimization method according to claim 3, characterized in that, The sign parameter is 0 or 1. When the sign parameter is 1, the vehicle is the lead vehicle; when the sign parameter is 0, the vehicle is the following vehicle.

5. The intersection signal control and vehicle trajectory collaborative optimization method according to claim 4, characterized in that, The flag parameter is: In the formula, For flag parameters; i Number the vehicle; For vehicles i The time of passage through the intersection; For vehicles n The earliest time to cross the intersection; For vehicles n-1 The earliest time to cross the intersection; To maintain a safe distance between vehicles; For the first n vehicle t The average velocity at any given time.

6. The intersection signal control and vehicle trajectory collaborative optimization method according to claim 5, characterized in that, The recommended vehicle speed is: In the formula, Recommended speed for the first vehicle; For the first i Recommended speed for each vehicle; This refers to the road speed limit. For the vehicle at the initial moment i Distance from the stop line at the upcoming intersection; The time when the first vehicle passes through the intersection; For the first vehicle in t0 The position at that moment; for The distance between the first vehicle and the stop line at the intersection ahead; The moment when the first vehicle accelerates to the road speed limit; This is the start time of the green light for the current phase.

7. A system for coordinated optimization of intersection signal control and vehicle trajectory, characterized in that, The system applicable to the intersection signal control and vehicle trajectory collaborative optimization method according to any one of claims 1-6, the system comprising: The real-time information acquisition unit is used to acquire real-time vehicle information based on onboard equipment and roadside units; The time determination unit is used to establish a dynamic constraint relationship between the time when the vehicle passes through the intersection stop line and the signal timing of the intersection traffic lights, and to determine the passing time based on the dynamic constraint relationship and the real-time information. The signal control optimization scheme determination unit is used to determine a signal control optimization scheme that satisfies the periodic phase constraint and the green light duration constraint based on the passing time, with each phase of the intersection as the unit and the green light utilization rate as the objective. The vehicle guidance unit is used to determine vehicle platooning strategies and speed guidance strategies for each direction based on the signal control optimization scheme, and to guide the vehicles to pass through the intersection without stopping based on the vehicle platooning strategies and speed guidance strategies.

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