Vehicle release method and device, electronic equipment and storage medium

Abstract

The invention discloses a vehicle release method and device, electronic equipment and a storage medium, relates to the technical field of traffic, and is used for solving the problem of complex calculation of a vehicle priority release scheme under the condition of main line coordination control. The method comprises the steps that under the condition that a first passing phase is not a coordinated phase, the speed of a priority vehicle is acquired, and the first passing phase is the next passing phase of a pre-configured current passing phase; and under the condition that the current passing phase comprises the priority lane and the condition that the priority vehicle cannot successfully pass through the target intersection within the effective duration of the current passing phase is predicted based on the speed of the priority vehicle, or the current passing phase does not comprise the priority lane, replacing the first passing phase with the priority phase, the effective duration of the priority phase after the first passing phase is replaced is the same as the effective duration of the first passing phase; wherein the priority phase is a passing phase including a priority lane, and the priority lane is a lane where the priority vehicle is located.

Description

Technical Field

[0001] The present application relates to the field of traffic technology, and in particular to a vehicle release method, device, electronic device and storage medium. Background Art

[0002] In urban traffic, traffic arteries bear a large amount of traffic load, and the smooth traffic on the arteries often plays a great role in improving urban traffic conditions. The "artery coordinated control" method coordinates and controls the traffic signals at various intersections on the traffic arteries, so that traffic flows do not need to stop and wait when they encounter green light signals at intersections, forming a road "green wave belt", which can greatly improve traffic congestion.

[0003] Different types of vehicles in urban traffic have different traffic requirements in different scenarios. For example, special vehicles such as buses, fire trucks, ambulances, and police cars may have priority passage needs in some special periods. At present, the release of vehicles that need priority passage is mainly achieved by increasing or decreasing the duration of the passage phase. However, this method not only requires accurate determination of the time required for vehicles that need priority passage to pass the intersection, but also requires consideration of the "green wave band" in the case of "main line coordinated control". Therefore, the computational complexity is also high in the process of changing the duration of each passage phase based on the time required for vehicles to pass the intersection.

[0004] Therefore, a method for giving priority to special vehicles under "mainline coordinated control" with low computational complexity is needed. Summary of the invention

[0005] The present application provides a vehicle release method, device, electronic device and storage medium, which are used to solve the problem of complex calculation of vehicle priority release scheme under the condition of "trunk coordinated control".

[0006] In order to achieve the above technical objectives, this application adopts the following technical solutions:

[0007] In a first aspect, an embodiment of the present application provides a vehicle release method, the method comprising:

[0008] When the first passing phase is not a coordinated phase and a priority vehicle is detected at the target intersection, the speed of the priority vehicle is obtained, the priority vehicle meets the priority passing condition, and the first passing phase is the next passing phase of the pre-configured current passing phase;

[0009] When the current traffic phase includes a priority lane and it is predicted based on the speed of the priority vehicle that the priority vehicle meets the preset condition, or when the current traffic phase does not include a priority lane, the priority phase is used to replace the first traffic phase, and the effective duration of the priority phase after replacing the first traffic phase is the same as the effective duration of the first traffic phase;

[0010] The priority phase is the traffic phase that includes the priority lane. The priority lane is the lane where the priority vehicle is located. The preset condition is that the priority vehicle cannot successfully pass the target intersection within the remaining effective time of the current traffic phase.

[0011] The technical solution provided by the present application brings at least the following beneficial effects: when the current traffic phase includes a priority lane, but the priority vehicle cannot successfully pass the target intersection within the remaining effective duration of the current traffic phase, or when the current traffic phase does not include a priority lane, the first traffic phase is replaced by the traffic phase including the lane where the priority vehicle is located, so that the priority vehicle does not need to wait until the priority phase is executed before being released, and it is possible to pass the target intersection in the next traffic phase after the current traffic phase ends, thereby meeting the need for rapid passage of the priority vehicle. Since the first traffic phase is not a coordinated phase, replacing the first phase with the traffic phase including the lane where the priority vehicle is located will not affect the coordinated phase, ensuring that the "green wave band" under the "main line coordinated control" will not be destroyed. This solution adopts the idea of ​​phase replacement, that is, changing the traffic signal control logic of the next traffic phase to the traffic signal control logic of the priority phase, without changing the duration of each traffic phase arranged in sequence in the traffic signal control cycle, the calculation process is relatively simple, and the release plan for the priority vehicle can be quickly determined.

[0012] In one possible implementation, a priority vehicle is detected and the priority vehicle satisfies a priority passage condition, including: when at least one first vehicle with a priority passage demand is detected at a target intersection, a priority coefficient of the first vehicle is determined; the first vehicle with the largest priority coefficient is determined as the target vehicle; the queue length of vehicles in each lane corresponding to the target intersection is obtained; based on the queue length of vehicles in each lane corresponding to the target intersection, a congestion coefficient of the target intersection is determined; when the priority coefficient of the target vehicle is greater than the congestion coefficient, it is determined that the target vehicle satisfies the priority passage condition and the target vehicle is a priority vehicle.

[0013] In a possible implementation, the congestion coefficient of the target intersection is determined based on the queue length of vehicles in each lane corresponding to the target intersection, including: determining the maximum value of the queue length of vehicles in the lane included in each traffic phase in the traffic signal control cycle according to the queue length of vehicles in each lane corresponding to the target intersection; determining the quantization coefficient corresponding to each traffic phase according to the relationship between a preset length and the maximum value of the queue length of vehicles in the lane included in each traffic phase; determining the number of phases between each traffic phase and the current traffic phase; determining the congestion coefficient of the target intersection according to the number of traffic phases other than the priority phase in the traffic signal control cycle, the number of phases between each traffic phase and the current traffic phase, and the quantization coefficient corresponding to each traffic phase.

[0014] In a possible implementation, the congestion coefficient of the target intersection satisfies the following relationship with the number of passing phases other than the priority phase in the traffic signal control cycle, the number of phases between each passing phase and the current passing phase, and the quantization coefficient corresponding to each passing phase: Among them, k represents the congestion index of the target intersection, t represents the number of communication phases other than the priority phase in the traffic signal control cycle, j represents the number of phases between the nth passing phase and the current passing phase, and lmax represents the quantization coefficient corresponding to the nth passing phase.

[0015] In a possible implementation, a quantization coefficient corresponding to each traffic phase is determined according to a size relationship between a preset length and a maximum value of a queue length of vehicles in a lane included in each traffic phase, including: for any traffic phase in a traffic signal control cycle, when the maximum value of the queue length of vehicles in the lane included in the traffic phase is zero, determining the quantization coefficient corresponding to the traffic phase to be zero; when the maximum value of the queue length of vehicles in the lane included in the traffic phase is less than or equal to the preset length, determining the quantization coefficient corresponding to the traffic phase to be a first value, the first value being a positive number; and when the maximum value of the queue length of vehicles in the lane included in the traffic phase is less than or equal to the preset length, determining the quantization coefficient corresponding to the traffic phase to be a first value, the first value being a positive number. When the maximum value of the queue length of vehicles is greater than a preset length and is less than or equal to twice the preset length, the quantization coefficient corresponding to the traffic phase is determined to be a second value, and the second value is greater than the first value; when the maximum value of the queue length of vehicles in the lane included in the traffic phase is greater than twice the preset length and is less than or equal to three times the preset length, the quantization coefficient corresponding to the traffic phase is determined to be a third value, and the third value is greater than the second value; when the maximum value of the queue length of vehicles in the lane included in the traffic phase is greater than three times the preset length, the quantization coefficient corresponding to the traffic phase is determined to be a fourth value, and the fourth value is greater than the third value.

[0016] In one possible implementation, the priority vehicle is predicted to meet preset conditions based on its speed, including: obtaining the distance between the priority vehicle and the target intersection; determining the target time required for the priority vehicle to pass through the target intersection based on the distance between the priority vehicle and the target intersection, and the speed of the priority vehicle; when the target time is greater than the remaining effective time of the current traffic phase, determining that the priority vehicle cannot successfully pass through the target intersection within the remaining effective time of the current traffic phase.

[0017] In a possible implementation, the method further includes: if there is no traffic phase including a priority lane among the multiple traffic phases pre-configured for the target intersection, generating a priority phase based on the priority lane, the priority phase including the priority lane.

[0018] In a second aspect, the present application provides a vehicle release device, comprising:

[0019] a processing module for determining a priority vehicle;

[0020] an acquisition module, configured to acquire a speed of the priority vehicle when the first passing phase is not a coordinated phase and the processing module detects a priority vehicle at the target intersection, the priority vehicle meets the priority passing condition, and the first passing phase is a passing phase next to the pre-configured current passing phase;

[0021] The processing module is further configured to, when the current traffic phase includes a priority lane and it is predicted based on the speed of the priority vehicle that the priority vehicle meets a preset condition, or when the current traffic phase does not include a priority lane, replace the first traffic phase with the priority phase, and the effective duration of the priority phase after replacing the first traffic phase is the same as the effective duration of the first traffic phase;

[0022] Among them, the priority phase is the traffic phase that includes the priority lane, the priority lane is the lane where the priority vehicle is located, and the preset condition is that the priority vehicle cannot successfully pass the target intersection within the remaining effective time of the current traffic phase.

[0023] In one possible implementation, the processing module is specifically used to: determine the priority coefficient of the first vehicle when at least one first vehicle with a priority passage demand is detected at the target intersection; determine the first vehicle with the largest priority coefficient as the target vehicle; the acquisition module is also used to obtain the queue length of vehicles in each lane corresponding to the target intersection; the processing module is specifically used to: determine the congestion coefficient of the target intersection based on the queue length of vehicles in each lane corresponding to the target intersection; when the priority coefficient of the target vehicle is greater than the congestion coefficient, determine that the target vehicle meets the priority passage condition and the target vehicle is the priority vehicle.

[0024] In one possible implementation, the processing module is specifically used to: determine the maximum value of the queue length of vehicles in the lanes included in each traffic phase in the traffic signal control cycle according to the queue length of vehicles in each lane corresponding to the target intersection; determine the quantization coefficient corresponding to each traffic phase according to the relationship between a preset length and the maximum value of the queue length of vehicles in the lanes included in each traffic phase; determine the number of phases between each traffic phase and the current traffic phase; determine the congestion coefficient of the target intersection according to the number of traffic phases other than the priority phase in the pre-configured traffic signal control cycle, the number of phases between each traffic phase and the current traffic phase, and the quantization coefficient corresponding to each traffic phase.

[0025] In a possible implementation, the congestion coefficient of the target intersection satisfies the following relationship with the number of passing phases other than the priority phase in the traffic signal control cycle, the number of phases between each passing phase and the current passing phase, and the quantization coefficient corresponding to each passing phase: Among them, k represents the congestion index of the target intersection, t represents the number of communication phases other than the priority phase in the traffic signal control cycle, j represents the number of phases between the nth passing phase and the current passing phase, and lmax represents the quantization coefficient corresponding to the nth passing phase.

[0026] In a possible implementation, the processing module is specifically used for: for any traffic phase in the traffic signal control cycle, when the maximum value of the queue length of vehicles in the lane included in the traffic phase is zero, determining the quantization coefficient corresponding to the traffic phase to be zero; when the maximum value of the queue length of vehicles in the lane included in the traffic phase is less than or equal to a preset length, determining the quantization coefficient corresponding to the traffic phase to be a first value, and the first value is a positive number; when the maximum value of the queue length of vehicles in the lane included in the traffic phase is greater than the preset length and less than or equal to twice the preset length, determining the quantization coefficient corresponding to the traffic phase to be a second value, and the second value is greater than the first value; when the maximum value of the queue length of vehicles in the lane included in the traffic phase is greater than twice the preset length and less than or equal to three times the preset length, determining the quantization coefficient corresponding to the traffic phase to be a third value, and the third value is greater than the second value; when the maximum value of the queue length of vehicles in the lane included in the traffic phase is greater than three times the preset length, determining the quantization coefficient corresponding to the traffic phase to be a fourth value, and the fourth value is greater than the third value.

[0027] In one possible implementation, the acquisition module is also used to obtain the distance between the priority vehicle and the target intersection; the processing module is specifically used to: determine the target time required for the priority vehicle to pass through the target intersection based on the distance between the priority vehicle and the target intersection, and the speed of the priority vehicle; when the target time is greater than the remaining effective time of the current traffic phase, determine that the priority vehicle cannot successfully pass through the target intersection within the remaining effective time of the current traffic phase.

[0028] In a possible implementation, the processing module is further configured to generate a priority phase based on the priority lane if there is no traffic phase including the priority lane among the multiple traffic phases preconfigured for the target intersection, and the priority phase includes the priority lane.

[0029] In a third aspect, the present application provides an electronic device comprising: one or more processors; one or more memories; wherein the one or more memories are used to store computer program codes, the computer program codes include computer instructions, and when the one or more processors execute the computer instructions, the electronic device executes any one of the vehicle release methods provided in the first aspect above.

[0030] In a fourth aspect, the present application provides a computer-readable storage medium, which stores computer execution instructions. When the computer execution instructions are executed on a computer, the computer executes any one of the vehicle release methods provided in the first aspect above.

[0031] In a fifth aspect, the present application provides a computer program product, which includes computer instructions. When the computer instructions are executed on an electronic device, the electronic device executes the vehicle release method as described in the first aspect and any possible design thereof.

[0032] For the specific description of the second to fifth aspects and their various implementations in the present application, reference may be made to the detailed description in the first aspect and its various implementations; and for the beneficial effects of the second to fifth aspects and their various implementations, reference may be made to the beneficial effects analysis in the first aspect and its various implementations, which will not be repeated here.

[0033] These and other aspects of the present application will become more apparent from the following description. BRIEF DESCRIPTION OF THE DRAWINGS

[0034] Figure 1 A schematic diagram of the structure of a vehicle release system applicable to a vehicle release method provided in an embodiment of the present application;

[0035] Figure 2 A schematic diagram of the hardware composition of a computing device provided in an embodiment of the present application;

[0036] Figure 3 A flow chart of a vehicle release method provided in an embodiment of the present application;

[0037] Figure 4 A schematic diagram of an application scenario of a vehicle release method provided in an embodiment of the present application;

[0038] Figure 5 A logic diagram for determining a priority vehicle provided in an embodiment of the present application;

[0039] Figure 6 A logic diagram for determining a priority vehicle release scheme provided in an embodiment of the present application;

[0040] Figure 7 A schematic diagram of the structure of a vehicle release device provided in an embodiment of the present application;

[0041] Figure 8 A schematic diagram of the structure of an electronic device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0042] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0043] It should be noted that, in the embodiments of the present application, words such as "exemplary" or "for example" are used to indicate examples, illustrations or explanations. Any embodiment or design described as "exemplary" or "for example" in the embodiments of the present application should not be interpreted as being more preferred or more advantageous than other embodiments or designs. Specifically, the use of words such as "exemplary" or "for example" is intended to present related concepts in a concrete way. The terms "first" and "second" are used for descriptive purposes only and cannot be understood as indicating or implying relative importance or implicitly indicating the number of indicated technical features. Thus, the features defined as "first" and "second" may explicitly or implicitly include one or more of the features. In the description of the present application, unless otherwise specified, "multiple" means two or more.

[0044] To facilitate understanding, the basic concepts of some terms or technologies involved in the embodiments of the present application are first briefly introduced and explained.

[0045] Traffic lights are lights that direct traffic, and are generally composed of red, green, and yellow lights. A red light means no passage, a green light means passage is allowed, and a yellow light means a warning.

[0046] Signal light set, a complete combination of three headlights (red, yellow and green) for vehicles or two headlights (red and green) for pedestrians.

[0047] A road traffic signal controller, which can be referred to as a signal machine, is a device that can change the order of road traffic signals, adjust the timing of traffic signals and control the operation of road traffic lights.

[0048] The traffic phase refers to the signal display status of one or more traffic flows that simultaneously obtain the right of way in a traffic signal control cycle.

[0049] A traffic signal control scheme refers to an ordered set of traffic phase settings, traffic phase sequence settings, and traffic signal timing corresponding to an intersection.

[0050] The above is an introduction to some concepts involved in the embodiments of the present application, which will not be repeated below.

[0051] In urban traffic, traffic arteries bear a large amount of traffic load, and the smooth traffic on the arteries often plays a great role in improving urban traffic conditions. The "artery coordinated control" method coordinates and controls the traffic signals at various intersections in the traffic arteries, so that traffic flow encounters green light signals at the intersections without stopping and waiting, forming a "green wave belt", which can greatly improve traffic congestion. For each intersection using "artery coordinated control", it is necessary to have a unified traffic signal control cycle length when the signal machine timing at each intersection is consistent to achieve the "green wave" effect. Once a certain intersection causes the cycle length to change due to certain factors, it takes some time to re-coordinate the changed cycle length back to a unified cycle length. During peak traffic flow, this situation may cause the "green wave belt" to be destroyed and the congestion of the corresponding arteries to increase.

[0052] Different types of vehicles in urban traffic have different traffic requirements in different scenarios. From the perspective of vehicle type, we can roughly divide motor vehicles into three types: private cars, buses, and special vehicles. Private cars, as the largest type of vehicle in urban traffic, are the main factor causing urban congestion. Buses, as one of the most important public transportation methods, are an important means to alleviate urban congestion. Special vehicles such as fire trucks, ambulances, and police cars are not many in number, but because of their special functions, they are also an important part of urban traffic.

[0053] For buses, the current bus priority plan to improve bus traffic efficiency is mainly to release buses as soon as possible by extending green lights, turning on red lights earlier, and inserting them into traffic phases. However, these methods will lead to changes in the duration of the traffic signal control cycle. Under the condition of "main line coordinated control", these methods will cause the "green wave band" of the main line to be destroyed.

[0054] According to the relevant provisions of the Traffic Safety Law, special vehicles are not restricted by the route, direction, speed and traffic lights when performing emergency tasks, and other vehicles and pedestrians should give way. However, when special vehicles perform tasks during peak traffic hours, other vehicles and pedestrians may not be able to give way in congested traffic conditions even if they want to. At this time, if the special vehicles are still operated according to the inherent traffic signal control cycle of the intersection, it is very likely to delay the execution of the special vehicles' tasks.

[0055] Regarding private cars, compared with buses and special vehicles, we believe that they do not have the need for priority passage, and generally the traffic signal control cycle will not be changed because of private cars.

[0056] When dividing vehicles based on application scenarios, it may be that vehicles in a certain direction at an intersection have more important travel needs within a certain time period, so vehicles in this direction need to be given priority during this time period, such as intersections near special places such as hospitals and schools.

[0057] In general, in the case of "arterial coordinated control", the "green wave belt" should be given priority, and vehicles that need to pass as quickly as possible should be released as soon as possible under the premise of ensuring that the "green wave belt" is not destroyed. The existing solutions mainly increase or decrease the duration of the passing phase to achieve the release of vehicles that need to pass as quickly as possible. However, this method not only requires accurate determination of the time required for vehicles that need to pass as quickly as possible to pass the intersection, but also in the case of "arterial coordinated control", because the "green wave belt" needs to be considered, the calculation complexity is also high in the process of changing the duration of each passing phase based on the time required for vehicles to pass through the intersection.

[0058] Therefore, a method for releasing vehicles with priority passage requirements with low computational complexity is needed under the condition of "main line coordinated control".

[0059] In this regard, an embodiment of the present application provides a vehicle release method. When the priority vehicle cannot successfully pass the target intersection within the remaining effective duration of the current traffic phase, or when the current traffic phase does not include the priority lane, the first traffic phase is replaced by the priority phase. In this way, the priority vehicle does not need to wait until the traffic phase containing the lane where the priority vehicle is located to be released. It is possible that the priority vehicle can pass the target intersection in the next traffic phase after the current traffic phase ends, thereby meeting the need for rapid passage of the priority vehicle. Since the first traffic phase is not a coordinated phase, replacing the first phase with a traffic phase containing the lane where the priority vehicle is located will not affect the coordinated phase, ensuring that the "green wave band" under the "main line coordinated control" will not be destroyed. This scheme adopts the idea of ​​phase replacement, that is, changing the traffic signal control logic of the next traffic phase to the traffic signal control logic of the priority phase. There is no need to change the duration of each traffic phase arranged in sequence in the traffic signal control cycle. The calculation process is relatively simple, and the release plan for the priority vehicle can be quickly determined.

[0060] Please refer to Figure 1 , which shows a vehicle release system to which the vehicle release method provided by the present application is applicable. Figure 1 As shown, the vehicle release system 1 includes: a traffic light 10 and an electronic device 20 .

[0061] A communication connection is established between the signal machine 10 and the electronic device 20 , and the connection mode may be a wired connection or a wireless connection, which is not specifically limited in the embodiment of the present application.

[0062] In some embodiments, one traffic signal 10 corresponds to one intersection, and the traffic signal 10 is used to execute a traffic signal control scheme to control traffic operation at the intersection.

[0063] In some embodiments, at the intersection corresponding to the signal 10, one or more sensing devices connected to the signal 10 are also configured, and the signal 10 obtains through these sensing devices whether there is a priority vehicle that needs to pass through the intersection as soon as possible at the intersection corresponding to the signal. The sensing device is a device that can determine the priority vehicle at the intersection, the speed of the priority vehicle, and the distance between the priority vehicle and the intersection, such as a camera, a video vehicle detector, a radar detector, an inductor, a geomagnetism, etc.

[0064] Optionally, the sensing device may be integrated on the traffic light 10 .

[0065] In some embodiments, the electronic device 20 receives the relevant information of the priority vehicle at the intersection collected by the sensing device sent by the signal machine 10, and then the electronic device 20 determines the priority release plan of the priority vehicle based on the relevant information of the priority vehicle at the intersection. After determining the release plan of the priority vehicle at the intersection, the electronic device 20 sends the priority release plan of the priority vehicle to the signal machine 10, and then the signal machine 10 executes the priority release plan so that the priority vehicle can pass through the intersection as soon as possible.

[0066] In some embodiments, the electronic device 20 is connected to a back-end control platform, receives information such as traffic signal control schemes and priority coefficients corresponding to different types of vehicles sent by the control platform, and determines a release scheme for priority vehicles based on the information.

[0067] In some embodiments, the electronic device 20 is connected to a terminal device used by staff. When the staff needs to change the priority coefficients of different types of vehicles, the staff sends the reset priority coefficients to the electronic device 20 through the terminal device they use. The electronic device 20 can then determine a release plan for the priority vehicle based on the priority coefficient of the priority vehicle.

[0068] In some embodiments, the electronic device 20 has a graphics processing unit (GPU) or a processor with higher performance, and can perform learning algorithm training. In this way, the electronic device 20 can determine a release plan for the priority vehicle based on the received relevant information of the priority vehicle.

[0069] In some embodiments, according to the functional modules, the electronic device 20 may include a priority coefficient configuration module, a congestion coefficient determination module, and a priority strategy determination module. The priority coefficient configuration module is used to configure the priority coefficients of different types of vehicles, the congestion coefficient determination module is used to determine the congestion coefficient of the target intersection, and the priority strategy determination module is used to determine the priority release plan for the priority vehicle.

[0070] Optionally, the electronic device 20 may be connected to a plurality of signal machines 10, all of which implement the "main line coordinated control" solution.

[0071] Optionally, the signal machine 10 and the electronic device 20 may be Figure 1 Two separate devices are shown; alternatively, the electronic device 20 can also be integrated into the signal 10 .

[0072] The hardware structure of the electronic device 20 includes: Figure 2 The computing device shown in FIG. Figure 2 Taking the computing device shown as an example, the hardware structure of the electronic device 20 is introduced.

[0073] like Figure 2 As shown, the computing device may include a processor 301, a memory 302, a communication interface 303, and a bus 304. The processor 301, the memory 302, and the communication interface 303 may be connected via a bus 304.

[0074] The processor 301 is the control center of the computing device, which can be a processor or a general term for multiple processing elements. For example, the processor 301 can be a general-purpose central processing unit (CPU) or other general-purpose processors. Among them, the general-purpose processor can be a microprocessor or any conventional processor.

[0075] As an embodiment, the processor 301 may include one or more CPUs, such as Figure 2 CPU 0 and CPU 1 are shown in .

[0076] The memory 302 may be a read-only memory (ROM) or other type of static storage device that can store static information and instructions, a random access memory (RAM) or other type of dynamic storage device that can store information and instructions, an electrically erasable programmable read-only memory (EEPROM), a disk storage medium or other magnetic storage device, or any other medium that can be used to carry or store desired program code in the form of instructions or data structures and can be accessed by a computer, but is not limited thereto.

[0077] In a possible implementation, the memory 302 may exist independently of the processor 301, and the memory 302 may be connected to the processor 301 via a bus 304 to store instructions or program codes. When the processor 301 calls and executes the instructions or program codes stored in the memory 302, the model deployment method provided in the embodiment of the present application can be implemented.

[0078] In another possible implementation, the memory 302 may also be integrated with the processor 301 .

[0079] The communication interface 303 is used for connecting the computing device to other devices through a communication network, which may be Ethernet, a radio access network (RAN), a wireless local area network (WLAN), etc. The communication interface 303 may include a receiving unit for receiving data and a sending unit for sending data.

[0080] The bus 304 may be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus. The bus may be divided into an address bus, a data bus, a control bus, etc. For ease of representation, Figure 2 Only one thick line is used in the diagram, but this does not mean that there is only one bus or only one type of bus.

[0081] It should be pointed out that Figure 2 The structure shown in the figure does not constitute a limitation on the computing device, except Figure 2In addition to the components shown, the computing device may include more or fewer components than shown, or combine certain components, or arrange the components differently.

[0082] The implementation of the embodiments of the present application will be described in detail below with reference to the accompanying drawings.

[0083] The vehicle release method provided in the embodiment of the present application can be executed by the above-mentioned electronic device 20.

[0084] like Figure 3 As shown, the embodiment of the present application provides a vehicle release method, which includes the following steps:

[0085] S101. When the first traffic phase is not a coordinated phase and a priority vehicle is detected at a target intersection, obtain a speed of the priority vehicle.

[0086] Among them, the priority vehicle meets the vehicle priority passage conditions, and the first passage phase is the next passage phase of the pre-configured current passage phase. The coordination phase is the passage phase in the "green wave band" direction under the "main line coordinated control". Since we need to release the priority vehicle as soon as possible while ensuring that the "main line coordinated control" is not affected, the priority vehicle release plan cannot change the coordination phase.

[0087] In some embodiments, the electronic device detects a priority vehicle, and the priority vehicle meets the priority passage condition, which can be specifically implemented as follows: when at least one first vehicle with a priority passage demand is detected at a target intersection, the electronic device determines the priority coefficient of the first vehicle, and determines the first vehicle with the largest priority coefficient as the target vehicle; the electronic device obtains the queue length of vehicles in each lane corresponding to the target intersection, and then determines the congestion coefficient of the target intersection based on the queue length of vehicles in each lane corresponding to the target intersection; when the priority coefficient of the target vehicle is greater than the congestion coefficient of the target intersection, the electronic device determines that the target vehicle meets the priority passage condition and the target vehicle is the priority vehicle.

[0088] Exemplarily, the electronic device detects that there are currently two first vehicles with priority traffic requirements at the target intersection, namely a police car on duty and a bus. The user pre-configures the priority coefficient of the police car to be 0.8 and the priority coefficient of the bus to be 0.5. The police car has the largest priority coefficient, and the electronic device determines the police car as the target vehicle. If the electronic device determines that the congestion coefficient of the target intersection is 0.6 based on the queue length of vehicles in each lane corresponding to the target intersection, and the priority coefficient of the target vehicle 0.8 is greater than the congestion coefficient of the target intersection 0.6, then the target vehicle meets the priority traffic conditions and the target vehicle is the priority vehicle.

[0089] In this way, the electronic device determines the first vehicle with the largest priority coefficient among the first vehicles with priority passage demand as the target vehicle, and compares the priority coefficient of the target vehicle with the congestion coefficient of the target intersection. When the priority coefficient of the target vehicle is greater than the congestion coefficient of the target intersection, it indicates that the target vehicle has a higher priority passage demand and the target vehicle meets the priority passage conditions. The target vehicle is the priority vehicle, and the electronic device can start to determine the release plan for the priority vehicle so that the priority vehicle can pass through the target intersection as soon as possible.

[0090] In some embodiments, the electronic device determines the congestion coefficient of the target intersection based on the queue length of vehicles in each lane corresponding to the target intersection, which can be specifically implemented as follows: the electronic device determines the maximum value of the queue length of vehicles in the lane included in each traffic phase in the traffic signal control cycle according to the queue length of vehicles in each lane corresponding to the target intersection; and then determines the quantization coefficient corresponding to each traffic phase according to the relationship between a preset length and the maximum value of the queue length of vehicles in the lane included in each traffic phase; the electronic device determines the number of phases between each traffic phase and the current traffic phase, and then determines the congestion coefficient of the target intersection according to the number of traffic phases other than the priority phase in the pre-configured traffic signal control cycle, the number of phases between each traffic phase and the current traffic phase, and the quantization coefficient corresponding to each traffic phase.

[0091] Specifically, the congestion coefficient of the target intersection satisfies the following relationship with the number of passing phases other than the priority phase in the traffic signal control cycle, the number of phases between each passing phase and the current passing phase, and the quantization coefficient corresponding to each passing phase:

[0092]

[0093] Among them, k represents the congestion coefficient of the target intersection, t represents the number of passing phases other than the priority phase in the traffic signal control cycle, lmax represents the quantization coefficient corresponding to the nth passing phase, and j represents the number of phases between the nth passing phase and the current passing phase.

[0094] For example, there are 4 traffic phases (Phase 1, Phase 2, Phase 3 and Phase 4) in a traffic signal control cycle, where Phase 2 is the priority phase and the current traffic phase is Phase 1. Then t is 3, and Phase 1 needs to go through 4 traffic phases from the current traffic phase, Phase 3 needs to go through 2 phases from the current traffic phase, and Phase 4 needs to go through 1 traffic phase from the current traffic phase. Assuming that the quantization coefficient corresponding to Phase 1 is 0.25, the quantization coefficient corresponding to Phase 3 is 0.5, and the quantization coefficient corresponding to Phase 4 is 0.75, the congestion coefficient of this intersection is

[0095] In this way, the electronic device can accurately calculate the congestion coefficient of the target intersection, making it convenient for the electronic device to compare the congestion coefficient of the target intersection with the priority coefficient of the target vehicle to determine whether the target vehicle is a priority vehicle that meets the priority passage conditions.

[0096] In some embodiments, the electronic device determines the quantization coefficient corresponding to each traffic phase according to the relationship between the preset length and the maximum value of the queue length of vehicles in the lane included in each traffic phase. Specifically, it can be implemented as follows: for any traffic phase in the traffic signal control cycle, when the maximum value of the queue length of vehicles in the lane included in the traffic phase is zero, the electronic device determines that the quantization coefficient corresponding to the traffic phase is zero; when the maximum value of the queue length of vehicles in the lane included in the traffic phase is less than or equal to the preset length, the electronic device determines that the quantization coefficient corresponding to the traffic phase is a first value, and the first value is a positive number .... When the maximum value of the queue length of vehicles in the lane included in the traffic phase is greater than a preset length and less than or equal to twice the preset length, the electronic device determines that the quantization coefficient corresponding to the traffic phase is a second value, and the second value is greater than the first value; when the maximum value of the queue length of vehicles in the lane included in the traffic phase is greater than twice the preset length and less than or equal to three times the preset length, the electronic device determines that the quantization coefficient corresponding to the traffic phase is a third value, and the third value is greater than the second value; when the maximum value of the queue length of vehicles in the lane included in the traffic phase is greater than three times the preset length, the electronic device determines that the quantization coefficient corresponding to the traffic phase is a fourth value, and the fourth value is greater than the third value.

[0097] In some embodiments, the user can set the specific value of the preset length according to the congestion situation at the intersection.

[0098] Exemplarily, the user sets the preset length to 50 meters, the first value to 0.25, the second value to 0.5, the third value to 0.75, and the fourth value to 1. When the maximum queue length of vehicles in the lanes included in a traffic phase is 0, the quantization coefficient corresponding to the traffic phase is 0. When the maximum queue length is 40 meters, the quantization coefficient of the traffic phase is 0.25. When the maximum queue length is 70 meters, the quantization coefficient of the traffic phase is 0.5. When the maximum queue length is 110 meters, the quantization coefficient of the traffic phase is 0.75. When the maximum queue length is 160 meters, the quantization coefficient of the traffic phase is 1.

[0099] In this way, by setting a preset length, the maximum queue length of vehicles in the lanes included in the traffic phase is compared with the preset length, and the quantization coefficient corresponding to each traffic phase can be quantified. Then, the congestion coefficient of the intersection can be determined through the quantization coefficient corresponding to each traffic phase, which is convenient for determining priority vehicles according to the congestion coefficient of the intersection in the subsequent process.

[0100] S102: When the current traffic phase includes a priority lane and it is predicted based on the speed of the priority vehicle that the priority vehicle meets a preset condition, or when the current traffic phase does not include a priority lane, the priority phase is used to replace the first traffic phase.

[0101] Among them, the effective duration of the priority phase after replacing the first traffic phase is the same as the effective duration of the first traffic phase. The priority phase is a traffic phase that includes a priority lane. The priority lane is the lane where the priority vehicle is located. The preset condition is that the priority vehicle cannot successfully pass the target intersection within the remaining effective duration of the current traffic phase.

[0102] In some embodiments, if there is no traffic phase including a priority lane among the multiple traffic phases preconfigured for the target intersection, the electronic device generates a priority phase based on the priority lane, and the priority phase includes the priority lane.

[0103] For example, in Figure 4 In the intersection shown, since vehicles do not often pass through the northbound entrance of the intersection, when setting the traffic signal control cycle of this intersection, only three traffic phases can be set: east-west straight, east-west left turn, and southbound single-port release. No traffic phase is set to release vehicles passing through the northbound entrance to increase the passage time of vehicles in other traffic phases. However, when a vehicle that needs to pass appears at the northbound entrance, the traffic signal control cycle of the intersection does not include the traffic phase of the northbound entrance, and the vehicle here cannot pass. The electronic device can configure the priority coefficient of the vehicle at the northbound entrance to be slightly higher. For example, the user configures the priority coefficient of the vehicle at the northbound entrance to be 0.8 through the electronic device. If the electronic device detects that the vehicle at the northbound entrance meets the priority passage conditions, the electronic device determines the release plan for the vehicle at the northbound entrance. Assume that the traffic signal control cycle includes: Phase 1 (east-west straight for 20 seconds), Phase 2 (east-west left turn for 20 seconds) and Phase 3 (single-port release to the south for 20 seconds), the coordination phase is Phase 1, and the preset length is 50 meters. The electronic device detects through the vehicle detector that the current east straight queue in Phase 1 is 50 meters, the west straight queue is 70 meters, the east left turn queue in Phase 2 is 100 meters, and the west left turn queue is 70 meters, the south straight queue in Phase 3 is 80 meters, and the south left turn queue is 90 meters. After calculation, the congestion coefficient of the intersection is 0.58, then the priority coefficient of the northbound import vehicle is greater than the congestion coefficient of the intersection, and the electronic device can determine that the northbound import vehicle is the priority vehicle.

[0104] If the current traffic phase is phase 3, the priority vehicle cannot pass through the intersection during the remaining effective time of phase 3, but the next traffic phase of the current traffic phase is a coordination phase, the electronic device will not determine the release plan for the priority vehicle, will not release the priority vehicle, and will wait for the current traffic phase to end, and will determine the release plan for the priority vehicle again during the execution of the next traffic phase.

[0105] If the current traffic phase is phase 1 or phase 2, the priority vehicle cannot pass through the intersection within the remaining effective time of the current traffic phase, and the next traffic phase is not a coordinated phase, the electronic device determines the release plan for the priority vehicle. Taking the current traffic phase as phase 1 as an example, the electronic device determines that the next traffic phase is not a coordinated phase, and there is no traffic phase including the priority lane in the traffic signal control cycle, then the electronic device can generate a priority phase, and the lane included in the priority phase is the northbound import lane. After replacing phase 2 with the priority phase, the traffic signal control cycle of the intersection is: Phase 1 (east-west straight 20s), priority phase (northbound single port release 20s), phase 3 (southbound single port release 20s). After the priority phase ends, the electronic device re-detects whether there is a priority vehicle in the intersection. When there is no priority vehicle, the electronic device operates according to the original traffic signal control cycle. When there is a priority vehicle, the electronic device re-determines the release plan for this new priority vehicle.

[0106] In this way, the electronic device generates a priority phase including a priority lane, and after the first passing phase is replaced by the priority phase in the subsequent process, the priority vehicle can be released as soon as possible and pass the target intersection as soon as possible.

[0107] In some embodiments, after the electronic device determines the priority vehicle, it determines that the target intersection is in a priority state. The electronic device detects the first vehicle in the target intersection according to a preset frequency. If a new first vehicle approaches the target intersection when the target intersection is in a priority state, the electronic device determines the first vehicle with the largest priority coefficient in the target intersection according to the preset frequency, and determines the first vehicle with the largest priority coefficient as the target vehicle. When the priority coefficient of the target vehicle is greater than the congestion coefficient of the target intersection, the electronic device determines that the target vehicle is a priority vehicle, and the priority vehicle meets the priority passage condition.

[0108] For example, assuming that the preset frequency is 1 second, the electronic device detects the first vehicle in the target intersection once per second. In the first second, the electronic device detects that there is a bus in the target intersection, and its priority coefficient is 0.5, which is the vehicle with the largest priority coefficient in the entire intersection. The electronic device then determines the congestion coefficient of the target intersection, compares the congestion coefficient of the target intersection with the priority coefficient of the bus, and determines whether the bus meets the priority passage condition. In the second second, the electronic device re-detects the first vehicle in the target intersection, and there are a bus and an ambulance. The priority coefficient of the ambulance is 0.8, and the first vehicle with the largest priority coefficient is the ambulance. The electronic device then re-determines the congestion coefficient of the target intersection, and compares the re-determined congestion coefficient of the target intersection with the priority coefficient of the ambulance. If the re-determined congestion coefficient of the target intersection is less than the priority coefficient of the ambulance, it is determined that the ambulance meets the priority passage condition and the ambulance is a priority vehicle. Then the electronic device determines that the target intersection is in a priority state and executes the priority release plan corresponding to the ambulance. After the priority release plan for the ambulance is executed, the electronic device changes the state of the target intersection to a non-priority state and re-detects whether there is a first vehicle in the target intersection.

[0109] In this way, the electronic device can determine whether there is a priority vehicle based on the state of the target intersection, and then the electronic device can compare the priority coefficient of the newly detected first vehicle with the priority coefficient of the existing priority vehicle, and re-determine the vehicle with the highest priority demand at the intersection, so that the vehicle with the highest priority demand can pass as soon as possible. At the same time, the electronic device detects the first vehicle at the target intersection according to the preset frequency, which can ensure that the vehicle with the priority demand is detected in real time, which is convenient for releasing the vehicle with the highest priority demand in the subsequent process.

[0110] In some embodiments, the electronic device predicts that the priority vehicle meets a preset condition based on the speed of the priority vehicle, which can be specifically implemented as follows: the electronic device obtains the distance between the priority vehicle and the target intersection, and then determines the target time required for the priority vehicle to pass the target intersection based on the distance between the priority vehicle and the target intersection and the speed of the priority vehicle; when the target time is greater than the remaining effective time of the current traffic phase, the electronic device determines that the priority vehicle cannot successfully pass the target intersection within the remaining effective time of the current traffic phase.

[0111] Exemplarily, the current traffic phase includes a priority lane, and the remaining effective time in the current traffic phase is the sum of the remaining time of the green light and the time of the yellow light in the current traffic phase. Assuming that the remaining effective time in the current traffic phase is 5s, the driving speed of the priority vehicle is 4m / s, and the distance between the priority vehicle and the target intersection is 240m, it takes 6s for the priority vehicle to pass through the intersection. The priority vehicle cannot pass through the intersection within the remaining effective time of the current traffic phase. The electronic device determines the priority phase corresponding to the priority vehicle and replaces the first traffic phase with the priority phase.

[0112] In this way, the target time required for the priority vehicle to pass through the target intersection can be determined by the speed of the priority vehicle and the distance between the priority vehicle and the target intersection. When the current traffic phase includes a priority lane and the target time is less than or equal to the remaining effective time of the current traffic phase, it indicates that the priority vehicle can pass through the target intersection within the remaining effective time of the current traffic phase, and there is no need to make priority release arrangements for the priority vehicle. When the current traffic phase includes a priority lane and the target time is greater than the remaining effective time of the current traffic phase, it indicates that the priority vehicle may not successfully pass through the target intersection within the remaining effective time of the current traffic phase, and it is necessary to determine the priority release plan corresponding to the priority vehicle. By replacing the first traffic phase with the priority phase, the vehicles waiting in front of the priority vehicle in the priority lane can be released as soon as possible, and the priority vehicle can also pass through the target intersection as soon as possible.

[0113] In some embodiments, when executing the priority phase after replacing the first passing phase, it will be re-determined whether the priority vehicle can successfully pass the target intersection, that is, the determination process of the priority vehicle release plan in the present application will be repeated again. When the priority vehicle cannot pass the target intersection within the effective duration of the first passing phase, and the next passing phase of the first passing phase is not a coordinated phase, the electronic device replaces the next passing phase of the first passing phase with the priority phase, so that the priority vehicle can be released as soon as possible.

[0114] Figure 3The technical solution shown brings at least the following beneficial effects: when the current traffic phase includes a priority lane, but the priority vehicle cannot successfully pass the target intersection within the remaining effective duration of the current traffic phase, or when the current traffic phase does not include a priority lane, the first traffic phase is replaced by the traffic phase including the lane where the priority vehicle is located, so that the priority vehicle does not need to wait until the priority phase is executed before being released, and it is possible to pass the target intersection in the next traffic phase after the current traffic phase ends, meeting the demand for fast passage of the priority vehicle. Since the first traffic phase is not a coordinated phase, replacing the first phase with the traffic phase including the lane where the priority vehicle is located will not affect the coordinated phase, ensuring that the "green wave band" under the "main line coordinated control" will not be destroyed. This solution adopts the idea of ​​phase replacement, that is, changing the traffic signal control logic of the next traffic phase to the traffic signal control logic of the priority phase, without changing the duration of each traffic phase arranged in sequence in the traffic signal control cycle, the calculation process is relatively simple, and the release plan for the priority vehicle can be quickly determined.

[0115] The following is a detailed description of the solution provided by this application from the perspective of the overall process:

[0116] like Figure 5As shown, the electronic device stores the preset priority coefficients of different types of vehicles, and the electronic device periodically detects the first vehicle in the target intersection. It is determined whether the next traffic phase of the current traffic phase is a coordinated phase. If the next traffic phase is a coordinated phase, the electronic device returns to the starting step of this process. If the next traffic phase is not a coordinated phase, the electronic device detects whether the priority phase has been executed. If the priority phase has been executed, the electronic device resets the state of the target intersection to a non-priority state and continues to detect whether there is a first vehicle in the target intersection. If the priority phase has not been executed, the electronic device continues to detect whether there is a first vehicle in the target intersection. If there is no first vehicle in the target intersection, the electronic device returns to the starting step of this process. If there are other first vehicles in the target intersection, the electronic device determines the priority coefficients of each first vehicle. The electronic device determines whether the target intersection is currently in a priority state. If the target intersection is not in a priority state, the electronic device determines the first vehicle with the largest priority coefficient among the first vehicles as the target vehicle, determines the congestion coefficient of the target intersection, and determines whether to give priority to the target vehicle according to the priority coefficient of the target vehicle and the congestion coefficient of the target intersection. If the priority coefficient of the target vehicle is less than the congestion coefficient of the target intersection, the electronic device does not release the target vehicle, and the electronic device returns to the beginning step of this process. If the target intersection is in a priority state, the electronic device determines whether there is a first vehicle with a higher priority passage demand than the determined priority vehicle among the first vehicles. If there is a first vehicle with a higher priority passage demand than the determined priority vehicle among the first vehicles, the electronic device determines the first vehicle with the largest priority coefficient among the first vehicles as the target vehicle, determines the congestion coefficient of the target intersection, and determines whether to give priority to the target vehicle according to the priority coefficient of the target vehicle and the congestion coefficient of the target intersection. If there is no first vehicle with a higher priority passage demand than the determined priority vehicle among the first vehicles, the electronic device returns to the beginning step of this process. If the electronic device determines that the target vehicle needs to be given priority, indicating that the target vehicle meets the priority passage conditions, the electronic device executes the priority release plan for the priority vehicle, sets the state of the target intersection to the priority state, and finally returns to the starting step of this process.

[0117] like Figure 6As shown, the electronic device first determines the priority lane and determines whether the current traffic phase includes the priority lane. If the current traffic phase includes the priority lane, if the priority vehicle can pass the target intersection within the effective duration of the current traffic phase, the electronic device ends the process of determining the release plan for the priority vehicle. If the priority vehicle cannot pass the target intersection within the effective duration of the current traffic phase, the electronic device determines the priority phase, replaces the next traffic phase with the priority phase, and ends the process of determining the release plan for the priority vehicle. Within the effective duration of the next traffic phase, the control logic of the priority phase is executed, and the priority vehicle in the target intersection is detected at the same time, and the release plan for the priority vehicle is re-determined.

[0118] It should be understood that when the next traffic phase includes a priority lane and the priority vehicle can pass the target intersection within the effective duration of the next traffic phase, the priority phase is the next traffic phase, that is, the release scheme of the electronic device replacing the next traffic phase with the priority phase may be the same as the existing release scheme.

[0119] For example, assume that the traffic signal control cycle of an intersection has the following four phases in sequence: Phase 1 (east-west straight for 20 seconds), Phase 2 (east-west left turn for 20 seconds), Phase 3 (north-south straight for 20 seconds) and Phase 4 (north-south left turn for 20 seconds), and the coordination phase is Phase 1.

[0120] First, priority coefficients are assigned to various types of vehicles. The priority coefficient for ordinary vehicles is 0, the priority coefficient for public buses is 0.5, and the priority coefficient for special vehicles is 1. In this way, public buses can be released according to road congestion conditions, and special vehicles can be released with the greatest possible priority.

[0121] Assume that when the cycle runs to phase 1, a special vehicle arrives on the south-bound straight lane, and the vehicle detector in the direction detects the arrival of the vehicle and identifies its type as a special vehicle, and the corresponding priority coefficient is 1, which is the vehicle with the largest priority coefficient at the intersection. Then the electronic device can determine that this special vehicle is a priority vehicle, and the phase where the priority vehicle is located is the phase 3 north-south straight phase, and at this time the next phase is not a coordinated phase and the current phase has not yet ended;

[0122] Determine whether the intersection is in the priority state. Assuming that the intersection is not currently in the priority state, you can start to determine the congestion coefficient of the intersection. Assuming the preset length is 50 meters, the priority vehicle is in phase 3, and assuming that phases 1, 2, and 4 each have two lanes. The queue length of the left-turn lane in phase 1 is 70m, the queue length of the straight lane in phase 1 is 80m, the queue length of the left-turn lane in phase 2 is 100m, the queue length of the straight lane in phase 2 is 120m, the queue length of the left-turn lane in phase 4 is 50m, and the queue length of the straight lane in phase 4 is 60m. Through the above-mentioned queue coefficient conversion scheme, it can be seen that the queue coefficients of the two lanes in phase 1 are 0.5 and 0.5, the queue coefficients of the two lanes in phase 2 are 0.5 and 0.75, and the queue coefficients of the two lanes in phase 4 are 0.25 and 0.5. Therefore, the congestion coefficient of the intersection is calculated as follows:

[0123]

[0124] It can be seen that the priority coefficient of the priority vehicle is 1, and the congestion coefficient of the intersection is At this time, the priority coefficient of the priority vehicle is greater than the intersection congestion coefficient, and the release plan for the priority vehicle can be implemented.

[0125] Based on the above example, the logic for determining the release plan for priority vehicles is as follows:

[0126] First, determine the priority lane, that is, the lane where the detected priority vehicle is located. In this example, the priority lane is in phase 3;

[0127] Determining that the current traffic phase does not include a priority lane;

[0128] Determining the next passing phase also does not include the priority lane;

[0129] According to the priority lane, the priority phase is determined to be phase 3;

[0130] The next traffic phase is replaced with phase 3. After the replacement, the traffic signal control cycle is phase 1 (east-west straight 20 seconds), phase 2 (north-south straight 20 seconds), phase 3 (north-south straight 20 seconds) and phase 4 (north-south left turn 20 seconds), which is the release plan for priority vehicles;

[0131] If there are no other vehicles that need priority release after the priority vehicle is released, after the current traffic signal control cycle is completed, the traffic signal control cycle will be restored to the original cycle and continue to operate. The phase sequence is: Phase 1 (east-west straight for 20 seconds), Phase 2 (east-west left turn for 20 seconds), Phase 3 (north-south straight for 20 seconds) and Phase 4 (north-south left turn for 20 seconds).

[0132] The above mainly introduces the solution provided by the embodiment of the present application from the perspective of the method. In order to achieve the above functions, it includes hardware structures and / or software modules corresponding to the execution of each function. It should be easy to realize that the technical goals in this field are combined with the units and algorithm steps of each example described in the embodiments disclosed in this article, and the present application can be implemented in the form of hardware or a combination of hardware and computer software. Whether a function is executed in the form of hardware or computer software driving hardware depends on the specific application and design constraints of the technical solution. Professional and technical goals can use different methods to implement the described functions for each specific application, but such implementation should not be considered to be beyond the scope of this application.

[0133] like Figure 7 As shown, the embodiment of the present application further provides a vehicle release device, which is used in the vehicle release method shown in the above method embodiment. The vehicle release device 400 includes: a processing module 401 and an acquisition module 402.

[0134] Among them, the processing module 401 is used to determine the priority vehicle; the acquisition module 402 is used to acquire the speed of the priority vehicle when the first traffic phase is not a coordinated phase and the processing module 401 detects a priority vehicle in the target intersection, the priority vehicle meets the priority traffic condition, and the first traffic phase is the next traffic phase of the pre-configured current traffic phase; the processing module 401 is also used to replace the first traffic phase with the priority phase when the current traffic phase includes a priority lane and it is predicted based on the speed of the priority vehicle that the priority vehicle meets the preset condition, or when the current traffic phase does not include a priority lane, the effective duration of the priority phase after replacing the first traffic phase is the same as the effective duration of the first traffic phase; wherein the priority phase is a traffic phase including a priority lane, the priority lane is the lane where the priority vehicle is located, and the preset condition is that the priority vehicle cannot successfully pass through the target intersection within the remaining effective duration of the current traffic phase.

[0135] In one possible implementation, the processing module 401 is specifically used to: determine the priority coefficient of the first vehicle when at least one first vehicle with a priority passage demand is detected at the target intersection; determine the first vehicle with the largest priority coefficient as the target vehicle; the acquisition module 402 is also used to obtain the queue length of vehicles in each lane corresponding to the target intersection; the processing module 401 is specifically used to: determine the congestion coefficient of the target intersection based on the queue length of vehicles in each lane corresponding to the target intersection; when the priority coefficient of the target vehicle is greater than the congestion coefficient, determine that the target vehicle meets the priority passage condition and the target vehicle is the priority vehicle.

[0136] In a possible implementation, the processing module 401 is specifically used to: determine the maximum value of the queue length of vehicles in the lanes included in each traffic phase in the traffic signal control cycle according to the queue length of vehicles in each lane corresponding to the target intersection; determine the quantization coefficient corresponding to each traffic phase according to the relationship between a preset length and the maximum value of the queue length of vehicles in the lanes included in each traffic phase; determine the number of phases between each traffic phase and the current traffic phase; determine the congestion coefficient of the target intersection according to the number of traffic phases other than the priority phase in the pre-configured traffic signal control cycle, the number of phases between each traffic phase and the current traffic phase, and the quantization coefficient corresponding to each traffic phase.

[0137] In a possible implementation, the congestion coefficient of the target intersection satisfies the following relationship with the number of passing phases other than the priority phase in the traffic signal control cycle, the number of phases between each passing phase and the current passing phase, and the quantization coefficient corresponding to each passing phase: Among them, k represents the congestion index of the target intersection, t represents the number of communication phases other than the priority phase in the traffic signal control cycle, j represents the number of phases between the nth passing phase and the current passing phase, and lmax represents the quantization coefficient corresponding to the nth passing phase.

[0138] In a possible implementation, the processing module 401 is specifically used for: for any traffic phase in the traffic signal control cycle, when the maximum value of the queue length of vehicles in the lane included in the traffic phase is zero, determining that the quantization coefficient corresponding to the traffic phase is zero; when the maximum value of the queue length of vehicles in the lane included in the traffic phase is less than or equal to the preset length, determining that the quantization coefficient corresponding to the traffic phase is a first value, and the first value is a positive number; when the maximum value of the queue length of vehicles in the lane included in the traffic phase is greater than the preset length and less than or equal to twice the preset length, determining that the quantization coefficient corresponding to the traffic phase is a second value, and the second value is greater than the first value; when the maximum value of the queue length of vehicles in the lane included in the traffic phase is greater than twice the preset length and less than or equal to three times the preset length, determining that the quantization coefficient corresponding to the traffic phase is a third value, and the third value is greater than the second value; when the maximum value of the queue length of vehicles in the lane included in the traffic phase is greater than three times the preset length, determining that the quantization coefficient corresponding to the traffic phase is a fourth value, and the fourth value is greater than the third value.

[0139] In one possible implementation, the acquisition module 402 is also used to obtain the distance between the priority vehicle and the target intersection; the processing module 401 is specifically used to: determine the target time required for the priority vehicle to pass through the target intersection based on the distance between the priority vehicle and the target intersection, and the speed of the priority vehicle; when the target time is greater than the remaining effective time of the current traffic phase, determine that the priority vehicle cannot successfully pass through the target intersection within the remaining effective time of the current traffic phase.

[0140] In a possible implementation, the processing module 401 is further configured to generate a priority phase based on the priority lane if there is no traffic phase including a priority lane among the multiple traffic phases preconfigured for the target intersection, and the priority phase includes the priority lane.

[0141] It should be noted that Figure 7 The division of modules in the example is schematic and is only a logical function division. There may be other division methods in actual implementation. For example, two or more functions may be integrated into one processing module. The above integrated modules may be implemented in the form of hardware or software function modules.

[0142] Another embodiment of the present application further provides an electronic device, such as Figure 8 As shown, the electronic device 500 includes a memory 501 and a processor 502; the memory 501 and the processor 502 are coupled; the memory 501 is used to store computer program codes, and the computer program codes include computer instructions. When the processor 502 executes the computer instructions, the electronic device 500 executes each step executed by the electronic device in the method flow shown in the above method embodiment.

[0143] In actual implementation, the processing module 401 and the acquisition module 402 can be composed of Figure 8 The processor 502 shown is implemented by calling the computer program code in the memory 501. The specific execution process can be referred to the description of the vehicle release method part above, which will not be repeated here.

[0144] Another embodiment of the present application further provides a computer-readable storage medium, which stores computer instructions. When the computer instructions are executed on an electronic device, the electronic device executes each step executed by the electronic device in the method flow shown in the above method embodiment.

[0145] Another embodiment of the present application also provides a system, which is applied to an electronic device. The system includes one or more interface circuits and one or more processors. The interface circuit and the processor are interconnected by a line. The interface circuit is used to receive a signal from a memory of the electronic device and send the signal to the processor, wherein the signal includes a computer instruction stored in the memory. When the processor of the electronic device executes the computer instruction, the electronic device executes each step performed by the electronic device in the method flow shown in the above method embodiment.

[0146] In another embodiment of the present application, a computer program product is provided. The computer program product includes computer instructions. When the computer instructions are executed on an electronic device, the electronic device executes each step executed by the electronic device in the method flow shown in the above method embodiment.

[0147] In the above embodiments, it can be implemented in whole or in part by software, hardware, firmware or any combination thereof. When implemented using a software program, it can be implemented in whole or in part in the form of a computer program product. The computer program product includes one or more computer instructions. When the computer execution instruction is loaded and executed on the computer, the process or function according to the embodiment of the present application is generated in whole or in part. The computer can be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instruction can be stored in a computer-readable storage medium, or transmitted from one computer-readable storage medium to another computer-readable storage medium. For example, the computer instruction can be transmitted from a website site, computer, server or data center by wired (e.g., coaxial cable, optical fiber, digital subscriber line (digital subscriber line, DSL)) or wireless (e.g., infrared, wireless, microwave, etc.) mode to another website site, computer, server or data center. The computer-readable storage medium can be any available medium that can be accessed by the computer or a data storage device such as a server, data center, etc. that contains one or more servers that can be integrated with the medium. The available medium can be a magnetic medium (e.g., a floppy disk, a hard disk, a tape), an optical medium (e.g., a DVD), etc.

[0148] The above is only a specific implementation of the present application. Those skilled in the art may conceive of changes or substitutions based on the specific implementation provided by the present application, which should all be included in the protection scope of the present application.

Claims

1. A vehicle release method, characterized in that: include: When the first passing phase is not a coordinated phase and a priority vehicle is detected at the target intersection, the speed of the priority vehicle is acquired, the priority vehicle meets the priority passing condition, and the first passing phase is the next passing phase of the pre-configured current passing phase; When the current traffic phase includes a priority lane and it is predicted based on the speed of the priority vehicle that the priority vehicle meets a preset condition, or when the current traffic phase does not include the priority lane, the first traffic phase is replaced by a priority phase, and the effective duration of the priority phase after replacing the first traffic phase is the same as the effective duration of the first traffic phase; Among them, the priority phase is a traffic phase including the priority lane, the priority lane is the lane where the priority vehicle is located, and the preset condition is that the priority vehicle cannot successfully pass through the target intersection within the remaining effective time of the current traffic phase.

2. The method according to claim 1, characterized in that The detecting of a priority vehicle, wherein the priority vehicle meets a priority passage condition, includes: When at least one first vehicle having a priority passage requirement is detected at the target intersection, determining a priority coefficient of the first vehicle; Determine the first vehicle with the largest priority coefficient as a target vehicle; Obtaining the queue length of vehicles in each lane corresponding to the target intersection; Determining a congestion coefficient of the target intersection based on the queue length of vehicles in each lane corresponding to the target intersection; When the priority coefficient of the target vehicle is greater than the congestion coefficient, it is determined that the target vehicle meets the priority passage condition and the target vehicle is a priority vehicle.

3. The method according to claim 2, characterized in that The determining the congestion coefficient of the target intersection based on the queue length of vehicles in each lane corresponding to the target intersection includes: Determine the maximum value of the queue length of vehicles in the lanes included in each traffic phase in the traffic signal control cycle according to the queue length of vehicles in each lane corresponding to the target intersection; Determining a quantization coefficient corresponding to each traffic phase according to a relationship between a preset length and a maximum value of a queue length of vehicles in a lane included in each traffic phase; Determine the number of phases between each of the passing phases and the current passing phase; The congestion coefficient of the target intersection is determined according to the number of traffic phases other than the priority phase in the traffic signal control cycle, the number of phases between each traffic phase and the current traffic phase, and the quantization coefficient corresponding to each traffic phase.

4. The method according to claim 3, characterized in that The congestion coefficient of the target intersection and the number of traffic phases other than the priority phase in the traffic signal control cycle, the number of phases between each traffic phase and the current traffic phase, and the quantization coefficient corresponding to each traffic phase satisfy the following relationship: Among them, k represents the congestion index of the target intersection, t represents the number of communication phases other than the priority phase in the traffic signal control cycle, j represents the number of phases between the nth passing phase and the current passing phase, and lmax represents the quantization coefficient corresponding to the nth passing phase.

5. The method according to claim 3, characterized in that: The determining of the quantization coefficient corresponding to each traffic phase according to the relationship between the preset length and the maximum queue length of vehicles in the lane included in each traffic phase includes: For any traffic phase in the traffic signal control cycle, when the maximum value of the queue length of vehicles in the lane included in the traffic phase is zero, determining the quantization coefficient corresponding to the traffic phase to be zero; When the maximum queue length of vehicles in the lane included in the traffic phase is less than or equal to the preset length, determining that the quantization coefficient corresponding to the traffic phase is a first value, and the first value is a positive number; When the maximum value of the queue length of vehicles in the lane included in the traffic phase is greater than the preset length and less than or equal to twice the preset length, determining that the quantization coefficient corresponding to the traffic phase is a second value, and the second value is greater than the first value; When the maximum value of the queue length of vehicles in the lane included in the traffic phase is greater than twice the preset length and less than or equal to three times the preset length, determining that the quantization coefficient corresponding to the traffic phase is a third value, and the third value is greater than the second value; When the maximum value of the queue length of vehicles in the lane included in the traffic phase is greater than three times the preset length, the quantization coefficient corresponding to the traffic phase is determined to be a fourth value, and the fourth value is greater than the third value.

6. The method according to any one of claims 1 to 5, characterized in that: The predicting that the priority vehicle meets a preset condition based on the speed of the priority vehicle includes: Obtaining the distance between the priority vehicle and the target intersection; Determining a target time required for the priority vehicle to pass through the target intersection according to the distance between the priority vehicle and the target intersection and the speed of the priority vehicle; When the target duration is greater than the remaining effective duration of the current traffic phase, it is determined that the priority vehicle cannot successfully pass through the target intersection within the remaining effective duration of the current traffic phase.

7. The method according to any one of claims 1 to 5, characterized in that: The method further comprises: If there is no traffic phase including the priority lane among the plurality of traffic phases preconfigured for the target intersection, the priority phase is generated based on the priority lane, and the priority phase includes the priority lane.

8. A vehicle release device, characterized in that: include: a processing module for determining a priority vehicle; an acquisition module, configured to acquire a speed of the priority vehicle when the first passing phase is not a coordinated phase and the processing module detects the priority vehicle at the target intersection, the priority vehicle meets the priority passing condition, and the first passing phase is a passing phase next to the pre-configured current passing phase; The processing module is further configured to, when the current traffic phase includes a priority lane and it is predicted based on the speed of the priority vehicle that the priority vehicle meets a preset condition, or when the current traffic phase does not include the priority lane, replace the first traffic phase with a priority phase, and the effective duration of the priority phase after replacing the first traffic phase is the same as the effective duration of the first traffic phase; Among them, the priority phase is a traffic phase including the priority lane, the priority lane is the lane where the priority vehicle is located, and the preset condition is that the priority vehicle cannot successfully pass through the target intersection within the remaining effective time of the current traffic phase.

9. An electronic device, characterized in that: include: one or more processors; one or more memories; Wherein, the one or more memories are used to store computer program codes, and the computer program codes include computer instructions. When the one or more processors execute the computer instructions, the electronic device executes the vehicle release method described in any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores computer-executable instructions, and when the computer-executable instructions are executed on a computer, the computer is enabled to execute the vehicle release method according to any one of claims 1 to 7.

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