Hybrid traffic flow intersection vehicle cooperation control method, device and system

Abstract

The invention relates to a mixed traffic flow intersection vehicle cooperation control method, device and system, and the method comprises the steps: constructing an intersection model which comprises a target lane; constructing a signal time window according to the current signal lamp state in a preset section of the target lane; driving information of the first vehicle in the preset section is obtained, a speed induction model about the first vehicle is constructed based on the driving information of the first vehicle and the signal time window, and driving parameters of the first vehicle are optimized based on the speed induction model; constructing a priority window based on the optimized driving parameters of the first vehicle; and taking a section which is not covered by the priority window in the signal time window as a driving window, and controlling the second vehicle to enter the target lane to drive in the driving window. According to the invention, the problem of low vehicle passing efficiency at the intersection is solved, the lane is fully utilized, and the vehicle passing efficiency at the intersection is improved.

Description

Technical Field

[0001] The present application relates to the field of autonomous driving, and in particular to a method, device, and system for controlling vehicle coordination at a mixed traffic flow intersection. Background Art

[0002] With the development of autonomous driving and intelligent network technology, intelligent networked vehicles are becoming the focus of the global automotive industry. In the future, the mixed travel of intelligent networked vehicles and human-driven vehicles will exist for a long time. However, intersections are the bottleneck of urban road traffic and the problem of traffic congestion. Human-driven vehicles and intelligent networked vehicles form a new type of mixed traffic flow, which is different from the current traffic flow with only humans. Therefore, how to improve the traffic efficiency of vehicles at intersections has become an urgent problem to be solved. Summary of the invention

[0003] The embodiments of the present application provide a method, device, and system for controlling vehicle coordination at a mixed traffic flow intersection, so as to at least solve the problem in the related art of how to improve the traffic efficiency of vehicles at intersections.

[0004] In a first aspect, an embodiment of the present application provides a method for controlling vehicle coordination at a mixed traffic flow intersection, comprising:

[0005] Building an intersection model based on the intersection road topology structure, wherein the intersection model includes a target lane;

[0006] In a preset section of the target lane, a signal time window is constructed according to the current state of the signal light, wherein the signal time window includes a pass section and a stop section, wherein a vehicle in the pass section can pass through the intersection in the current state, and a vehicle in the stop section cannot pass through the intersection in the current state;

[0007] Acquiring driving information of a first vehicle in the preset section, constructing a speed induction model for the first vehicle based on the driving information of the first vehicle and the signal time window, and optimizing driving parameters of the first vehicle based on the speed induction model to shorten the distance from the first vehicle to the passage section;

[0008] Building a priority window based on the optimized driving parameters of the first vehicle, wherein the priority window represents a section of the intersection where the first vehicle can pass under the current state of the traffic light;

[0009] A section within the signal time window that is not covered by the priority window is used as a driving window, and the second vehicle is controlled to enter the target lane within the driving window.

[0010] In one embodiment, the signal time window satisfies the following configuration:

[0011]

[0012] Where s(x, t) represents the signal time window, x represents the position from the vehicle stop line in the preset section, t represents the time window state at time t (stop is 0, pass is 1), v x represents the average speed of vehicles passing through the preset section at x, l is the number of vehicles queuing before the vehicle stop line, s is the saturation flow rate (veh / s), t1 is the current signal state, c is the cycle length of the signal light, t g is the green light time, k is the multiple of the signal light operation cycle, k = 0, 1, ... n.

[0013] In one embodiment, the driving information includes position information of the first vehicle in the signal time window and operation information of the first vehicle, and the optimizing the driving parameters of the first vehicle based on the speed induction model includes:

[0014] Obtaining the distances of a plurality of the first vehicles to the midpoint of the passage section according to the square of the difference between the position information and the midpoint of the passage section;

[0015] Obtaining a minimum distance from the multiple distances, determining a position of the first vehicle in the signal time window based on the minimum distance, and determining a travel speed of the first vehicle corresponding to the position based on the position;

[0016] Verifying the driving speed of the first vehicle according to the first constraint condition obtained in advance, and if the verification passes, the driving speed of the first vehicle is the optimized driving parameter;

[0017] The first constraint is configured as:

[0018] 0≤v bus ≤v bus，max ;

[0019] v bus，max =0, if S(0, t) = 0;

[0020] a bus，min ≤a bus ≤a bus，max ,

[0021] Among them, v bus is the speed of the first vehicle, v bus，max is the maximum speed of the first vehicle, a bus is the acceleration of the first vehicle, a bus，min is the maximum braking deceleration of the first vehicle, which is a negative number.bus，max is the acceleration of the first vehicle at maximum acceleration, which is a positive number. safe is the safe distance between two vehicles, t r，bus is the braking time of the first vehicle, a bus，t is the acceleration of the first vehicle at time t, v bus，t+1 is the speed of the first vehicle at time t+1, v bus，t is the speed of the first vehicle at time t, and S(0, t)=0 indicates that the first vehicle has reached the vehicle stop line and the traffic light state is the stop state.

[0022] In one embodiment, the priority window satisfies the following configuration:

[0023]

[0024] Wherein, b(x, t) represents the priority window, k1 and k2 are coefficients greater than 1, and t r，CAV is the braking reaction time of the second vehicle, t r，bus is the braking reaction time of the first vehicle, v cav is the speed of the second vehicle, v bus is the speed of the first vehicle, a CAV is the acceleration of the second vehicle, a bus is the acceleration of the first vehicle, l bus is the length of the first vehicle.

[0025] In one embodiment, controlling the second vehicle to enter the target lane within the driving window includes:

[0026] Acquire the time when the second vehicle is allowed to enter the target lane, the position of the second vehicle at any time, and the priority window, determine the time that multiple second vehicles can travel after entering the target lane, and obtain the maximum time that the second vehicle can travel after entering the target lane;

[0027] Based on the maximum time, determining a driving parameter corresponding to the second vehicle within the maximum time;

[0028] According to the second constraint condition obtained in advance, the driving speed of the second vehicle is verified, if the verification passes, the driving speed of the second vehicle is the optimized driving parameter, and based on the driving parameter, the second vehicle is controlled to drive into the target lane within the driving window;

[0029] The maximum time that the second vehicle can travel after entering the target lane is configured as:

[0030]

[0031] Wherein, F2 is the time that the second vehicle travels after entering the target lane, and maxF2 represents the maximum time δ(x CAV , v cav (t), a cav (t), t) is the time when the second vehicle is allowed to enter the target lane, x CAV is the current position of the second vehicle, v cav (t) is the current speed of the second vehicle, a cav (t) is the current acceleration of the second vehicle, t is the current time; b(x, t) is the priority window, x CAV (t) is the position of the second vehicle at any time, μ is a penalty term used to limit the distance between the second vehicle and the priority window;

[0032] The second constraint is configured as:

[0033] 0≤v cav ≤v cav，max ;

[0034] v cav，max =0, if S(0, t) = 0;

[0035] a cav，min ≤a cav ≤a cav，max ,

[0036]

[0037] Among them, v cav is the speed of the second vehicle, v cav，max is the maximum speed of the second vehicle, a cav is the acceleration of the second vehicle, a cav，min is the maximum braking deceleration of the second vehicle, and its value is a negative number. cav，max is the acceleration of the second vehicle at maximum acceleration, and its value is a positive number. cav，t is the acceleration of the second vehicle at time t, v cav，t+1 , is the speed of the second vehicle at time t+1, v cav，t is the speed of the second vehicle at time t, t r，cav is the braking time of the second vehicle, x safe is the safety distance between the two vehicles. When S(0, t)=0, it means that the second vehicle has reached the vehicle stop line and the signal light state is the stop state.

[0038] In one embodiment, the method further comprises:

[0039] In a preset section of the target lane, obtaining the initial states and driving trajectories of the second vehicle and all the first vehicles at a current moment, and determining the speed induction model;

[0040] In any optimization iteration interval, obtaining the minimum distance satisfying the first constraint condition in the speed induction model, and obtaining the speed and acceleration of the first vehicle based on the minimum distance;

[0041] Based on the speed and acceleration of the first vehicle, the driving parameters of the first vehicle are updated, and based on the updated driving parameters, the current position of the first vehicle in the signal time window is obtained and the current priority window is determined.

[0042] In one embodiment, after obtaining the current position of the first vehicle in the signal time window and determining the current priority window, the method further includes:

[0043] Based on the current priority window, obtain the maximum time that the second vehicle can travel after entering the target lane that satisfies the second constraint condition, and obtain the speed and acceleration corresponding to the second vehicle based on the maximum time and update the driving status and trajectory of the second vehicle;

[0044] Iteratively update the driving state and trajectory of the second vehicle until the sum of the optimization iteration intervals is equal to a preset optimization time, and control the second vehicle to enter the target lane within the driving window.

[0045] In a second aspect, an embodiment of the present application provides a control device for vehicle coordination at a mixed traffic flow intersection, comprising:

[0046] A first construction module is used to construct an intersection model based on the intersection road topology structure and the signal light, wherein the intersection model includes a target lane;

[0047] A second construction module is used to construct a signal time window according to the current state of the signal light in a preset section of the target lane, wherein the signal time window includes a pass section and a stop section, wherein a vehicle in the pass section can pass through the intersection in the current state, and a vehicle in the stop section cannot pass through the intersection in the current state;

[0048] an optimization module, configured to obtain driving information of a first vehicle in the preset section, construct a speed induction model for the first vehicle based on the driving information of the first vehicle and the signal time window, and optimize driving parameters of the first vehicle based on the speed induction model to shorten the distance from the first vehicle to the passage section;

[0049] A third construction module is used to construct a priority window based on the optimized driving parameters of the first vehicle, wherein the priority window represents a section where the first vehicle can pass through the intersection under the current state of the traffic light;

[0050] The control module is used to use the section in the signal time window that is not covered by the priority window as a driving window, and control the second vehicle to enter the target lane within the driving window.

[0051] In a third aspect, an embodiment of the present application provides a computer device comprising a memory, a processor, and a computer program stored on the memory and executable on the processor, wherein when the processor executes the computer program, the method for controlling vehicle coordination at a mixed traffic flow intersection as described in the first aspect above is implemented.

[0052] In a fourth aspect, an embodiment of the present application provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the method for controlling vehicle coordination at a mixed traffic flow intersection as described in the first aspect above.

[0053] The control method, device, and system for vehicle coordination at a mixed traffic flow intersection provided by the embodiments of the present application have at least the following technical effects.

[0054] An intersection model is constructed based on the road topology of the intersection, and a signal time window is constructed in a preset section of the target lane according to the current signal light state. The signal time window includes a pass section and a stop section. The driving information of the first vehicle in the preset section is obtained, and a speed induction model of the first vehicle is constructed based on the driving information and the signal time window of the first vehicle. The driving parameters of the first vehicle are optimized based on the speed induction model, and a priority window is constructed based on the optimized driving parameters of the first vehicle, and the second vehicle is controlled to drive into the target lane in the driving window. In this way, the driving parameters of the first vehicle are optimized by the speed induction model, so as to construct a priority window. By setting the priority window, it is ensured that the second vehicle avoids the priority window of the first vehicle when entering the target lane, so that the first vehicle has priority driving, and at the same time, the driving efficiency of the second vehicle is guaranteed, thereby improving the overall traffic efficiency of vehicles at the intersection.

[0055] Details of one or more embodiments of the present application are set forth in the following drawings and description to make other features, objects, and advantages of the present application more readily apparent. BRIEF DESCRIPTION OF THE DRAWINGS

[0056] The drawings described herein are used to provide a further understanding of the present application and constitute a part of the present application. The illustrative embodiments of the present application and their descriptions are used to explain the present application and do not constitute an improper limitation on the present application. In the drawings:

[0057] Figure 1 is a flow chart of a method for controlling vehicle coordination at a mixed traffic flow intersection according to an exemplary embodiment;

[0058] Figure 2 is a schematic diagram showing an intersection model according to an exemplary embodiment;

[0059] Figure 3 is a schematic diagram of a signal time window according to an exemplary embodiment;

[0060] Figure 4 is a schematic diagram showing a priority window according to an exemplary embodiment;

[0061] Figure 5 is a flow chart of a method for controlling vehicle coordination at a mixed traffic flow intersection according to another exemplary embodiment;

[0062] Figure 6 is a flow chart of a method for controlling vehicle coordination at a mixed traffic flow intersection according to another exemplary embodiment;

[0063] Figure 7 is a driving trajectory of the first vehicle and the second vehicle when the penetration rate of the first vehicle is 10% according to an exemplary embodiment;

[0064] Figure 8 is a block diagram of a control device for vehicle coordination at a mixed traffic flow intersection according to an exemplary embodiment;

[0065] Fig. 9 is a block diagram of an electronic device according to an exemplary embodiment. DETAILED DESCRIPTION

[0066] In order to make the purpose, technical solutions and advantages of the present application clearer, the present application is described and illustrated below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application and are not intended to limit the present application. Based on the embodiments provided in the present application, all other embodiments obtained by ordinary technicians in the field without making creative work are within the scope of protection of the present application.

[0067] Obviously, the drawings described below are only some examples or embodiments of the present application. For ordinary technicians in this field, the present application can also be applied to other similar scenarios based on these drawings without creative work. In addition, it can also be understood that although the efforts made in this development process may be complicated and lengthy, for ordinary technicians in this field related to the content disclosed in this application, some changes in design, manufacturing or production based on the technical content disclosed in this application are just conventional technical means, and should not be understood as insufficient content disclosed in this application.

[0068] Reference to "embodiments" in this application means that a particular feature, structure, or characteristic described in conjunction with the embodiments may be included in at least one embodiment of the present application. The appearance of the phrase in various locations in the specification does not necessarily refer to the same embodiment, nor is it an independent or alternative embodiment that is mutually exclusive with other embodiments. It is explicitly and implicitly understood by those of ordinary skill in the art that the embodiments described in this application may be combined with other embodiments without conflict.

[0069] Unless otherwise defined, the technical terms or scientific terms involved in this application should be understood by people with ordinary skills in the technical field to which this application belongs. The words "one", "a", "a", "the" and the like involved in this application do not indicate a quantitative limitation, and may represent the singular or plural. The terms "include", "comprise", "have" and any of their variations involved in this application are intended to cover non-exclusive inclusions; for example, a process, method, system, product or device that includes a series of steps or modules (units) is not limited to the listed steps or units, but may also include steps or units that are not listed, or may also include other steps or units inherent to these processes, methods, products or devices. The words "connect", "connected", "coupled" and the like involved in this application are not limited to physical or mechanical connections, but may include electrical connections, whether direct or indirect. The "multiple" involved in this application refers to two or more. "And / or" describes the association relationship of associated objects, indicating that there may be three relationships, for example, "A and / or B" can represent: A exists alone, A and B exist at the same time, and B exists alone. The character " / " generally indicates that the objects before and after are in an "or" relationship. The terms "first", "second", "third", etc. involved in this application are only used to distinguish similar objects and do not represent a specific ordering of the objects.

[0070] At intersections, for mixed traffic flows formed by intelligent connected vehicles and other vehicles, especially mixed traffic flows formed by special priority vehicles that need to ensure smooth operation, how to prevent intelligent connected vehicles from affecting the normal operation of other vehicles is the key to ensuring the traffic efficiency of intersections. Based on this technical problem, the embodiments of the present application provide a control method, device, and system for vehicle coordination at mixed traffic flow intersections. The specific technical solutions provided by the embodiments of the present application will be explained below in different situations. In order to distinguish different vehicles, the first vehicle and the second vehicle are generally referred to, where the first vehicle represents a special priority vehicle, such as a bus or an emergency rescue vehicle, and the second vehicle is a vehicle with adjustable driving conditions, such as an intelligent connected vehicle.

[0071] In a first aspect, an embodiment of the present application provides a method for controlling vehicle coordination at a mixed traffic flow intersection. Figure 1 FIG. 1 is a flow chart of a method for controlling vehicle coordination at a mixed traffic flow intersection according to an exemplary embodiment. Figure 1 As shown, the control method for vehicle coordination at a mixed traffic flow intersection includes:

[0072] Step S101: construct an intersection model based on the intersection road topology structure, where the intersection model includes a target lane.

[0073] With the traffic light as a reference, leaving the intersection with the green light is the exit, and entering the intersection with the green light is the entrance. The road topology of the intersection satisfies the following: Based on the intersection formed by the first road and the second road, the first road is equipped with 5 entrances and 3 exits, and the leftmost lane facing the traffic light is the target lane for special priority vehicles. The second lane is equipped with 5 entrances and 4 exits. Each lane is independent of each other. The signal cycle of the traffic light at the intersection is 120 seconds, and the green light duration is 37 seconds. Taking the stop line in front of the traffic light as the starting point, the distance extending in the direction of entering the fork through the traffic light is in the direction of entering the intersection, and the range from the stop line in front of the traffic light is used as the preset section.

[0074] Figure 2 is a schematic diagram showing an intersection model according to an exemplary embodiment, such as Figure 2 As shown in the figure, an intersection model is constructed based on the intersection topology. The exit on the intersection model includes three lanes, with the leftmost lane facing the traffic light as the target lane. The target lane is used for special vehicles to drive first, and social vehicles are allowed to use the target lane without affecting the driving of special vehicles. Social vehicles drive on the remaining lanes.

[0075] This embodiment uses the simulation platform in MATLAB, in which the information of each vehicle, the driving position, the driving speed, the lane changing mode and the lane information can be obtained in real time, and the vehicle speed and direction can be controlled and the lane changing mode of the vehicle can be changed.

[0076] Step S102: within a preset section of the target lane, construct a signal time window according to the current state of the traffic light, the signal time window including a pass section and a stop section. Vehicles in the pass section can pass through the intersection in the current state, while vehicles in the stop section cannot pass through the intersection in the current state.

[0077] Figure 3 is a schematic diagram of a signal time window according to an exemplary embodiment. Figure 3 As shown, the signal time window includes a pass section and a stop section. The pass section indicates that the vehicle in the section can pass the intersection in the current state, and the stop section indicates that the vehicle in the section cannot pass the intersection in the current state, and the vehicle needs to stop and wait at the traffic light. Optionally, the preset sections include 500 meters, 600 meters, and 700 meters.

[0078] The signal time window meets the following configurations:

[0079]

[0080] Where s(x, t) represents the signal time window, x represents the position from the vehicle stop line in the preset section, t represents the time window state at time t (stop is 0, pass is 1), v x represents the average speed of vehicles passing through the preset section at x, l is the number of vehicles queuing before the vehicle stop line, s is the saturation flow rate (veh / s), t1 is the current signal state, c is the cycle length of the signal light, t g is the green light time, k is a multiple of the signal light operation cycle, k=0, 1, ... n. Optionally, the signal light cycle includes 120 seconds, wherein the green light duration is 37 seconds.

[0081] Step S103: Acquire driving information of the first vehicle in the preset section, construct a speed induction model for the first vehicle based on the driving information and the signal time window of the first vehicle, and optimize the driving parameters of the first vehicle based on the speed induction model to shorten the distance from the first vehicle to the passing section.

[0082] The driving information of the first vehicle includes the position information of the first vehicle in the signal time window and the operation information of the first vehicle. The distances of the first vehicles to the midpoints of the passing sections are obtained according to the square of the difference between the position information and the midpoints of the passing sections.

[0083] A minimum distance is obtained from multiple distances, a position of the first vehicle in the signal time window is determined based on the minimum distance, and a travel speed of the first vehicle corresponding to the position is determined based on the position of the first vehicle in the signal time window.

[0084] It should be noted that the minimum distance from the first vehicle to the midpoint of the passage section is configured as:

[0085]

[0086] Wherein, F1 represents the distance from the first vehicle to the midpoint of the passage section, MinF1 represents the minimum distance from the first vehicle to the midpoint of the passage section, and x bus (t) represents the position of the first vehicle at time t, is the midpoint of the passage section.

[0087] After the minimum distance is obtained, the position of the first vehicle in the signal time window is determined based on the minimum distance, and the travel speed of the first vehicle traveling at the position is determined.

[0088] The driving speed of the first vehicle is verified according to the first constraint condition obtained in advance. If the verification passes, the driving speed of the first vehicle is an optimized driving parameter.

[0089] The first constraint is configured as:

[0090] 0≤v bus ≤v bus，max ;

[0091] v bus，max =0, if S(0, t) = 0;

[0092] a bus，min ≤a bus ≤a bus，max ,

[0093]

[0094] Among them, v bus is the speed of the first vehicle, v bus，max is the maximum speed of the first vehicle, a bus is the acceleration of the first vehicle, a bus，min is the maximum braking deceleration of the first vehicle, and its value is a negative number. bus，max is the acceleration of the first vehicle at maximum acceleration, and its value is a positive number, x safe is the safe distance between two vehicles, t r，bus is the braking time of the first vehicle, a bus，t is the acceleration of the first vehicle at time t, vbus，t+1 is the speed of the first vehicle at time t+1, v bus，t is the speed of the first vehicle at time t. When S(0, t)=0, it means that the first vehicle has reached the vehicle stop line and the signal light state is the stop state.

[0095] For the first constraint, it should be noted that 0≤v bus ≤v bus，max is the constraint condition of the first vehicle's speed, so as to ensure that the first vehicle travels within the allowed speed range. If S(0, t) = 0, then v bus，max = 0 is the signal light constraint condition of the first vehicle. The signal light constraint condition of the first vehicle indicates that when the first vehicle drives to the signal light, if the signal light is red, the first vehicle needs to stop driving, thereby ensuring that the first vehicle complies with traffic regulations during driving. bus，min ≤a bus ≤a bus，max It is a constraint condition for the driving comfort of the first vehicle to ensure the riding comfort of the passengers riding in the first vehicle. is the kinematic constraint condition of the first vehicle to ensure that the first vehicle satisfies kinematics. The safety distance is the sum of the braking distance and the reaction distance of the first vehicle to ensure the safety between the first vehicle and other moving vehicles.

[0096] The driving parameters of the first vehicle are optimized based on the speed induction model, which shortens the distance from the first vehicle to the traffic section. This increases the local vehicle density in the target lane while ensuring that the first vehicle has priority through the intersection, thus providing more opportunities for the subsequent second vehicle to use the target lane.

[0097] Step S104: construct a priority window based on the optimized driving parameters of the first vehicle, wherein the priority window represents a section of the intersection where the first vehicle can pass under the current traffic light state.

[0098] The driving parameters include the speed and acceleration of the first vehicle. Based on the optimized speed of the first vehicle and the current position of the first vehicle in the time window, a priority window is constructed. The priority window satisfies the following configurations:

[0099]

[0100] Where, b(x, t) represents the priority window, k1 and k2 are coefficients greater than 1, and t r，CAV is the braking reaction time of the second vehicle, t r，bus is the braking reaction time of the first vehicle, v CAV is the speed of the second vehicle, v bus is the speed of the first vehicle, aCAV is the acceleration of the second vehicle, a bus is the acceleration of the first vehicle, l bus is the length of the first vehicle.

[0101] Figure 4 is a schematic diagram showing a priority window according to an exemplary embodiment, such as Figure 4 As shown, the priority window includes a distance behind the rear of the first vehicle, the length of the vehicle body and a distance in front of the front of the vehicle, and since k1 and k2 are coefficients greater than 1, the range occupied by the priority window in the signal time window is larger than the safety distance between vehicles.

[0102] The construction of the priority window ensures that the first vehicle in the priority window has priority in driving in the target lane without being disturbed. That is, when the subsequent second vehicle enters the target lane, it will not affect the driving speed of the first vehicle in the priority window, thereby ensuring the priority driving of the first vehicle in the target lane.

[0103] Step S105: Use the section in the signal time window that is not covered by the priority window as a driving window, and control the second vehicle to enter the target lane within the driving window.

[0104] The time when the second vehicle is allowed to enter the target lane, the position of the second vehicle at any time and the priority window are obtained, the time that multiple second vehicles can travel after entering the target lane is determined, and the maximum time that the second vehicle can travel after entering the target lane is obtained.

[0105] The maximum time that the second vehicle can travel after entering the target lane is the maximum time that the second vehicle travels on the target lane after entering the target lane. If the time that the second vehicle travels on the target lane exceeds the maximum time, it will cause the first vehicle to slow down to ensure vehicle safety, or the travel time of the second vehicle exceeds the maximum time, then it will encounter the first vehicle traveling in front of the second vehicle, forcing the second vehicle to slow down and leave the target lane. For example, the first vehicle travels at a speed of 30km / h on the target lane, and can pass the current fork in the road at this speed. The second vehicle enters the target lane and can leave after 10 seconds or 20 seconds, but if it exceeds 30 seconds, it will interfere with the first vehicle, causing it to slow down to 25km / h and cannot pass the current fork in the road. Therefore, the maximum time that the second vehicle travels on the target lane is 30 seconds, so that the second vehicle borrows the target lane and does not affect the normal travel of the first vehicle.

[0106] Based on the maximum time, a driving parameter corresponding to the second vehicle is determined within the maximum time, wherein the driving parameter includes a driving speed and an acceleration of the second vehicle.

[0107] The second vehicle traveling based on the driving parameters can enter the target lane at the current driving speed and travel in the target lane for the maximum time, and can also leave the target lane at the current driving speed, thereby not affecting the driving of the first vehicle.

[0108] The driving speed of the second vehicle is verified according to the pre-acquired second constraint condition. If the verification passes, the driving speed of the second vehicle is the optimized driving parameter, and the second vehicle is controlled to enter the target lane within the driving window based on the driving parameter.

[0109] The maximum time that the second vehicle can travel after entering the target lane is configured as:

[0110]

[0111] Where F2 is the time that the second vehicle travels after entering the target lane, and maxF2 represents the maximum time δ(x CAV , v cav (t), a cav (t), t) is the time when the second vehicle is allowed to enter the target lane, x CAV is the current position of the second vehicle, v cav (t) is the current speed of the second vehicle, a cav (t) is the current acceleration of the second vehicle, t is the current time; b(x, t) is the priority window, x CAV (t) is the position of the second vehicle at any time, and μ is a penalty term used to limit the distance between the second vehicle and the priority window.

[0112] The penalty term is used to limit the distance between the second vehicle and the priority window, so that the second vehicle will enter the priority window when entering the target lane, and then force the second vehicle to leave the target lane and ensure the safe lane change gap of other second vehicles or human-driven vehicles. If it cannot be guaranteed, the second vehicle will slow down and affect the first vehicle following it until it finds a safe lane change gap and leaves the target lane, so as to achieve the purpose of the second vehicle not affecting the normal driving of the first vehicle as much as possible.

[0113] The second constraint is configured as:

[0114] 0≤v cav ≤v cav，max ;

[0115] v cav，max =0, if S(0, t) = 0;

[0116] a cav，min ≤a cav ≤a cav，max ,

[0117]

[0118] Among them, v cav is the speed of the second vehicle, v cav，max is the maximum speed of the second vehicle, a cav is the acceleration of the second vehicle, a cav，min is the maximum braking deceleration of the second vehicle, and its value is a negative number. cav，max is the acceleration of the second vehicle at maximum acceleration, and its value is a positive number. cav，t is the acceleration of the second vehicle at time t, v cav，t+1 , is the speed of the second vehicle at time t+1, v cav，t is the speed of the second vehicle at time t, t r，cav is the braking time of the second vehicle, x safe is the safety distance between the two vehicles. When S(0, t)=0, it means that the second vehicle has reached the vehicle stop line and the signal light state is the stop state.

[0119] For the second constraint, it should be noted that 0≤v cav ≤v cav，max is the constraint condition of the second vehicle's speed, to ensure that the second vehicle travels within the permitted speed range. If S(0, t) = 0, then the maximum speed of the second vehicle, v cav，max = 0 is the signal light constraint condition of the second vehicle. The signal light constraint condition of the second vehicle indicates that when the second vehicle drives to the signal light, if the signal light is red, the second vehicle needs to stop driving, thereby ensuring that the second vehicle complies with traffic regulations during driving. cav，min ≤a cav ≤a cav，max The constraint condition for the driving comfort of the second vehicle is that the acceleration is within the maximum allowable range to ensure the riding comfort of the passengers riding in the second vehicle. is the kinematic constraint condition of the second vehicle to ensure that the second vehicle satisfies the kinematics. The safety distance is the sum of the braking distance and reaction distance of the second vehicle to ensure the safety between the second vehicle and other moving vehicles.

[0120] The second vehicle avoids the priority window and enters the target lane, so as not to affect the driving of the first vehicle, and drives on the target lane for the maximum time, so that the second vehicle maximizes the use of the target lane and makes full use of each lane, thereby improving the traffic efficiency of vehicles at the fork.

[0121] In one embodiment, the method for controlling vehicle coordination at a mixed traffic flow intersection further includes:

[0122] Determine a preset optimization time, and divide the optimization time into multiple optimization iteration intervals. For example, if the optimization time is 1 hour, then divide each second in this 1 hour into an optimization iteration interval. And use a heuristic algorithm to solve and obtain the corresponding speed and acceleration in each optimization iteration interval. Optionally, the optimization time can be 1 hour, 2 hours, 3 hours, etc., and the heuristic algorithm includes: genetic algorithm, simulated annealing algorithm, ant colony algorithm, etc.

[0123] This embodiment takes the use of a genetic algorithm as an example. Figure 5 is a flow chart of a method for controlling vehicle coordination at a mixed traffic flow intersection according to another exemplary embodiment. Figure 5 As shown, the preset optimization time and optimization iteration interval are determined, and the parameters of the genetic algorithm are set. The parameters of the genetic algorithm specifically include: population number, crossover probability, mutation probability, and termination condition.

[0124] Continue to refer Figure 5 The method for controlling vehicle coordination at a mixed traffic flow intersection includes obtaining the speed and acceleration of a first vehicle and a second vehicle, and controlling the second vehicle to enter a target lane, including the following steps:

[0125] Step S501: in a preset section of a target lane, obtain the initial states and driving trajectories of the second vehicle and all the first vehicles at the current moment, and determine a speed induction model.

[0126] Step S502: within any optimization iteration interval, obtain a minimum distance that satisfies a first constraint condition in the speed induction model, and obtain a speed and an acceleration of the first vehicle based on the minimum distance.

[0127] In any optimization iteration interval, the minimum distance satisfying the first constraint condition in the speed induction model is calculated based on the genetic algorithm, the speed and acceleration of the first vehicle are obtained according to the minimum distance, and the driving condition and driving trajectory of the first vehicle are updated.

[0128] Step S503: based on the speed and acceleration of the first vehicle, update the driving parameters of the first vehicle, and based on the updated driving parameters, obtain the current position of the first vehicle in the signal time window and determine the current priority window.

[0129] Step S504: based on the current priority window, obtain the maximum time that the second vehicle can travel after entering the target lane that satisfies the second constraint condition, and obtain the speed and acceleration corresponding to the second vehicle based on the maximum time and update the driving status and trajectory of the second vehicle.

[0130] Based on the current priority window, the maximum time that the second vehicle can travel after entering the target lane that satisfies the second constraint condition is calculated based on the genetic algorithm, and the corresponding speed and acceleration of the second vehicle are obtained according to the maximum time.

[0131] Step S505, iteratively update the driving state and trajectory of the second vehicle until the sum of the optimization iteration intervals is equal to the preset optimization time, and control the second vehicle to enter the target lane within the driving window.

[0132] Based on the above method, on the one hand, the speed and acceleration of the first vehicle and the second vehicle at the intersection are optimized, and on the other hand, the first vehicle and the second vehicle are both made to meet the vehicle motion constraints and signal control constraints.

[0133] In a specific embodiment, Figure 6 is a flow chart of a method for controlling vehicle coordination at a mixed traffic flow intersection according to another exemplary embodiment. Figure 6 As shown, the first vehicle selects a bus as a special priority vehicle, the second vehicle selects an intelligent networked car that can drive automatically, the first optimization model is a speed induction model, and the second optimization model is the maximum time that the intelligent networked car can travel after entering the target lane. After determining the optimization iteration time interval, the optimization time and the parameters of the genetic algorithm, the signal time window is obtained within each optimization iteration time interval, and the first optimization model is established, and the speed and acceleration of the bus and its corresponding position at time t are optimized using the genetic algorithm. Based on the position of the bus at time t, the priority window is obtained, the second optimization model is established, and the speed and acceleration of the intelligent networked car and its corresponding position at time t are optimized using the genetic algorithm, and the optimization time interval is added in each iteration process until it meets the optimization time, thereby outputting the vehicle trajectory at any time after optimization. In this embodiment, the bus is used as the first vehicle and the intelligent networked car is used as the second vehicle, demonstrating the feasibility of the control method for vehicle coordination at a mixed traffic flow intersection in actual scenarios.

[0134] In another embodiment, the time is discretized and the vehicles passing the stop line before the signal light are summed as a traffic index, which represents the ability of vehicles to pass at the fork. The vehicles passing the stop line include the number of first vehicles and the number of second vehicles. When the penetration rate of the first vehicle traveling in the target lane is 5%, 10% and 15%, three schemes are set for comparison.

[0135] Solution 1: The second vehicle is not allowed to enter the target lane. Solution 2: The speed and acceleration of the first vehicle are not optimized and the second vehicle is allowed to enter the target lane. Solution 3: The speed and acceleration of the first and second vehicles are optimized and the second vehicle is allowed to enter the target lane. The traffic capacity of the intersection under the three solutions is shown in the table below.

[0136] Table 1 Intersection capacity of each scheme when the first vehicle penetration rate is 5%

[0137]

[0138] Table 2 Intersection capacity of each scheme when the first vehicle penetration rate is 10%

[0139]

[0140] Table 3 Intersection capacity of each scheme when the first vehicle penetration rate is 15%

[0141]

[0142]

[0143] According to the comparison of the above three tables, no matter what the penetration rate of the first vehicle is, the solution that optimizes the speed and acceleration of the first vehicle and the second vehicle and allows the second vehicle to enter the target lane has the best ability to pass the intersection. Therefore, the solution that optimizes the speed and acceleration of the first vehicle and the second vehicle and allows the second vehicle to enter the target lane can effectively improve the traffic efficiency of the intersection.

[0144] Figure 7 is a driving trajectory of the first vehicle and the second vehicle when the penetration rate of the first vehicle is 10% according to an exemplary embodiment. Figure 7 As shown, by comparing the trajectories of the three schemes, namely, the trajectory of the first vehicle in the scheme in which the second vehicle is not allowed to borrow the target lane, the trajectory of the second vehicle being allowed to borrow the target lane without optimizing the speed of the first vehicle, and the trajectory obtained by optimizing the speeds and accelerations of the first vehicle and the second vehicle, the utilization rate of the lane is significantly improved, so that the vehicles can pass through the intersection as quickly as possible, thereby improving the traffic efficiency of the road.

[0145] In summary, the control method for vehicle coordination at a mixed traffic flow intersection provided by the embodiment of the present application creates a signal time window and optimizes the speed and acceleration of the first vehicle through a speed induction model, so that the density of the first vehicle on the target lane is as small as possible, providing conditions for the subsequent second vehicle to enter the target lane. A priority window is created for the first vehicle to obtain the maximum time that the second vehicle can travel in the target lane, and the speed and acceleration of the second vehicle are optimized based on the maximum time, so that the second vehicle avoids the priority window and enters the target lane, and at the same time does not affect the travel of the first vehicle on the target lane, so as to achieve the utilization rate of the lane by the second vehicle, thereby improving the ability of vehicles to pass through forks, and solving the problem of low traffic efficiency of vehicles at intersections existing in related technologies.

[0146] In a second aspect, an embodiment of the present application provides a control device for vehicle coordination at a mixed traffic flow intersection. Figure 8 FIG. 1 is a block diagram of a control device for vehicle coordination at a mixed traffic flow intersection according to an exemplary embodiment. Figure 8 As shown, the control device for vehicle coordination at a mixed traffic flow intersection includes: a first construction module, for constructing an intersection model based on the intersection road topology structure and signal lights, wherein the intersection model includes a target lane;

[0147] The second construction module is used to construct a signal time window according to the current signal light state in a preset section of the target lane, wherein the signal time window includes a pass section and a stop section. A vehicle in the pass section can pass through the intersection in the current state, and a vehicle in the stop section cannot pass through the intersection in the current state.

[0148] an optimization module, configured to obtain driving information of a first vehicle in a preset section, construct a speed induction model for the first vehicle based on the driving information and a signal time window of the first vehicle, and optimize driving parameters of the first vehicle based on the speed induction model to shorten the distance from the first vehicle to the passing section;

[0149] A third construction module is used to construct a priority window based on the optimized driving parameters of the first vehicle, wherein the priority window represents a section of the intersection where the first vehicle can pass under the current traffic light state;

[0150] The control module is used to use the section in the signal time window not covered by the priority window as a driving window, and control the second vehicle to enter the target lane within the driving window.

[0151] In summary, the control device for vehicle coordination at a mixed traffic flow intersection provided by the present application, in the first construction module, constructs an intersection model based on the road topology of the intersection. In the second construction module, in the preset section of the target lane, a signal time window is constructed according to the current signal light state, and the signal time window includes a pass section and a stop section. In the optimization module, the driving information of the first vehicle in the preset section is obtained, and based on the driving information and signal time window of the first vehicle, a speed induction model of the first vehicle is constructed, and the driving parameters of the first vehicle are optimized based on the speed induction model. In the third construction module, a priority window is constructed based on the optimized driving parameters of the first vehicle. In the control module, the second vehicle is controlled to drive into the target lane in the driving window. In this way, the driving parameters of the first vehicle are optimized by the speed induction model, thereby constructing a priority window. By setting the priority window, it is ensured that the second vehicle avoids the priority window of the first vehicle when entering the target lane, so that the first vehicle has priority driving, and at the same time, the driving efficiency of the second vehicle is ensured, thereby improving the overall vehicle traffic efficiency at the intersection.

[0152] It should be noted that the control device for vehicle coordination at a mixed traffic flow intersection provided in this embodiment is used to implement the above-mentioned implementation mode, and the descriptions that have been made will not be repeated. As used above, the terms "module", "unit", "sub-unit", etc. may be a combination of software and / or hardware that implements predetermined functions. Although the devices described in the above embodiments are preferably implemented in software, the implementation in hardware, or a combination of software and hardware, is also possible and conceivable.

[0153] In a third aspect, an embodiment of the present application provides an electronic device, Fig. 9 FIG. 1 is a block diagram of an electronic device according to an exemplary embodiment. Fig. 9 As shown, the electronic device may include a processor 81 and a memory 82 storing computer program instructions.

[0154] Specifically, the processor 81 may include a central processing unit (CPU), or an application specific integrated circuit (ASIC), or may be configured to implement one or more integrated circuits of the embodiments of the present application.

[0155] Among them, the memory 82 may include a large-capacity memory for data or instructions. By way of example and not limitation, the memory 82 may include a hard disk drive (HDD), a floppy disk drive, a solid-state drive (SSD), a flash memory, an optical disk, a magneto-optical disk, a magnetic tape, or a universal serial bus (USB) drive, or a combination of two or more of these. Where appropriate, the memory 82 may include a removable or non-removable (or fixed) medium. Where appropriate, the memory 82 may be inside or outside the data processing device. In a specific embodiment, the memory 82 is a non-volatile memory. In a specific embodiment, the memory 82 includes a read-only memory (ROM) and a random access memory (RAM). Where appropriate, the ROM may be a mask-programmed ROM, a programmable ROM (Programmable Read-Only Memory, PROM for short), an erasable PROM (Erasable ProgrammableRead-Only Memory, EPROM for short), an electrically erasable PROM (Electrically Erasable ProgrammableRead-Only Memory, EEPROM for short), an electrically alterable ROM (Electrically Alterable Read-Only Memory, EAROM for short) or a flash memory (FLASH) or a combination of two or more of these. Under appropriate circumstances, the RAM can be a static random access memory (SRAM) or a dynamic random access memory (DRAM), wherein the DRAM can be a fast page mode dynamic random access memory (FPMDRAM), an extended data output dynamic random access memory (EDODRAM), a synchronous dynamic random access memory (SDRAM), etc.

[0156] The memory 82 may be used to store or cache various data files required for processing and / or communication, as well as possible computer program instructions executed by the processor 81 .

[0157] The processor 81 reads and executes computer program instructions stored in the memory 82 to implement any one of the control methods for vehicle coordination at a mixed traffic flow intersection in the above-mentioned embodiments.

[0158] In one embodiment, the control device for vehicle coordination at a mixed traffic flow intersection may further include a communication interface 83 and a bus 80. Fig. 9 As shown, the processor 81, the memory 82, and the communication interface 83 are connected via a bus 80 and communicate with each other.

[0159] The communication interface 83 is used to implement communication between the modules, devices, units and / or equipment in the embodiment of the present application. The communication port 83 can also implement data communication with other components such as: external devices, image / data acquisition equipment, databases, external storage, and image / data processing workstations.

[0160] The bus 80 includes hardware, software or both, and couples the components of the control device for vehicle coordination at a mixed traffic flow intersection to each other. The bus 80 includes but is not limited to at least one of the following: a data bus, an address bus, a control bus, an expansion bus, and a local bus. By way of example and not limitation, bus 80 may include an Accelerated Graphics Port (AGP) or other graphics bus, an Extended Industry Standard Architecture (EISA) bus, a Front Side Bus (FSB), a HyperTransport (HT) interconnect, an Industry Standard Architecture (ISA) bus, an InfiniBand interconnect, a Low Pin Count (LPC) bus, a memory bus, a Micro Channel Architecture (MCA) bus, a Peripheral Component Interconnect (PCI) bus, a PCI-Express (PCI-X) bus, a Serial Advanced Technology Attachment (SATA) bus, a Video Electronics Standards Association Local Bus (VLB) bus, or other suitable buses or a combination of two or more of the above. Where appropriate, bus 80 may include one or more buses. Although embodiments of the present application describe and illustrate a particular bus, the present application contemplates any suitable bus or interconnect.

[0161] In a fourth aspect, an embodiment of the present application provides a computer-readable storage medium having a program stored thereon, which, when executed by a processor, implements the method for controlling vehicle coordination at a mixed traffic flow intersection provided in the first aspect.

[0162] The readable storage medium may include but is not limited to: a portable disk, a hard disk, a random access memory, a read-only memory, an erasable programmable read-only memory, an optical storage device, a magnetic storage device or any suitable combination of the above.

[0163] In a possible implementation, the present invention can also be implemented in the form of a program product, which includes a program code. When the program product is run on a terminal device, the program code is used to enable the terminal device to execute the steps of the control method for vehicle coordination at a mixed traffic flow intersection provided in the first aspect.

[0164] The program code for executing the present invention may be written in any combination of one or more programming languages, and may be executed entirely on a user device, partially on a user device, as an independent software package, partially on a user device and partially on a remote device, or entirely on a remote device.

[0165] The technical features of the above-described embodiments may be arbitrarily combined. To make the description concise, not all possible combinations of the technical features in the above-described embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0166] The above-mentioned embodiments only express several implementation methods of the present application, and the descriptions thereof are relatively specific and detailed, but they cannot be understood as limiting the scope of the invention patent. It should be pointed out that, for a person of ordinary skill in the art, several variations and improvements can be made without departing from the concept of the present application, and these all belong to the protection scope of the present application. Therefore, the protection scope of the patent of the present application shall be subject to the attached claims.

Claims

1. A method for controlling vehicle coordination at a mixed traffic flow intersection, characterized in that: include: Building an intersection model based on the intersection road topology structure, wherein the intersection model includes a target lane; In a preset section of the target lane, a signal time window is constructed according to the current state of the signal light, wherein the signal time window includes a pass section and a stop section, wherein a vehicle in the pass section can pass through the intersection in the current state, and a vehicle in the stop section cannot pass through the intersection in the current state; Acquiring driving information of a first vehicle in the preset section, constructing a speed induction model for the first vehicle based on the driving information of the first vehicle and the signal time window, and optimizing driving parameters of the first vehicle based on the speed induction model to shorten the distance from the first vehicle to the passage section; Building a priority window based on the optimized driving parameters of the first vehicle, wherein the priority window represents a section of the intersection where the first vehicle can pass under the current state of the traffic light; A section within the signal time window that is not covered by the priority window is used as a driving window, and the second vehicle is controlled to enter the target lane within the driving window.

2. The method for controlling vehicle coordination at a mixed traffic flow intersection according to claim 1, characterized in that: The signal time window satisfies the following configuration: Where s(x,t) represents the signal time window, x represents the position from the vehicle stop line in the preset section, t represents the time window state at time t (stop is 0, pass is 1), v x represents the average speed of vehicles passing through the preset section at x, l is the number of vehicles queuing before the vehicle stop line, s is the saturation flow rate (veh / s), t1 is the current signal state, c is the cycle length of the signal light, t g is the green light time, k is the multiple of the signal light operation cycle, k=0,1,……n.

3. The method for controlling vehicle coordination at a mixed traffic flow intersection according to claim 2, characterized in that: The driving information includes position information of the first vehicle in the signal time window and operation information of the first vehicle, and the optimizing the driving parameters of the first vehicle based on the speed induction model includes: Obtaining the distances of a plurality of the first vehicles to the midpoint of the passage section according to the square of the difference between the position information and the midpoint of the passage section; Obtaining a minimum distance from the multiple distances, determining a position of the first vehicle in the signal time window based on the minimum distance, and determining a travel speed of the first vehicle corresponding to the position based on the position; Verifying the driving speed of the first vehicle according to the first constraint condition obtained in advance, and if the verification passes, the driving speed of the first vehicle is the optimized driving parameter; The first constraint is configured as: 0≤v bus ≤v bus,max ; v bus,max =0,if S(0,t)=0; Among them, v bus is the speed of the first vehicle, v bus,max is the maximum speed of the first vehicle, a bus is the acceleration of the first vehicle, a bus,min is the maximum braking deceleration of the first vehicle, which is a negative number. bus,max is the acceleration of the first vehicle at maximum acceleration, which is a positive number. safe is the safe distance between two vehicles, t r,bus is the braking time of the first vehicle, a bus,t is the acceleration of the first vehicle at time t, v bus,t+1 is the speed of the first vehicle at time t+1, v bus,t is the speed of the first vehicle at time t, and S(0, t)=0 indicates that the first vehicle has reached the vehicle stop line and the traffic light state is the stop state.

4. The method for controlling vehicle coordination at a mixed traffic flow intersection according to claim 2, characterized in that: The priority window satisfies the following configuration: Wherein, b(x, t) represents the priority window, k1 and k2 are coefficients greater than 1, and t r,CAV is the braking reaction time of the second vehicle, t r,bus is the braking reaction time of the first vehicle, v cav is the speed of the second vehicle, v bus is the speed of the first vehicle, a CAV is the acceleration of the second vehicle, a bus is the acceleration of the first vehicle, l bus is the length of the first vehicle.

5. The method for controlling vehicle coordination at a mixed traffic flow intersection according to claim 4, characterized in that: The controlling the second vehicle to enter the target lane within the driving window comprises: Acquire the time when the second vehicle is allowed to enter the target lane, the position of the second vehicle at any time, and the priority window, determine the time that multiple second vehicles can travel after entering the target lane, and obtain the maximum time that the second vehicle can travel after entering the target lane; Based on the maximum time, determining a driving parameter corresponding to the second vehicle within the maximum time; According to the second constraint condition obtained in advance, the driving speed of the second vehicle is verified, if the verification passes, the driving speed of the second vehicle is the optimized driving parameter, and based on the driving parameter, the second vehicle is controlled to drive into the target lane within the driving window; The maximum time that the second vehicle can travel after entering the target lane is configured as: Wherein, F2 is the time that the second vehicle travels after entering the target lane, and maxF2 represents the maximum time δ(x CAV ,v cav (t),a cav (t), t) is the time when the second vehicle is allowed to enter the target lane, x CAV is the current position of the second vehicle, v cav (t) is the current speed of the second vehicle, a cav (t) is the current acceleration of the second vehicle, t is the current time; b(x, t) is the priority window, x CAV (t) is the position of the second vehicle at any time, μ is a penalty term used to limit the distance between the second vehicle and the priority window; The second constraint is configured as: 0≤v cav ≤v cav,max ; v cav,max =0,if S(0,t)=0; Among them, v cav is the speed of the second vehicle, v cav,max is the maximum speed of the second vehicle, a cav is the acceleration of the second vehicle, a cav,min is the maximum braking deceleration of the second vehicle, and its value is a negative number. cav,max is the acceleration of the second vehicle at maximum acceleration, and its value is a positive number. cav,t is the acceleration of the second vehicle at time t, v cav,t+1 , is the speed of the second vehicle at time t+1, v cav,t is the speed of the second vehicle at time t, t r,cav is the braking time of the second vehicle, x safe is the safety distance between the two vehicles. When S(0, t)=0, it means that the second vehicle has reached the vehicle stop line and the signal light state is the stop state.

6. The method for controlling vehicle coordination at a mixed traffic intersection according to claims 1 to 5, characterized in that: The method further comprises: In a preset section of the target lane, obtaining the initial states and driving trajectories of the second vehicle and all the first vehicles at a current moment, and determining the speed induction model; In any optimization iteration interval, obtaining the minimum distance satisfying the first constraint condition in the speed induction model, and obtaining the speed and acceleration of the first vehicle based on the minimum distance; Based on the speed and acceleration of the first vehicle, the driving parameters of the first vehicle are updated, and based on the updated driving parameters, the current position of the first vehicle in the signal time window is obtained and the current priority window is determined.

7. The method for controlling vehicle coordination at a mixed traffic flow intersection according to claim 6, characterized in that: After obtaining the current position of the first vehicle in the signal time window and determining the current priority window, the method further includes: Based on the current priority window, obtain the maximum time that the second vehicle can travel after entering the target lane that satisfies the second constraint condition, and obtain the speed and acceleration corresponding to the second vehicle based on the maximum time and update the driving status and trajectory of the second vehicle; Iteratively update the driving state and trajectory of the second vehicle until the sum of the optimization iteration intervals is equal to a preset optimization time, and control the second vehicle to enter the target lane within the driving window.

8. A control device for vehicle coordination at a mixed traffic flow intersection, characterized in that: include: A first construction module is used to construct an intersection model based on the intersection road topology structure and the signal light, wherein the intersection model includes a target lane; A second construction module is used to construct a signal time window according to the current state of the signal light in a preset section of the target lane, wherein the signal time window includes a pass section and a stop section, wherein a vehicle in the pass section can pass through the intersection in the current state, and a vehicle in the stop section cannot pass through the intersection in the current state; an optimization module, configured to obtain driving information of a first vehicle in the preset section, construct a speed induction model for the first vehicle based on the driving information of the first vehicle and the signal time window, and optimize driving parameters of the first vehicle based on the speed induction model to shorten the distance from the first vehicle to the passage section; A third construction module is used to construct a priority window based on the optimized driving parameters of the first vehicle, wherein the priority window represents a section where the first vehicle can pass through the intersection under the current state of the traffic light; The control module is used to use the section in the signal time window that is not covered by the priority window as a driving window, and control the second vehicle to enter the target lane within the driving window.

9. An electronic device, characterized in that: The invention comprises a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor implements the control method for vehicle coordination at a mixed traffic flow intersection as claimed in any one of claims 1 to 7 when executing the computer program.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the program is executed by a processor, the control method for vehicle coordination at a mixed traffic flow intersection according to any one of claims 1 to 7 is implemented.

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