Vehicle platoon control method, system, apparatus, and readable storage medium

Abstract

This application provides a convoy driving control method, system, device, and readable storage medium. The method includes: determining a target road with at least one intersection, and an initial speed, an ending speed, and a travel time; determining the speed trajectory of the lead vehicle in each road segment based on the lead vehicle's operating parameters, the traffic light durations at each intersection, the initial speed, the ending speed, and the travel time; each road segment is defined by two nodes, including a start point, an end point, or an intersection on the target road; the speed trajectory includes at least one type of trajectory selected from acceleration, constant speed, and deceleration, with one of each type; controlling the lead vehicle to travel based on the speed trajectory, and controlling following vehicles to follow the lead vehicle at a preset safe distance until the convoy passes the target road. This application can improve the efficiency of convoy driving control.

Description

TECHNICAL FIELD

[0001] Embodiments of the present application relate to the technical field of vehicle, and particularly relate to a vehicle fleet driving control method, system, device and computer readable storage medium. BACKGROUND

[0002] In the case that multiple vehicles are driving in the same road section, the distance between the multiple vehicles is relatively close, and the multiple vehicles can form a vehicle fleet. However, since the control of each vehicle is not the same, the driving of the multiple vehicles is not synchronized and not coordinated, which can easily cause road congestion, high energy consumption of vehicles and low driving efficiency.

[0003] Currently, the scene data collected in the driving process is analyzed based on a dynamics model to determine the speed and acceleration of the vehicle in real time.

[0004] However, the current scheme needs to process a large amount of data, has a heavy computing burden, and has a high complexity of controlling the vehicle, which makes the process of calculation and processing longer and the control efficiency lower. SUMMARY

[0005] In view of the above problems, the embodiments of the present application are proposed to provide a vehicle fleet driving control method, system, device and computer readable storage medium which can overcome the above problems or at least partially solve the above problems.

[0006] In a first aspect, the embodiments of the present application disclose a vehicle fleet driving control method, comprising:

[0007] determining a target road having at least one intersection, and an initial speed, a terminal speed and a driving time length; the initial speed and the terminal speed are the speeds of a lead vehicle at the beginning and the end of driving on the target road, and the driving time length is the time length required for the lead vehicle to drive through the target road; the lead vehicle is used to jointly constitute a vehicle fleet with a following vehicle;

[0008] determining a speed trajectory of the lead vehicle in each road section based on the working condition parameters of the lead vehicle, the red light time of each intersection, the initial speed, the terminal speed and the driving time length; each road section is defined by two nodes, and the nodes include the starting point, the end point or the intersection in the target road; the speed trajectory includes at least one type of trajectory of acceleration trajectory, constant speed trajectory and deceleration trajectory, and the number of each type of trajectory is one;

[0009] controlling the lead vehicle to drive based on the speed trajectory, and controlling the following vehicle to drive at a preset safe distance behind the lead vehicle until the vehicle fleet drives through the target road.

[0010] In a second aspect, the embodiments of the present application disclose a vehicle platoon driving control system, comprising:

[0011] a server, and a vehicle platoon; the vehicle platoon comprises a leading vehicle and a following vehicle;

[0012] the server is configured to perform the steps in the vehicle platoon driving control method of the first aspect.

[0013] In a second aspect, the embodiments of the present application disclose a vehicle platoon driving control device, comprising:

[0014] a driving parameter module configured to determine a target road having at least one intersection, and an initial speed, a terminal speed and a driving time length; the initial speed and the terminal speed are speeds of the leading vehicle at the beginning and the end of driving on the target road, and the driving time length is a time length required by the leading vehicle to drive through the target road; the leading vehicle is configured to form a vehicle platoon together with the following vehicle;

[0015] a speed trajectory module configured to determine a speed trajectory of the leading vehicle in each road segment based on working condition parameters of the leading vehicle, a red-green light time of each intersection, the initial speed, the terminal speed and the driving time length; each road segment is defined by two nodes, and the nodes comprise a starting point, an ending point or an intersection in the target road; the speed trajectory comprises at least one type of trajectory selected from an acceleration trajectory, a constant speed trajectory and a deceleration trajectory, and the number of each type of trajectory is one;

[0016] a vehicle platoon control module configured to control the leading vehicle to drive based on the speed trajectory, and control the following vehicle to drive at a preset safe distance behind the leading vehicle until the vehicle platoon drives through the target road.

[0017] In a fourth aspect, the embodiments of the present application further disclose an electronic device, comprising a processor and a memory, the memory stores programs or instructions executable on the processor, and the programs or instructions are executed by the processor to implement the steps of the vehicle platoon driving control method of the first aspect.

[0018] In a fifth aspect, the embodiments of the present application further disclose a computer readable storage medium, the readable storage medium stores programs or instructions, and the programs or instructions are executed by a processor to implement the steps of the vehicle platoon driving control method of the first aspect.

[0019] In this embodiment, a target road with at least one intersection is determined, along with its initial speed, final speed, and travel time. Based on the lead vehicle's operating parameters, the traffic light durations at each intersection, the initial speed, final speed, and travel time, the speed trajectory of the lead vehicle in each road segment is determined. The speed trajectory includes at least one type of trajectory among acceleration, constant speed, and deceleration, with only one trajectory of each type. The lead vehicle is controlled to travel based on the speed trajectory, and following vehicles are controlled to follow the lead vehicle at a preset safe distance until the convoy passes the target road. By determining the speed trajectory for each road segment using parameters such as initial speed, final speed, travel time, and traffic light duration, and with only one type of trajectory for each speed trajectory, the speed trajectory used to control the lead vehicle's travel on the target road is simplified. This means that frequent and complex vehicle controls are not required, allowing the vehicle to operate stably and improving the efficiency of convoy driving control. Furthermore, since frequent and complex driving controls are not required, vehicle energy consumption is reduced. Attached Figure Description

[0020] Figure 1 This is a flowchart illustrating the steps of a fleet driving control method provided in an embodiment of this application;

[0021] Figure 2 This is a schematic diagram of the green light acceleration method provided in the embodiments of this application;

[0022] Figure 3 This is a schematic diagram of slowing down to pass through a red light according to an embodiment of this application;

[0023] Figure 4 This is a flowchart illustrating another vehicle driving control method provided in an embodiment of this application;

[0024] Figure 5 This is a flowchart of the convoy driving process provided in the embodiments of this application;

[0025] Figure 6 This is a structural diagram of a fleet driving control system provided in an embodiment of this application;

[0026] Figure 7 This is a block diagram of a fleet driving control device provided in an embodiment of this application;

[0027] Figure 8 This is a block diagram of an electronic device provided in an embodiment of this application. Detailed Implementation

[0028] Exemplary embodiments of the present application will now be described in more detail with reference to the accompanying drawings. While exemplary embodiments of the present application are shown in the drawings, it should be understood that the present application may be implemented in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided so that this application will be thorough and complete, and will fully convey the scope of the present application to those skilled in the art.

[0029] Currently, traditional fleet driving control problems are typically transformed into optimal control problems within a finite time domain, generally solved using optimal control theory or numerical methods. However, these methods have limitations when dealing with large-scale data or real-time responses, and incur significant computational burdens.

[0030] Figure 1 The diagram illustrates the steps of a fleet driving control method provided in an embodiment of this application. The method includes:

[0031] Step 101: Determine a target road with at least one intersection, and an initial speed, an end speed, and a travel time; the initial speed and the end speed are the speeds of the lead vehicle when it begins and ends its journey on the target road, and the travel time is the time required for the lead vehicle to travel on the target road; the lead vehicle is used to form a convoy with the following vehicles.

[0032] In this embodiment of the application, a convoy refers to a series of vehicles arranged on the same road. The convoy includes a lead vehicle at the head of the convoy, and all vehicles following the lead vehicle are follower vehicles. The number of vehicles in the convoy is at least two, that is, at least one lead vehicle and one follower vehicle. The specific number of vehicles in the convoy is not subject to any other restrictions.

[0033] First, relevant data about the target road the convoy will travel on can be obtained, such as location data, length data, etc. The target road may include at least one intersection, and each intersection may have traffic lights that operate according to a specific time pattern.

[0034] Initial speed refers to the speed of the lead vehicle when it enters the target road, or the speed at the starting point of the target road. Similarly, final speed refers to the speed of the lead vehicle when it leaves the target road, or the speed at the ending point of the target road. Both initial and final speeds can be 0 or greater than 0. When both initial and final speeds are 0, it indicates that the vehicle starts moving from the starting point of the target road and stops moving upon reaching the destination.

[0035] Driving time refers to the total time required for the lead vehicle to travel the entire target road. Driving time can generally indicate the driving efficiency of the lead vehicle through the target road.

[0036] Step 102: Based on the operating parameters of the lead vehicle, the traffic light time at each intersection, the initial speed, the final speed, and the travel time, determine the speed trajectory of the lead vehicle in each road segment; each road segment is defined by two nodes, the nodes including the start point, end point, or intersection in the target road; the speed trajectory includes at least one type of trajectory among acceleration trajectory, constant speed trajectory, and deceleration trajectory, and the number of each type of trajectory is one.

[0037] In the embodiments of this application, the operating condition parameters of the lead vehicle are used to represent parameters related to vehicle power. The operating condition can refer to the operating condition of the vehicle engine, the operating condition of the vehicle body structure, the operating condition of the driving mode, etc.

[0038] The traffic light timings at each intersection can include the interval between traffic light switching and the duration of different light phases. Based on the traffic light timings at intersections, the operational status of the traffic lights at each intersection at any given time can be determined, which is also the traffic status of the entire target road. Since a green light indicates that vehicles can pass normally, and a red light indicates that vehicles need to stop and wait for the green light to turn on, the traffic light timings affect the determination of speed trajectories.

[0039] The target road can be divided into different target segments based on nodes such as the start point, end point, and intersections. Each target segment is defined by two nodes. For example, the start point and the first intersection define the first target segment, and the end point and the last intersection define the last target segment. There is no limit to the number of target segments in between.

[0040] For each target road segment, a unique speed trajectory can be determined. Each speed trajectory includes at least one type of trajectory: acceleration, constant speed, and deceleration, with only one trajectory of each type. For example, target road segment 1 may include acceleration, constant speed, and deceleration trajectories simultaneously, while target road segment 2 may include only acceleration trajectories.

[0041] For example, if the distance between the starting point and the first intersection is long (i.e., the length of the first target road segment is long), and the light is red when the vehicle reaches the first intersection, the vehicle needs to accelerate first, reach a certain speed, and then maintain a constant speed before decelerating before reaching the first red intersection. Based on this, the vehicle can simultaneously exhibit acceleration, constant speed, and deceleration trajectories. As another example, if the light is green between the first and fourth target road segments, and red between the fourth and fifth target road segments, then the vehicle can continuously accelerate on the first target road segment, resulting in only an acceleration trajectory. It can then maintain a constant speed on the second and third target road segments, resulting in only a constant speed trajectory on those segments. Finally, it can continuously decelerate on the fourth target road segment, resulting in only a deceleration trajectory on that segment.

[0042] A speed trajectory can be considered as the relationship between speed and time, with a corresponding speed at a certain moment. It is important to note that there can only be one trajectory of each type in the speed trajectory of each target road segment. This means that the speed trajectory of a target road segment represents the continuous process of a vehicle's acceleration, constant speed, and deceleration. For example, in a target road segment, a situation where the vehicle accelerates, decelerates, and then accelerates again may not exist. Based on this, the speed trajectory can be simplified.

[0043] Velocity trajectories can be simulated using models with simulation capabilities, such as surrogate models, meta-models, and approximate models. Among these, approximate models are mathematical tools used to replace real models. They obtain an approximate model that can quickly extract response information by interpolating or fitting discrete data. Such models can obtain approximate response values ​​through interpolation under new combinations of design variable parameters, without requiring high-fidelity model analysis each time. Based on approximate models, different types of trajectories can be obtained by inputting parameters such as initial velocity, desired velocity, terminal velocity, and acceleration range.

[0044] The approximate model can also solve for the speed distribution, i.e., speed trajectory, of the lead vehicle using optimal control methods, pseudospectral methods, greedy algorithms, or other algorithms. For example, the optimal control method can be used to control the operation of a causal chain coupled system to obtain the optimal operating effect. This method belongs to the category of optimization and can seek a control strategy under given constraints so that the system's performance index reaches the maximum or minimum value.

[0045] This allows for the use of an approximate model that considers factors such as traffic light timings, vehicle positions, and speeds to determine the optimal acceleration for the lead vehicle near the intersection. By rationally allocating acceleration to determine the speed trajectory, the lead vehicle can pass through the intersection as quickly as possible while ensuring safety, reducing waiting time and energy consumption.

[0046] Figure 2 This is a schematic diagram of the green light acceleration method provided in the embodiments of this application; Figure 2 The coordinate system includes time on the horizontal axis and velocity on the vertical axis. Within this system are three trajectories: acceleration trajectory 201, constant velocity trajectory 202, and deceleration trajectory 203. Acceleration trajectory 201 and constant velocity trajectory 202 correspond to the green light time region 204, while deceleration trajectory 203 corresponds to the red light time region 205. The beginning of acceleration trajectory 201 indicates an initial velocity of 0, the constant velocity of constant velocity trajectory 202 is Vcons, and the end of deceleration trajectory 203 indicates a velocity of Vz.

[0047] Figure 3 This is a schematic diagram of slowing down to pass through a red light according to an embodiment of this application; Figure 3 It includes a coordinate system with time as the horizontal axis and velocity as the vertical axis. The coordinate system includes a deceleration trajectory 301, a constant velocity trajectory 302, an acceleration trajectory 303, a red light time region 304, and a green light time region 305. Figure 3 The deceleration trajectory 301 in the diagram indicates that when the red light is on, the vehicle decelerates to a constant speed Vcons, then begins to travel at a constant speed. After a period of time when the red light turns green, the vehicle begins to accelerate based on the constant speed Vcons.

[0048] Step 103: Control the lead vehicle to travel based on the speed trajectory, and control the following vehicles to follow the lead vehicle at a preset safe distance until the convoy passes the target road.

[0049] Once the speed trajectory of the lead vehicle is determined, it can be controlled to travel according to that trajectory, allowing it to maintain the appropriate speed at any given time. Correspondingly, following vehicles only need to maintain a safe distance from the lead vehicle. Understandably, the safe distance can vary depending on the order of the following vehicles. For example, the first following vehicle adjacent to the lead vehicle might have a safe distance of 5 meters, the second could have a safe distance of 10 meters, and so on. The lead and following vehicles are controlled separately until the convoy crosses the target road.

[0050] In summary, in this embodiment, by determining a target road with at least one intersection, and the initial speed, final speed, and travel time; based on the lead vehicle's operating parameters, the traffic light duration at each intersection, the initial speed, final speed, and travel time, the speed trajectory of the lead vehicle in each road segment is determined; the speed trajectory includes at least one type of trajectory among acceleration trajectory, constant speed trajectory, and deceleration trajectory, and the number of each type of trajectory is one; the lead vehicle is controlled to travel based on the speed trajectory, and the following vehicles are controlled to follow the lead vehicle at a preset safe distance until the convoy passes the target road. By determining the speed trajectory of each road segment using parameters such as initial speed, final speed, travel time, and traffic light duration, and with only one type of trajectory in each speed trajectory, the speed trajectory used to control the lead vehicle's travel on the target road can be simplified. This means that frequent and complex vehicle controls are not required, allowing the vehicle to operate stably and improving the efficiency of convoy driving control; furthermore, since frequent and complex driving controls are not required, vehicle energy consumption is also reduced.

[0051] refer to Figure 4 It illustrates a step diagram of another fleet driving control method provided in an embodiment of this application, the method including:

[0052] Step 401: Determine a target road with at least one intersection, and an initial speed, an end speed, and a travel time; the initial speed and the end speed are the speeds of the lead vehicle when it begins and ends its journey on the target road, and the travel time is the time required for the lead vehicle to travel on the target road; the lead vehicle is used to form a convoy with the following vehicles.

[0053] Step 402: Based on the operating parameters of the lead vehicle, the traffic light duration at each intersection, the initial speed, the final speed, and the travel time, determine the speed trajectory of the lead vehicle in each road segment; each road segment is defined by two nodes, the nodes including the start point, end point, or intersection in the target road; the speed trajectory includes at least one type of trajectory among acceleration trajectory, constant speed trajectory, and deceleration trajectory, and the number of each type of trajectory is one;

[0054] Step 403: Control the lead vehicle to travel based on the speed trajectory, and control the following vehicles to follow the lead vehicle at a preset safe distance until the convoy passes the target road.

[0055] Steps 401-403 above can be referred to the above. Figure 1 The details of the embodiments will not be repeated here.

[0056] Optionally, the step of controlling the lead vehicle to travel based on the speed trajectory includes:

[0057] Determine the different types of trajectories included in the velocity trajectory, and the trajectory sequence composed of the different types of trajectories;

[0058] Based on the trajectory sequence indicated by the trajectory sequence, the navigator vehicle is controlled to drive sequentially through each type of trajectory.

[0059] In this embodiment of the application, the speed trajectory of each road segment may contain one or more types of trajectories, such as acceleration trajectories, constant speed trajectories, and deceleration trajectories. Therefore, it is necessary to determine the position of each type of trajectory within the entire speed trajectory, i.e., the trajectory sequence composed of different types of trajectories.

[0060] Then, based on the trajectory sequence indicated by the trajectory sequence, the navigation vehicle is controlled to drive according to each type of trajectory. It can be understood that since the speed trajectory can represent the vehicle speed at a specific moment, the way to control the vehicle to drive according to the speed trajectory can be to control the vehicle's acceleration to achieve the corresponding speed at a specific moment.

[0061] The embodiments of this application determine the different types of trajectories included in the speed trajectory, as well as the trajectory sequence composed of different types of trajectories; based on the trajectory order indicated by the trajectory sequence, the lead vehicle is controlled to drive through each type of trajectory in turn. This enables accurate control of the vehicles according to different types of trajectories, improving the accuracy of the lead vehicle's driving and providing a good foundation for the accurate driving of the entire convoy.

[0062] Optionally, the step of controlling the following vehicle to follow the lead vehicle at a preset safe distance includes:

[0063] The real-time acceleration of the following vehicle is determined based on the acceleration range, real-time speed, desired speed, and safe distance of the following vehicle.

[0064] Based on the real-time acceleration, the following vehicle is controlled to follow the lead vehicle at the safe distance.

[0065] In this embodiment, following a vehicle can be achieved using an end-to-end model, a behavior cloning model, or an Intelligent Driver Model (IDM). When using an Intelligent Driver Model to achieve following, the acceleration of the following vehicle can be calculated using the following kinematic equations:

[0066]

[0067] Where α(t) represents the acceleration of the following vehicle at time t; amax This indicates the maximum acceleration of the following vehicle (m / s²). 2 v(t) represents the real-time speed of the following vehicle at time t (meters per square second). exp S represents the desired speed; S represents the preset safety distance, s min denoted by , b represents the minimum safe distance; , h represents the distance between the front ends of the following and lead vehicles; L represents the vehicle length; T represents the safe time interval; and Δv represents the speed difference between the lead and following vehicles. max b and b together constitute the acceleration range of the following vehicle.

[0068] The intelligent driver model controls the distance between the following vehicle and the lead vehicle to maintain a preset safe distance by calculating the acceleration of the following vehicle in real time. For example, the intelligent driver model can dynamically adjust its own acceleration based on the behavior of the lead vehicle to maintain a reasonable match between the relative position and speed. When the vehicle distance is too small, the acceleration of the following vehicle will decrease, effectively avoiding a collision between the following and lead vehicles. As the vehicle distance gradually increases, the vehicle's acceleration will also increase, thus achieving the goal of following the vehicle closely.

[0069] For any vehicle in the convoy, the numerical integral equations for its velocity and position after time t are as follows:

[0070] v(t+Δt)=v(t)+a(t·Δt

[0071]

[0072] Where v(t+Δt) represents the velocity after Δt from time t, v(t) represents the velocity at time t, a(t) represents the acceleration at time t, Δt represents the acceleration time, x(t+Δt) represents the position after Δt from time t, and x(t) represents the position at time t.

[0073] The embodiments of this application determine the real-time acceleration of the following vehicle based on its acceleration range, real-time speed, desired speed, and safe distance. Based on this real-time acceleration, the following vehicle is controlled to follow the lead vehicle at a safe distance. By accurately controlling the distance between the lead and following vehicles and maintaining appropriate inter-vehicle distance and speed, traffic congestion and accidents can be reduced, resulting in coordinated convoy driving and improved traffic flow.

[0074] Operating parameters can represent the speed range and acceleration range of a vehicle. However, the operating parameters of each vehicle in a fleet are different, which means that not all vehicles can achieve a specific speed and acceleration. For example, a high speed and acceleration may be unattainable for an individual vehicle.

[0075] Optionally, the method further includes:

[0076] Obtain a set of operating parameters consisting of the operating parameters of each vehicle in the fleet, and determine the minimum target operating parameter in the set of operating parameters.

[0077] Based on the target operating condition parameters, the traffic light duration at each intersection, the initial speed, the final speed, and the travel time, the speed trajectory of the lead vehicle in each road segment is determined.

[0078] In this embodiment of the application, the operating parameters of each vehicle can be used to form a set of operating parameters, and the minimum target operating parameter can be determined in the set of operating parameters. The speed range and acceleration range corresponding to the minimum target operating parameter are the lower limit of the entire fleet. Therefore, any vehicle in the fleet can reach the speed range and acceleration range corresponding to the minimum target operating parameter.

[0079] Based on the target operating condition parameters, the traffic light durations at each intersection, the initial speed, the final speed, and the travel time, the speed trajectory of the lead vehicle in each road segment can be determined. Furthermore, based on the target operating condition parameters, the speed trajectory is determined, and any vehicle in the convoy can follow the lead vehicle while it travels along that speed trajectory.

[0080] Understandably, the speed trajectory determined based on the publicly available parameters of the lead vehicle is a relatively efficient one, because the lead vehicle, being the first vehicle in the convoy, only needs to operate according to its own operating parameters to ensure high efficiency for the entire convoy. However, this may prevent some following vehicles with operating parameters lower than the lead vehicle from completing the following maneuver. Therefore, based on the minimum target operating parameters, each wheel can stably travel as part of the convoy.

[0081] An embodiment of this application obtains a set of operating parameters consisting of the operating parameters of each vehicle in the convoy, and determines the minimum target operating parameter in the set. Based on the target operating parameter, the traffic light duration at each intersection, the initial speed, the final speed, and the travel time, the speed trajectory of the lead vehicle in each road segment is determined. This ensures stable following of each vehicle, maintaining a stable and complete convoy formation and improving the stability of convoy driving.

[0082] Optionally, the step of determining the speed trajectory of the lead vehicle in each road segment based on the operating parameters of the lead vehicle, the traffic light duration at each intersection, the initial speed, the final speed, and the travel time includes:

[0083] Based on the operating parameters of the lead vehicle, the speed range and acceleration range of the lead vehicle are determined; the speed range indicates the maximum and minimum speed of the lead vehicle; the acceleration range indicates the maximum and minimum acceleration of the lead vehicle.

[0084] The traffic status of the target road is determined based on the traffic light timings at each intersection.

[0085] Under the traffic conditions, the speed trajectory of the lead vehicle in each road segment is determined based on the speed range, the acceleration range, the traffic light duration at each intersection, the initial speed, the final speed, and the travel time.

[0086] In this embodiment, the speed range and acceleration range of the lead vehicle can be determined first based on its operating parameters. These operating parameters can be driving modes such as Eco, Comfort, and Sport. The operating parameters, as well as the corresponding speed and acceleration ranges, differ under different driving modes. For example, the speed range in Eco mode is 30-60 km / h, and the acceleration range is 1-5 m / s², while the speed range in Sport mode is 90-120 km / h, and the acceleration range is 5-10 m / s².

[0087] The speed range defines the upper and lower limits of the speed trajectory. No point on the speed trajectory should exceed the speed range, and the magnitudes of acceleration trajectories (positive acceleration) and deceleration trajectories (negative acceleration) should not exceed the acceleration range. The process of determining the speed trajectory of the lead vehicle in each road segment based on the speed range, acceleration range, traffic light timings, and other parameters will not be elaborated here.

[0088] Optionally, the step of determining the speed trajectory of the lead vehicle in each road segment based on the speed range, the acceleration range, the initial speed, the final speed, and the travel time under the traffic conditions includes:

[0089] Under the passage conditions, a preset desired speed is obtained;

[0090] Based on the initial speed, the desired speed, and the acceleration range, the acceleration trajectory of the lead vehicle in each road segment is determined;

[0091] Based on the desired speed, the uniform speed trajectory of the lead vehicle in each road segment is determined;

[0092] Based on the desired speed, the terminal speed, and the acceleration range, the deceleration trajectory of the lead vehicle in each road segment is determined.

[0093] In the embodiments of this application, the desired speed is the speed at which the vehicle has high fuel efficiency. When the vehicle travels at the desired speed, the vehicle consumes less energy but can provide stronger power. The desired speed can be obtained through pre-testing, and there can be one or more desired speeds.

[0094] When determining the acceleration trajectory, it's necessary to accelerate from the initial speed to the desired speed, and the acceleration needs to be determined based on an acceleration range. A maximum acceleration can be selected within this range, allowing the vehicle to quickly accelerate from the initial speed to the desired speed, thus reducing energy consumption and improving driving efficiency. Since larger accelerations may result in higher energy consumption and noise levels, smaller accelerations can be chosen to control energy consumption and noise, reducing noise and improving comfort. There are no specific restrictions on the needs upon which the acceleration should be selected.

[0095] When determining a uniform trajectory, the velocity of the uniform trajectory is the same as the velocity at the end of the accelerated trajectory, which is the desired velocity. The uniform trajectory maintains this desired velocity.

[0096] When determining the deceleration trajectory, it is necessary to select a negative acceleration within the acceleration range based on the desired speed, the final speed, and the acceleration range for deceleration and braking. The corresponding acceleration can be calculated based on the speed difference between the desired speed and the final speed. The deceleration trajectory can be used to smoothly decelerate and avoid sudden braking.

[0097] Optionally, the method further includes:

[0098] Based on the speed trajectory of the lead vehicle in each road segment, the energy consumption parameters of the lead vehicle in each road segment are determined; each energy consumption parameter includes at least one type of energy consumption parameter among acceleration energy consumption parameter, constant speed energy consumption parameter and deceleration energy consumption parameter, and the number of each type of energy consumption parameter is one;

[0099] Based on the energy consumption parameters of the lead vehicle on each road segment, determine the real-time energy consumption parameters of the lead vehicle on the target road.

[0100] The real-time energy consumption parameters are compared with the preset energy consumption parameters, and the speed trajectory is adjusted according to the comparison results.

[0101] In this embodiment, since the speed trajectory of the lead vehicle on each target road segment of the entire target road is already determined, that is, the speed of the lead vehicle at any given moment is known, the specific energy consumption of the lead vehicle on the target road can be calculated. The energy consumption parameters of the lead vehicle on each road segment include at least one type of energy consumption parameter among acceleration energy consumption parameters, constant speed energy consumption parameters, and deceleration energy consumption parameters. Since the number of each type of trajectory in each target road segment is one, the number of corresponding energy consumption parameters is also one.

[0102] Based on the energy consumption parameters of the lead vehicle on each road segment, the energy consumption parameters of the lead vehicle on the target road can be determined using the following formula:

[0103]

[0104] Among them, minJ * This represents the energy consumption corresponding to the target road, j represents the number of intersections, and a j1 The acceleration a represents the acceleration of the trajectory. j2 This represents the acceleration along the deceleration trajectory. (COST) j (v j (t),a j1 (t) represents the instantaneous energy consumption cost of the acceleration trajectory at time t at the j-th intersection, where t0 represents the start time of the acceleration trajectory and t1 represents the end time of the acceleration trajectory. j (v j (t),0) represents the instantaneous energy consumption cost of the uniform trajectory at time t at the j-th intersection, where t1 represents the start time of the uniform trajectory and t2 represents the end time of the uniform trajectory. j (v j (t),a j2 (t) represents the instantaneous energy consumption cost of the deceleration trajectory at time t at the j-th intersection, where t2 represents the start time of the deceleration trajectory. f This indicates the moment when the deceleration trajectory ends, 0 ≤ t1 ≤ t2 ≤ t f .

[0105] In addition, the parameters in the above formula also have the following relationship:

[0106] x j (t f ) = D j

[0107] The above formula represents the travel distance x. j In t f At time t is equal to the length D of the j-th signal intersection j

[0108]

[0109] The above formula represents the travel distance x j and the velocity v at time t j The conversion relationship, and the acceleration a at time t. j The conversion relationship.

[0110]

[0111] The above equation represents the initial velocity v1 based on time t0, expressed as acceleration a. j1 Accelerate the time interval t1-t0 to achieve a uniform velocity v on the uniform trajectory. cons .

[0112]

[0113] The above formula represents the equation based on a uniform velocity v. cons With acceleration a j2 Deceleration t f -t2 duration, thus reaching the terminal velocity v2.

[0114] By summing the energy consumption of the lead vehicle on different road segments using the above formula, the real-time energy consumption parameters of the lead vehicle on the target road can be obtained. These real-time energy consumption parameters can be compared with preset energy consumption parameters, and the speed trajectory can be adjusted based on the comparison results. The preset energy consumption parameters can be pre-set parameters or parameters based on other speed trajectories, such as energy consumption parameters corresponding to speed trajectories determined by other models or strategies.

[0115] Based on energy consumption parameters and driving data, approximate model driving strategies can be evaluated and optimized. Evaluation can be conducted through simulation experiments, real-world road tests, and other methods, collecting vehicle driving and energy consumption data to analyze the performance and effectiveness of the fleet control strategy. Comparisons with other benchmark strategies and globally optimized strategies can also be made. Based on the evaluation results and feedback from real-world application scenarios, the approximate model driving strategy can be adjusted and optimized. Optimization may include adjusting the speed distribution of the lead vehicle, the parameters of the intelligent driver model, and the decision rules of the strategy to further improve the real-time performance, adaptability, and efficiency of the strategy. Through continuous evaluation and optimization, the approximate model driving strategy can become more accurate, reliable, and adaptable to different traffic environments and driving needs. The optimized strategy can improve fleet traffic throughput, reduce energy consumption, and simultaneously meet the requirements of driving comfort and safety.

[0116] Furthermore, since driving strategies, including speed trajectories, can be determined based on approximate models and intelligent driver models, and then the driving control of the fleet can be completed based on these strategies, the driving strategies can also be evaluated and optimized. Evaluation can be conducted through simulation experiments, real-world road tests, etc., collecting vehicle driving data and energy consumption data, and analyzing the performance and effectiveness of the strategies. Simultaneously, comparisons can be made with other benchmark strategies and globally optimized strategies.

[0117] Based on the evaluation results and feedback from real-world application scenarios, the approximate model driving strategy can be optimized. Optimization includes adjusting the acceleration distribution algorithm, the parameters of the intelligent driver model, and the strategy's decision rules to further improve the strategy's real-time performance, adaptability, and efficiency. Through continuous evaluation and optimization, the approximate model driving strategy can become more accurate and reliable, adapting to different traffic environments and driving needs. The optimized strategy can further improve fleet traffic throughput, reduce energy consumption, and simultaneously meet the requirements of driving comfort and safety.

[0118] In this application, by simplifying the optimal driving trajectory of the convoy into three trajectories—acceleration, constant speed, and deceleration—and combining them with an approximate model to simulate the acceleration-constant speed-deceleration trajectory of the vehicles, the goal of energy-saving driving is achieved. The driving strategy of the approximate model can ensure that the convoy does not need to stop at red lights when passing through multiple intersections, reducing energy consumption and unnecessary waiting time.

[0119] Compared to traditional optimal control methods, the approximate model driving strategy proposed in this application has a lower computational burden when handling large-scale data or real-time application scenarios. By simplifying the fleet's driving trajectory and adopting an approximate model, complex calculation processes are reduced, improving the real-time performance and computational efficiency of the strategy.

[0120] The approximate model driving strategy determines the speed stage trajectory based on different operating parameters according to the different initial speed and driving time of the lead vehicle. This makes the strategy effective in different driving conditions and has good applicability.

[0121] Improving fleet throughput and energy economy: By allocating optimal acceleration to the lead vehicle at each signalized intersection and employing an intelligent driver model for following, the approximate model driving strategy optimizes fleet throughput and energy economy. This contributes to improving the overall efficiency and economic benefits of the fleet.

[0122] Overall, this application has advantages in terms of energy saving, computing efficiency and applicability, and can achieve real-time, efficient and economical fleet driving control.

[0123] Figure 5 This is a flowchart of the fleet control provided in the embodiments of this application;

[0124] Step 501, Begin;

[0125] Step 502: Determine the type of trajectory that the approximate model needs to simulate: acceleration, constant speed, deceleration;

[0126] Step 503: Determine the operating parameters and other parameters, such as traffic light duration and initial speed;

[0127] Step 504: Simulate the velocity trajectory based on an approximate model;

[0128] Step 505: Determine the speed trajectory and control the model of the following vehicle;

[0129] Step 506: Adjustment and optimization of the speed trajectory simulated by the approximate model, i.e., the driving strategy;

[0130] Step 507, End.

[0131] Figure 6 This application provides a fleet driving control system, comprising:

[0132] Server 601, convoy; the convoy includes lead vehicle 602 and follower vehicle 603;

[0133] The server 601 is used to execute the steps of the fleet driving control method in the above method embodiments.

[0134] Figure 6 In this system, there is no limit to the number of following vehicles 603. Server 601 can communicate with the traffic lights 604 at the intersection to obtain the traffic light times. Server 601 can also communicate with the lead vehicle 602 and the following vehicles 603 to control the convoy's movement.

[0135] refer to Figure 7 It illustrates a fleet driving control device 70 provided in an embodiment of this application, comprising:

[0136] The driving parameter module 701 is used to determine a target road with at least one intersection, as well as an initial speed, an end speed, and a travel time; the initial speed and the end speed are the speeds of the lead vehicle when it starts and ends its journey on the target road, and the travel time is the time required for the lead vehicle to travel on the target road; the lead vehicle is used to form a convoy with the following vehicles.

[0137] The speed trajectory module 702 is used to determine the speed trajectory of the lead vehicle in each road segment based on the operating parameters of the lead vehicle, the traffic light time at each intersection, the initial speed, the final speed, and the travel time; each road segment is defined by two nodes, the nodes including the start point, end point, or intersection in the target road; the speed trajectory includes at least one type of trajectory among acceleration trajectory, constant speed trajectory, and deceleration trajectory, and the number of each type of trajectory is one;

[0138] The convoy control module 703 is used to control the lead vehicle to travel based on the speed trajectory, and to control the following vehicles to follow the lead vehicle at a preset safe distance until the convoy passes the target road.

[0139] Optional, the fleet control module includes:

[0140] The following acceleration submodule is used to determine the real-time acceleration of the following vehicle based on the acceleration range, real-time speed, desired speed, and safe distance of the following vehicle.

[0141] The real-time acceleration submodule is used to control the following vehicle's movement based on the real-time acceleration, so as to achieve following the lead vehicle based on the safe distance.

[0142] Optionally, the device also includes:

[0143] The minimum operating condition module is used to obtain a set of operating condition parameters consisting of the operating condition parameters of each vehicle in the fleet, and to determine the minimum target operating condition parameter in the set of operating condition parameters.

[0144] The first trajectory determination module is used to determine the speed trajectory of the lead vehicle in each road segment based on the target operating condition parameters, the traffic light time at each intersection, the initial speed, the final speed, and the travel time.

[0145] Optional, fleet control module, including:

[0146] The trajectory sequence submodule is used to determine the different types of trajectories included in the velocity trajectory, and the trajectory sequence composed of the different types of trajectories;

[0147] The sequence indicator submodule is used to control the driving of the lead vehicle sequentially through each type of trajectory based on the trajectory sequence indicated by the trajectory sequence.

[0148] Optional, velocity trajectory module, including:

[0149] The speed limiting submodule is used to determine the speed range and acceleration range of the lead vehicle based on the operating parameters of the lead vehicle; the speed range indicates the maximum and minimum speed of the lead vehicle; the acceleration range indicates the maximum and minimum acceleration of the lead vehicle.

[0150] The traffic status submodule is used to determine the traffic status of the target road based on the traffic light timings at each intersection.

[0151] The second trajectory determination submodule is used to determine the speed trajectory of the leading vehicle in each road segment under the traffic conditions, based on the speed range, the acceleration range, the traffic light duration at each intersection, the initial speed, the final speed, and the travel time.

[0152] Optionally, the second trajectory determination submodule includes:

[0153] The desired speed acquisition unit acquires a preset desired speed under the passage condition;

[0154] An acceleration determination unit is used to determine the acceleration trajectory of the lead vehicle in each road segment based on the initial speed, the desired speed, and the acceleration range.

[0155] A constant speed determination unit is used to determine the constant speed trajectory of the lead vehicle in each road segment based on the desired speed.

[0156] The deceleration determination unit is used to determine the deceleration trajectory of the lead vehicle in each road segment based on the desired speed, the end speed, and the acceleration range.

[0157] Optionally, the device also includes:

[0158] The road segment energy consumption module is used to determine the energy consumption parameters of the lead vehicle in each road segment based on the speed trajectory of the lead vehicle in each road segment; each energy consumption parameter includes at least one type of energy consumption parameter among acceleration energy consumption parameter, constant speed energy consumption parameter and deceleration energy consumption parameter, and the number of each type of energy consumption parameter is one;

[0159] The road energy consumption module is used to determine the real-time energy consumption parameters of the lead vehicle on the target road based on the energy consumption parameters of the lead vehicle on each road segment.

[0160] The trajectory adjustment module is used to compare the real-time energy consumption parameters with the preset energy consumption parameters and adjust the speed trajectory based on the comparison results.

[0161] In summary, in this embodiment, by determining a target road with at least one intersection, and the initial speed, final speed, and travel time; based on the lead vehicle's operating parameters, the traffic light duration at each intersection, the initial speed, final speed, and travel time, the speed trajectory of the lead vehicle in each road segment is determined; the speed trajectory includes at least one type of trajectory among acceleration trajectory, constant speed trajectory, and deceleration trajectory, and the number of each type of trajectory is one; the lead vehicle is controlled to travel based on the speed trajectory, and the following vehicles are controlled to follow the lead vehicle at a preset safe distance until the convoy passes the target road. By determining the speed trajectory of each road segment using parameters such as initial speed, final speed, travel time, and traffic light duration, and with only one type of trajectory in each speed trajectory, the speed trajectory used to control the lead vehicle's travel on the target road can be simplified. This means that frequent and complex vehicle controls are not required, allowing the vehicle to operate stably and improving the efficiency of convoy driving control; furthermore, since frequent and complex driving controls are not required, vehicle energy consumption is also reduced.

[0162] This application also provides an electronic device, such as... Figure 8 As shown, it includes a processor 1001, a communication interface 1002, a memory 1003, and a communication bus 1004, wherein the processor 1001, the communication interface 1002, and the memory 1003 communicate with each other through the communication bus 1004.

[0163] Memory 1003 is used to store computer programs.

[0164] When processor 1001 executes a program stored in memory 1003, it performs the following steps:

[0165] A target road with at least one intersection is determined, along with an initial speed, an end speed, and a travel time; the initial speed and the end speed are the speeds of the lead vehicle when it begins and ends its journey on the target road, and the travel time is the time required for the lead vehicle to travel on the target road; the lead vehicle is used to form a convoy with the following vehicles.

[0166] Based on the operating parameters of the lead vehicle, the traffic light duration at each intersection, the initial speed, the final speed, and the travel time, the speed trajectory of the lead vehicle in each road segment is determined; each road segment is defined by two nodes, the nodes including the start point, end point, or intersection in the target road; the speed trajectory includes at least one type of trajectory among acceleration trajectory, constant speed trajectory, and deceleration trajectory, and the number of each type of trajectory is one;

[0167] The lead vehicle is controlled to travel based on the speed trajectory, and the following vehicles are controlled to follow the lead vehicle at a preset safe distance until the convoy passes the target road.

[0168] The processor 1001 can also implement other steps in the above-mentioned fleet driving control method, which will not be described in detail here.

[0169] The communication bus mentioned in the above electronic devices can be a Peripheral Component Interconnect (PCI) bus or an Extended Industry Standard Architecture (EISA) bus, etc. This communication bus can be divided into address bus, data bus, control bus, etc. For ease of illustration, only one thick line is used to represent it in the diagram, but this does not indicate that there is only one bus or one type of bus.

[0170] The communication interface is used for communication between the aforementioned electronic devices and other devices.

[0171] The memory may include random access memory (RAM) or non-volatile memory, such as at least one disk storage device. Optionally, the memory may also be at least one storage device located remotely from the aforementioned processor.

[0172] The processors mentioned above can be general-purpose processors, including central processing units (CPUs), network processors (NPs), etc.; they can also be digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components.

[0173] In another embodiment provided in this application, a computer-readable storage medium is also provided, which stores instructions that, when executed on a computer, cause the computer to perform the fleet driving control method described in the above embodiments.

[0174] In another embodiment provided in this application, a computer program product containing instructions is also provided, which, when run on a computer, causes the computer to execute the fleet driving control method described in the above embodiments.

[0175] In the above embodiments, implementation can be achieved entirely or partially through software, hardware, firmware, or any combination thereof. When implemented using software, it can be implemented entirely or partially as a computer program product. The computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on a computer, all or part of the processes or functions described in the embodiments of this application are generated. The computer can be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions can be stored in a computer-readable storage medium or transmitted from one computer-readable storage medium to another. For example, the computer instructions can be transmitted from one website, computer, server, or data center to another website, computer, server, or data center via wired (e.g., coaxial cable, fiber optic, digital subscriber line (DSL)) or wireless (e.g., infrared, wireless, microwave, etc.) means. The computer-readable storage medium can be any available medium that a computer can access or a data storage device such as a server or data center that integrates one or more available media. The available medium can be a magnetic medium (e.g., floppy disk, hard disk, magnetic tape), an optical medium (e.g., DVD), or a semiconductor medium (e.g., solid state disk (SSD)).

[0176] It should be noted that, in this document, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, or apparatus that includes said element.

[0177] The various embodiments in this specification are described in a related manner. Similar or identical parts between embodiments can be referred to mutually. Each embodiment focuses on describing the differences from other embodiments. For embodiments of devices, electronic devices, computer-readable storage media, and computer program products containing instructions, the descriptions are relatively simple because they are basically similar to the method embodiments; relevant parts can be referred to the descriptions of the method embodiments.

[0178] The above description is merely a preferred embodiment of this application and is not intended to limit the scope of protection of this application. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application are included within the scope of protection of this application.

Claims

1. A vehicle fleet travel control method characterized by comprising: The method comprises: determining a target road with at least one intersection, and an initial speed, a terminal speed and a driving time length; the initial speed and the terminal speed are speeds of a leading vehicle at the beginning and the end of driving on the target road, and the driving time length is a time length required for the leading vehicle to drive through the target road; the leading vehicle is used to jointly constitute a vehicle fleet with a following vehicle; determining a speed trajectory of the leading vehicle in each road section based on a working condition parameter of the leading vehicle, a red-green light time of each intersection, the initial speed, the terminal speed and the driving time length; each road section is defined by two nodes, and the nodes include starting points, ending points or intersections in the target road; the speed trajectory comprises at least one type of trajectory among an acceleration trajectory, a constant speed trajectory and a deceleration trajectory, and the number of each type of trajectory is one; controlling the leading vehicle to drive based on the speed trajectory, and controlling the following vehicle to drive at a preset safe distance behind the leading vehicle until the vehicle fleet drives through the target road; the step of controlling the leading vehicle to drive based on the speed trajectory comprises: determining different types of trajectories included in the speed trajectory, and a trajectory sequence composed of the different types of trajectories; controlling the leading vehicle to drive through each type of trajectory in sequence based on a trajectory order indicated by the trajectory sequence; the method further comprises: determining an energy consumption parameter of the leading vehicle in each road section based on the speed trajectory of the leading vehicle in each road section; each energy consumption parameter comprises at least one type of energy consumption parameter among an acceleration energy consumption parameter, a constant speed energy consumption parameter and a deceleration energy consumption parameter, and the number of each type of energy consumption parameter is one; determining a real-time energy consumption parameter of the leading vehicle on the target road according to the energy consumption parameter of the leading vehicle in each road section; comparing the real-time energy consumption parameter with a preset energy consumption parameter, and adjusting the speed trajectory according to a comparison result.

2. The method of claim 1, wherein, the step of controlling the following vehicle to drive at a preset safe distance behind the leading vehicle comprises: determining a real-time acceleration of the following vehicle based on an acceleration range of the following vehicle, a real-time speed, an expected speed and the safe distance; controlling the following vehicle to drive based on the real-time acceleration, so as to achieve driving behind the leading vehicle based on the safe distance.

3. The method of claim 1, wherein, the method further comprises: obtaining a working condition parameter set composed of working condition parameters of each vehicle in the vehicle fleet, and determining a target working condition parameter which is the smallest in the working condition parameter set; determining a speed trajectory of the leading vehicle in each road section based on the target working condition parameter, a red-green light time of each intersection, the initial speed, the terminal speed and the driving time length.

4. The method of claim 1, wherein, the step of determining a speed trajectory of the leading vehicle in each road section based on a working condition parameter of the leading vehicle, a red-green light time of each intersection, the initial speed, the terminal speed and the driving time length comprises: determine a speed range and an acceleration range of the leading vehicle based on the working condition parameter of the leading vehicle; the speed range indicates a maximum speed and a minimum speed of the leading vehicle; the acceleration range indicates a maximum acceleration and a minimum acceleration of the leading vehicle; determine a traffic state of the target road based on the traffic light time of each intersection; determine a speed trajectory of the leading vehicle in each road segment under the traffic state according to the speed range, the acceleration range, the initial speed, the terminal speed and the driving time length; 5. The method of claim 4, wherein, the step of determining the speed trajectory of the leading vehicle in each road segment under the traffic state according to the speed range, the acceleration range, the initial speed, the terminal speed and the driving time length, comprises: obtain a preset expected speed under the traffic state; determine an acceleration trajectory of the leading vehicle in each road segment based on the initial speed, the expected speed and the acceleration range; determine a constant speed trajectory of the leading vehicle in each road segment based on the expected speed; determine a deceleration trajectory of the leading vehicle in each road segment based on the expected speed, the terminal speed and the acceleration range.

6. A vehicle platoon control system, characterized by, the system comprises: a server and a vehicle fleet; the vehicle fleet comprises a leading vehicle and a following vehicle; the server is configured to perform the steps of the vehicle fleet driving control method according to any one of claims 1 to 5.

7. A vehicle platoon control device characterized by comprising: comprises: a driving parameter module configured to determine a target road with at least one intersection, and an initial speed, a terminal speed and a driving time length; the initial speed and the terminal speed are speeds of the leading vehicle at the beginning and the end of driving on the target road, and the driving time length is a time length required for the leading vehicle to drive through the target road; the leading vehicle is configured to form a vehicle fleet together with a following vehicle; a speed trajectory module configured to determine a speed trajectory of the leading vehicle in each road segment based on the working condition parameter of the leading vehicle, the traffic light time of each intersection, the initial speed, the terminal speed and the driving time length; each road segment is defined by two nodes, and the nodes include a starting point, an ending point or an intersection in the target road; the speed trajectory comprises at least one type of trajectory selected from an acceleration trajectory, a constant speed trajectory and a deceleration trajectory, and the number of each type of trajectory is one; a vehicle fleet control module configured to control the leading vehicle to drive based on the speed trajectory, and control the following vehicle to drive at a preset safe distance behind the leading vehicle until the vehicle fleet drives through the target road; a road segment energy consumption module configured to determine an energy consumption parameter of the leading vehicle in each road segment based on the speed trajectory of the leading vehicle in each road segment; each energy consumption parameter comprises at least one type of energy consumption parameter selected from an acceleration energy consumption parameter, a constant speed energy consumption parameter and a deceleration energy consumption parameter, and the number of each type of energy consumption parameter is one; a road energy consumption module configured to determine a real-time energy consumption parameter of the leading vehicle on the target road according to the energy consumption parameter of the leading vehicle in each road segment. The trajectory adjustment module is configured to compare the real-time energy consumption parameter with a preset energy consumption parameter, and adjust the speed trajectory according to a comparison result. The vehicle fleet control module comprises: The trajectory sequence sub-module is configured to determine different types of trajectories included in the speed trajectory, and a trajectory sequence composed of the different types of trajectories. The sequence indication sub-module is configured to sequentially control the lead vehicle to travel through each type of trajectory based on a trajectory order indicated by the trajectory sequence.

8. A computer readable storage medium having stored thereon a computer program, characterized in that, The program, when executed by a processor, implements the steps in the vehicle fleet travel control method according to any one of claims 1 to 5.

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