Road traffic signal priority and speed guidance method and system for electric vehicle

Abstract

The invention provides a road traffic signal priority and speed guide method and system for an electric vehicle, and relates to the technical field of electronic guide rubber wheel systems, and the method comprises the steps: determining a preset driving path of the electric vehicle, and the preset driving path comprises a timing mark point and a target traffic intersection; a preset driving strategy of the electric vehicle is determined, and the preset driving strategy is used for representing the driving time difference between the timing mark point and each target traffic intersection; when the electric vehicle runs to the timing mark point, determining a signal lamp timing strategy of each target traffic intersection according to a predetermined driving strategy; and based on a signal lamp timing strategy and the real-time position information of the electric vehicle, determining a speed guiding strategy for the electric vehicle to run to the next target traffic intersection. According to the invention, the driving speed is guided, so that the vehicle road driving meets the green light timing in the intersection driving direction, thereby guaranteeing the green light cooperation effect along the line, and greatly guaranteeing the matching degree between the vehicle road driving to the intersection and the green light timing in the same direction.

Description

Technical Field

[0001] The invention relates to the technical field of electronically guided rubber-wheel systems, and is applied to road traffic signal priority and speed guidance of electronically guided rubber-wheel systems, and in particular to a road traffic signal priority and speed guidance method and system for trams. Background Art

[0002] The electronically guided rubber-wheeled system tram (including smart trams and similar ground-based medium and low-capacity urban rail transit systems, hereinafter collectively referred to as "trams") is a new type of two-way multi-unit rubber-wheeled vehicle. It is based on the design concept of traditional rail transit systems, adopts full-axle steering control technology, and electronically constrains driving through active safety control, on-board signal control, machine vision, etc., to achieve track-like driving on virtual tracks. The electronically guided rubber-wheeled system tram belongs to the rail transit operation mode that follows the ground-based rail transit operation mode, which can be driven on existing municipal roads. In current actual projects, most of the semi-independent right of way is used for line laying, and the fast and punctual characteristics of the tram are guaranteed by priority control of right of way and traffic signals.

[0003] Most of the previous traffic signal priority methods prioritize the traffic light intersection signals based on a certain distance from the traffic light intersection (usually about 100 to 200 meters in advance). In this mode, the adjustable buffer interval of the traffic light intersection is about 10 to 15 seconds, and the driving phase is usually extended by extending the green light, shortening the red light, and inserting the phase. On the one hand, the above-mentioned traffic signal priority method has a great impact on the timing of traffic at existing traffic intersections (temporarily changing the existing traffic light timing strategy). At the same time, there is often a phenomenon that priority phase vehicles need to stop and wait at traffic light intersections (only reducing the red light waiting time but cannot guarantee that priority phase vehicles pass through the traffic light intersection in one go). The probability of priority phase vehicles passing through the intersection in one go is not high, which not only has a great impact on the traffic efficiency of priority phase vehicles, but also has a great impact on the traffic efficiency and traffic experience of ordinary vehicles.

[0004] In view of the problems in the prior art, the present invention provides a road traffic signal priority and speed guidance method and system for trams. Summary of the invention

[0005] In view of the problems of the current prior art, the present invention provides a road traffic signal priority and speed guidance method for trams, the method comprising the following steps:

[0006] Determine a planned travel path of the tram, wherein the planned travel path includes a timing landmark point and a target traffic intersection;

[0007] Determining a predetermined driving strategy of the tram, wherein the predetermined driving strategy is used to characterize the travel time difference between the timing mark point and each of the target traffic intersections;

[0008] When the tram reaches the timing mark point, the signal light timing strategy for each target traffic intersection is determined according to the predetermined driving strategy;

[0009] Based on the signal light timing strategy and the real-time location information of the tram, a speed guidance strategy for the tram to travel to the next target traffic intersection is determined.

[0010] According to an embodiment of the present invention, according to the driving direction, the predetermined driving path includes one timing mark point and multiple target traffic intersections in sequence.

[0011] According to one embodiment of the present invention, the predetermined driving strategy of the tram is determined by the following steps:

[0012] Draw a driving coordinate system with distance as the horizontal axis and time as the vertical axis;

[0013] Taking the predetermined travel speed as the target and combining the predetermined driving route, the time data of the vehicle passing the timing mark point and the target traffic intersection is calculated;

[0014] In the driving coordinate system, a driving curve is obtained by drawing according to the time data;

[0015] The travel time difference between the timing mark point and each of the target traffic intersections is obtained by calculating the driving curve.

[0016] According to one embodiment of the present invention, the traffic light timing strategy for each of the target traffic intersections is determined by the following steps: when the tram travels to the timing mark point, the traffic light timing strategy for each of the target traffic intersections is determined based on the travel time difference, wherein the traffic light timing strategy satisfies: when the tram travels to each of the target traffic intersections, the state of the traffic light is a state allowing passage.

[0017] According to one embodiment of the present invention, the speed guidance strategy for the tram to travel to the next target traffic intersection is determined by the following steps:

[0018] Determine a scheduled tram schedule based on the departure time of the tram and the travel time difference;

[0019] Determining the real-time running status of the tram according to the scheduled driving schedule and the real-time location information;

[0020] Based on the real-time driving status and in combination with the maximum driving speed of the tram, the speed guidance strategy for the tram to travel to the next target traffic intersection is determined.

[0021] According to one embodiment of the present invention, the predetermined driving schedule of the tram is determined by the following steps:

[0022] Determine the timetable of the tram traveling to the timing mark point and the target traffic intersection according to the departure time of the tram and the travel time difference;

[0023] The predetermined recommended speed of the tram on the section between the timing mark point and the adjacent target traffic intersection and the section between two adjacent target traffic intersections is determined according to the departure time of the tram and the travel time difference.

[0024] According to one embodiment of the present invention, the real-time driving state of the electric vehicle is determined by the following steps:

[0025] If the real-time location information is in a lagging position compared with the location information in the scheduled driving schedule, the real-time driving state is a lagging state;

[0026] If the real-time location information is compared with the location information in the scheduled driving schedule and is in a normal position, the real-time driving state is a normal state;

[0027] If the real-time position information is in an advanced position compared with the position information in the scheduled driving schedule, the real-time driving state is an advanced state.

[0028] According to one embodiment of the present invention, the speed guidance strategy is determined by the following steps:

[0029] If the real-time driving state is the hysteresis state, judging whether there is a speed adjustment range in combination with the limit driving speed, and modifying the predetermined recommended speed if there is a speed adjustment range, and the speed guidance strategy is driving according to the modified predetermined recommended speed;

[0030] If the real-time driving state is a normal state, the speed guidance strategy is to drive according to the predetermined recommended speed;

[0031] If the real-time driving state is an advanced state, the predetermined recommended speed is modified, and the speed guidance strategy is to drive according to the modified predetermined recommended speed.

[0032] According to another aspect of the present invention, a storage medium is provided, which contains a series of instructions for executing the method steps described above.

[0033] According to another aspect of the present invention, there is also provided a road traffic signal priority and speed guidance system for trams, which executes the method described in any one of the above, and the system comprises:

[0034] An operation dispatching management system, which is used to determine a scheduled driving path of the tram, wherein the scheduled driving path includes a timing mark point and a target traffic intersection;

[0035] An on-board logic processing unit, which is used to determine a predetermined driving strategy of the tram, wherein the predetermined driving strategy is used to characterize the travel time difference between the timing mark point and each of the target traffic intersections; when the tram travels to the timing mark point, the signal light timing strategy of each of the target traffic intersections is determined according to the predetermined driving strategy; based on the signal light timing strategy and the real-time position information of the tram, the speed guidance strategy for the tram to travel to the next target traffic intersection is determined;

[0036] A traffic system is used to implement the signal light timing strategy.

[0037] The present invention provides a road traffic signal priority and speed guidance method and system for trams, which has the following advantages over the prior art:

[0038] 1) Based on the characteristics of punctuality and vehicle-road coordination of the electronic guided rubber-wheeled tram, the present invention predicts the arrival time between the vehicle and the road at each intersection along the route and transmits it to the signal control system of each intersection. Based on the arrival time of the vehicle and the road, the signal control of each intersection begins to make adjustments in the next cycle, so that when the vehicle and the road arrive at the intersection, the vehicle and the road are in the green light for safe and smooth passage, reducing the impact interference of multiple priority applications at each intersection; and improving the probability of the electronic guided rubber-wheeled tram passing the intersection in one go.

[0039] 2) The present invention is based on the goal of meeting the driving characteristics of the electronic guided rubber-tyred tram along the route. By analyzing the vehicle-road driving position and time, the driving speed is guided, so that the vehicle-road driving meets the timing of the green light in the driving direction of the intersection, thereby ensuring the coordinated effect of the green lights along the route, greatly ensuring the matching degree of the vehicle-road driving to the intersection and the timing of the green light in the same direction, thereby ensuring the ability to pass the intersection in one go.

[0040] Other features and advantages of the present invention will be described in the following description, and partly become apparent from the description, or understood by practicing the present invention. The purpose and other advantages of the present invention can be realized and obtained by the structures particularly pointed out in the description, claims and drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0041] The accompanying drawings are used to provide a further understanding of the present invention and constitute a part of the specification. Together with the embodiments of the present invention, they are used to explain the present invention and do not constitute a limitation of the present invention. In the accompanying drawings:

[0042] Figure 1 A flowchart showing a method for road traffic signal priority and speed guidance for trams according to an embodiment of the present invention is shown;

[0043] Figure 2 A diagram showing the layout and association of scenes and devices according to an embodiment of the present invention is shown;

[0044] Figure 3 Shows a system architecture diagram of a regional dynamic right of way device according to an embodiment of the present invention;

[0045] Figure 4 A schematic diagram of a predetermined driving strategy according to an embodiment of the present invention is shown;

[0046] Figure 5 A flow chart of determining a signal light timing strategy for each target traffic intersection according to an embodiment of the present invention is shown;

[0047] Figure 6 A schematic diagram of a signal light timing strategy according to an embodiment of the present invention is shown;

[0048] Figure 7 A flowchart of real-time driving state analysis and speed guidance according to an embodiment of the present invention is shown;

[0049] Figure 8 A schematic diagram of speed guidance based on a green light signal at an intersection according to an embodiment of the present invention is shown;

[0050] Fig. 9 A schematic diagram of speed guidance based on a green light signal at an intersection according to another embodiment of the present invention is shown.

[0051] In the accompanying drawings, the same reference numerals are used for the same components. In addition, the accompanying drawings are not drawn according to the actual scale. DETAILED DESCRIPTION

[0052] To make the objectives, technical solutions and advantages of the present invention more clear, the embodiments of the present invention are further described in detail below with reference to the accompanying drawings.

[0053] Prior art (CN116229735A) provides a networked traffic signal light controller and an intelligent control method for traffic signal lights with priority for emergency vehicles. Prior art (CN108154692A) provides a method for controlling traffic signal lights with priority for special vehicles in emergency tasks. Prior art (CN211857738U) provides a signal light transmission and collection device and a special vehicle priority system. Prior art (CN114724393A) provides a vehicle emergency traffic signal light system based on license plate number tracking. Prior art (CN106251658A) provides an emergency control platform and control method for traffic signal lights in emergency situations.

[0054] However, the above-mentioned prior art is applicable to the traffic light control method for special vehicles or emergency situations, and realizes the intelligent control of traffic lights with priority for emergency vehicles, but cannot be applied to the traffic light control of trams and ordinary vehicles in daily situations.

[0055] The prior art (CN107610488B) provides a traffic light automatic control method, which determines the traffic light control strategy according to the number of waiting pedestrians or waiting vehicles, and is not applicable to the traffic light control of trams and ordinary vehicles under daily circumstances. The prior art (CN111862633A) provides a traffic light control method, roadside unit and system based on V2X, which requires the vehicle to be equipped with a V2X communication module, and is not applicable to the traffic light control of trams and ordinary vehicles under daily circumstances.

[0056] In view of the above-mentioned defects of the prior art, the present invention studies a road flexible priority method based on the operating characteristics of electronically guided rubber-tyred trams. The operating characteristics of the electronically guided rubber-tyred trams at intersections along the line are transmitted to various intersections along the line as signal time differences. The various intersections then coordinate and uniformly adjust the timing. At the same time, speed guidance is used to reduce the deviation of vehicles from the established timing. A method and a supporting control system for achieving one-time passage of vehicles at intersections are proposed, which effectively reduces the number of adjustments for priority vehicles at various intersections along the line, reduces the impact of priority on intersections, and greatly improves the one-time passage rate of priority vehicles.

[0057] Figure 1 A flowchart of a method for road traffic signal priority and speed guidance for trams according to an embodiment of the present invention is shown.

[0058] like Figure 1 As shown, in step S1, a planned driving path of the tram is determined, wherein the planned driving path includes timing landmarks and a target traffic intersection.

[0059] In one embodiment, according to the driving direction, the predetermined driving path includes a timing mark point (such as Figure 4a) and multiple target traffic intersections (such as Figure 4 A, B, C...).

[0060] like Figure 1 As shown, in step S2, a predetermined driving strategy of the tram is determined, wherein the predetermined driving strategy is used to characterize the travel time difference between the timing mark point and each target traffic intersection.

[0061] like Figure 1 As shown, in step S3, when the tram reaches the timing mark point, the signal light timing strategy for each target traffic intersection is determined according to a predetermined driving strategy.

[0062] like Figure 1 As shown, in step S4, based on the signal light timing strategy and the real-time position information of the tram, a speed guidance strategy for the tram to travel to the next target traffic intersection is determined.

[0063] The present invention can solve the problem of coordinated control based on vehicle driving characteristics. Specifically, based on the characteristics of punctuality and vehicle-road coordination of the electronic guided rubber-wheeled tram, the arrival time between the vehicle and the road at each intersection along the line is predicted in advance and transmitted to the signal control system of each intersection. Based on the arrival time of the vehicle and the road, the signal control of each intersection begins to make adjustments in the next cycle, so as to match the vehicle and the road to the intersection, and the vehicle and the road will travel in the green light safely and smoothly. The impact interference of multiple priority applications at each intersection is reduced; the probability of the electronic guided rubber-wheeled tram passing the intersection in one go is increased.

[0064] The present invention can solve the speed guidance problem of ensuring the synergistic effect. Specifically, based on the time target of the electronic guided rubber-tyred tram driving characteristics along the route, the driving speed is induced based on the vehicle-road driving position and time judgment, so that the vehicle-road driving meets the timing of the green light in the driving direction of the intersection, thereby ensuring the synergistic effect of the green light along the route. It greatly ensures the matching degree of the vehicle-road driving to the intersection and the timing of the green light in the same direction, thereby ensuring the ability to pass the intersection in one go.

[0065] Figure 2 A diagram showing scene and device layout and association relationships according to an embodiment of the present invention is shown.

[0066] The present invention is based on the operating characteristics of electronically guided rubber-tyred trams. Through the interaction between the electronically guided rubber-tyred tram and the road traffic signal control system, signal control and operating effects of social traffic lights at multiple intersections based on the operating characteristics of the electronically guided rubber-tyred trams can be realized.

[0067] Operation characteristics of electronic guided rubber-tyred trams: operating on road traffic surfaces or at intersections with road traffic surfaces; based on the operating conditions of multiple continuous intersections; electronic guided rubber-tyred trams have the characteristics of punctual operation.

[0068] like Figure 2 As shown in the figure, A, B, C...N represent the target traffic intersections passed in sequence in the predetermined driving route. ① The mark is an electronically guided rubber-wheeled tram, which moves in the direction of intersection A, intersection B, intersection C... in the direction of the predetermined driving route. ② The mark is an electronic beacon, which is set to a fixed point along the road such as position a\b\c..., which is used to realize the accurate identification of the fixed point. a\b\c is only a code for different points and does not represent the specific number. It can be set according to the actual needs. ③ The mark is a road-side device, which is used to realize instant interaction with road traffic signal machines and vehicle-side communication. The traffic system realizes the linkage communication of the signal control machines at each intersection through the traffic signal control transmission network, so that each intersection is under unified signal control.

[0069] According to another aspect of the present invention, a road traffic signal priority and speed guidance system for trams is provided, which implements a road traffic signal priority and speed guidance method for trams.

[0070] A road traffic signal priority and speed guidance system for trams comprises: an operation dispatching management system, an on-board logic processing unit, and a traffic system.

[0071] Specifically, the operation dispatching and management system is used to determine the scheduled driving route of the tram, wherein the scheduled driving route includes timing mark points and target traffic intersections; the on-board logic processing unit is used to determine the scheduled driving strategy of the tram, wherein the scheduled driving strategy is used to characterize the driving time difference between the timing mark points and each target traffic intersection; when the tram travels to the timing mark points, the signal light timing strategy for each target traffic intersection is determined according to the predetermined driving strategy; based on the signal light timing strategy and the real-time position information of the tram, the speed guidance strategy for the tram to the next target traffic intersection is determined; the traffic system is used to execute the signal light timing strategy.

[0072] like Figure 2 As shown, ① the electronically guided rubber-wheeled tram includes: beacon-vehicle (vehicle-side beacon), which is a corresponding set with ② identification beacon-ground (road-side beacon). Through the interaction of beacon devices at different ends, the vehicle's position at fixed points along the line can be accurately identified.

[0073] like Figure 2 As shown, ① the electronic guided rubber-wheeled tram includes: HMI (i.e. information display board): receiving the on-board logic processing unit (and the required content in the system) to display the relevant content on the on-board end, mainly used for displaying information to the driver.

[0074] like Figure 2As shown, ① the electronic guided rubber-wheeled tram includes: an on-board logic processing unit: based on the needs of vehicle-side information collection, logic judgment and processing, it is realized through this unit, and at the same time has the real-time position positioning function of the vehicle (or the function of receiving the real-time positioning of the vehicle).

[0075] like Figure 2 As shown, ① the electronic guided rubber-wheeled tram includes: on-board communication: it has wireless communication means to realize two-way communication interaction with ground-end equipment, such as the interface / communication module in the serial number ③ road-end equipment, and transmits it to the on-board logic processing unit.

[0076] like Figure 2 As shown, ③ the road-side equipment includes: a logic processing unit: used to collect road-side information and perform relevant logic judgment and processing according to established strategy requirements.

[0077] like Figure 2 As shown, ③ the road-side equipment includes: an interface / communication module: used for interface communication with the traffic control machine (or traffic system); and also has the means of communication and interaction with the vehicle side.

[0078] like Figure 2 As shown, the traffic system includes: signal control machine: intelligent traffic signal machine, which is used to realize periodic control of intersection traffic lights (traffic lights and countdown), and has good interface communication function to realize the interface of other equipment, and has signal control related logic processing, timing and other related functions.

[0079] like Figure 2 As shown, the traffic system includes: traffic signal control transmission network: used to achieve network interconnection of various signal control machines so as to realize networked joint control of various intersections.

[0080] like Figure 2 As shown, the operation dispatching management system: centrally and uniformly manages the operation of all electronic guided rubber-tyred trams, issues each operation plan or timetable, and has the function of real-time collection and display of vehicle operation status (including vehicle location, running direction and other information).

[0081] In one embodiment, a road traffic signal priority and speed guidance method for trams comprises the following steps:

[0082] (1) Before departure, the electronically guided rubber-tyred tram (referred to as "tram" or "vehicle") obtains the operation schedule (departure time, scheduled travel route) of this trip from the operation and dispatching management system.

[0083] (2) The vehicle-side logic control unit uses the received timetable to drive the timetable diagram (predetermined driving strategy) with vehicle operation characteristics at each key point of this trip.

[0084] (3) When the vehicle reaches the key point a on the road (timing mark point), the vehicle's precise positioning is identified through ① the vehicle-side beacon and ② the road-side beacon.

[0085] (4) Through the communication between ① the vehicle-side onboard communication and ③ the interface / communication module and logic processing unit of the road-side equipment, the transmission between the vehicle and the signal control machine at each intersection (the travel time difference ΔA, ΔB, ΔC of the vehicle to each intersection, such as Figure 4 ); each intersection signal control machine fits the red and green timing of the vehicle operation characteristics according to the time difference (signal timing strategy, such as Figure 6 ).

[0086] (5)③ The road-side equipment obtains the red and green light change status and green light countdown adjusted by the signal control machine along the line through the interface / communication module, and transmits it to the vehicle through the on-board communication with ② the vehicle-side. The on-board logic processing unit determines the real-time distance to each intersection based on the vehicle positioning, combines the green light countdown with the recommended speed, and displays it to the driver through the HMI as a driving reference (speed guidance strategy).

[0087] (6) During the operation of the vehicle, the on-board logic processing unit verifies the real-time position of the vehicle based on the real-time position of the vehicle and the position of the key point beacon, and immediately compares the real-time position with the timetable with vehicle characteristics, and adjusts the guidance speed according to the judgment results (such as Figure 7 ).

[0088] It should be noted that regarding the method of location identification, in addition to the mentioned "beacon-ground" interaction between fixed points along the route and the "beacon-vehicle" interaction on the vehicle side, it can also be based on vehicle GPS / BDS, differential and other positioning methods and means, with the main purpose of accurately locating the position along the route.

[0089] It should be noted that regarding the vehicle-ground communication interaction mode, in addition to the interactive communication between the "on-board communication" and the "interface / communication module" mentioned above, information interaction can also be achieved based on the interactive communication between the electronic guided traffic system platform (operation dispatching and management system) and the traffic system platform / roadside unit.

[0090] Figure 3 A diagram showing the architecture of a regional dynamic right-of-way device system according to an embodiment of the present invention is shown.

[0091] like Figure 3 As shown in the coordinate system, the horizontal axis S represents the distance, which represents the distance position of each target traffic intersection along the predetermined driving path in the driving direction; the vertical axis T represents the time. When the vehicle passes through intersections A, B, C...N in the direction of travel, a running trajectory line based on position-time is formed, as shown in Figure 3The oblique line of the coordinate system. From the coordinate graph, we can see that the higher the slope (the steeper), the slower the vehicle is traveling, and the lower the slope (the flatter), the faster the vehicle is traveling.

[0092] Traffic lights are set at points A, B, C...N, usually with more than four phases. Figure 3 Middle C 1 , C 2 They represent a natural signal control timing cycle of the intersection signal light, t 1 ,t 2 ,t 3 ,t 4 They represent different signal states in the same cycle. Figure 3 The middle indicates the signal timing status along the direction of vehicle travel. The cycle of one direction is generally expressed as 3 red light phases and 1 green light phase. The green light phase indicates that this direction can pass smoothly, and the red light phase indicates that this direction is not passable and vehicles in other directions have the right of way.

[0093] Figure 4 A schematic diagram of a predetermined driving strategy according to an embodiment of the present invention is shown.

[0094] In one embodiment, Figure 4 As shown, the predetermined driving strategy of the tram is determined by the following steps: a driving coordinate system is drawn with distance S as the horizontal axis and time T as the vertical axis; the predetermined travel speed is taken as the target, and the time data of the vehicle passing the timing mark point and the target traffic intersection is calculated in combination with the predetermined driving path; in the driving coordinate system, a driving curve is drawn according to the time data; and the driving time difference between the timing mark point and each target traffic intersection is calculated through the driving curve.

[0095] Specifically, the vehicle passes through various stations and intersections along the route at a predetermined travel speed target, such as Figure 4 As shown in Figure 1, the vehicle passes through three consecutive intersections, forming an optimal driving ST curve that meets the travel speed target, as shown in Figure 1. Figure 4 Based on the above vehicle operation curve, the travel time differences ΔA, ΔB, and ΔC of the vehicle from point a (timing mark point) to each target traffic intersection (A, B, and C) can be obtained.

[0096] It should be noted that the train travel speed, or travel speed for short, refers to the average speed of a train running over a certain distance, and is one of the important indicators for measuring the operating speed of a railway system. When measuring the travel speed, all time factors that affect the train's travel in the corresponding section are taken into account. Travel speed generally refers to the travel speed of a train, and can also refer to the travel speed of other means of transportation such as cars, civil aviation, and passenger ships.

[0097] Figure 5A flow chart of determining a signal light timing strategy for each target traffic intersection according to an embodiment of the present invention is shown.

[0098] like Figure 5 As shown, the signal light timing strategy for each target traffic intersection is determined by the following steps: when the tram reaches the timing mark point, the signal light timing strategy for each target traffic intersection is determined based on the travel time difference, wherein the signal light timing strategy satisfies: when the tram reaches each target traffic intersection, the state of the signal light is a state allowing passage.

[0099] Specifically, when a vehicle is detected by a beacon at point a (timing mark point), the time difference of the vehicle arriving at each intersection is transmitted to each signal control machine through vehicle-to-ground communication and the traffic signal control transmission network. The signal control machine at each intersection adjusts the signal control timing based on this characteristic.

[0100] Figure 6 A schematic diagram of a signal light timing strategy according to an embodiment of the present invention is shown.

[0101] like Figure 6 As shown, the traffic light timing strategy satisfies: when the tram reaches each target traffic intersection, the state of the traffic light is to allow passage.

[0102] Specifically, the traffic light timing strategy can ensure that when a vehicle arrives at each intersection, the vehicle's driving direction is a green light allowing passage.

[0103] Figure 7 A flow chart of real-time driving status analysis and speed guidance according to an embodiment of the present invention is shown.

[0104] like Figure 7 As shown, in order for a vehicle to reach each intersection and pass through the green light, vehicle speed control is the key. The speed guidance strategy for the tram to the next target traffic intersection is determined through the following steps: the scheduled driving schedule of the tram is determined by the departure time and travel time difference of the tram; the real-time driving status of the tram is judged according to the scheduled driving schedule and real-time location information; based on the real-time driving status and combined with the tram's maximum driving speed, the speed guidance strategy for the tram to the next target traffic intersection is determined.

[0105] In one embodiment, the scheduled running schedule of a tram is determined by the following steps: the schedule for the tram to travel to the timing mark point and the target traffic intersection is determined by the departure time of the tram and the travel time difference; the scheduled recommended speed of the tram on the section between the timing mark point and the adjacent target traffic intersection and the section between two adjacent target traffic intersections is determined by the departure time of the tram and the travel time difference.

[0106] Specifically, if Figure 7As shown, when the vehicle is driving, it receives the departure schedule and vehicle operation characteristic data (predetermined driving strategy), combines them to obtain a schedule and speed recommendation for the vehicle to each key point and sends it to the vehicle logic processing unit.

[0107] In one embodiment, the real-time driving status of the tram is determined by the following steps: if the real-time position information is in a lagging position compared with the position information in the scheduled driving timetable, the real-time driving status is a lagging state; if the real-time position information is in a normal position compared with the position information in the scheduled driving timetable, the real-time driving status is a normal state; if the real-time position information is in an advanced position compared with the position information in the scheduled driving timetable, the real-time driving status is an advanced state.

[0108] Specifically, the vehicle logic processing unit combines its own on-board real-time positioning function to obtain the vehicle's real-time position, and instantly compares the position with the timetable at each key point to analyze and determine the vehicle's current operating status (lagging / normal / advanced) under the downgrade.

[0109] In one embodiment, the speed guidance strategy is determined by the following steps: if the real-time driving state is a lagging state, then in combination with the limit driving speed, it is determined whether there is a speed adjustment range. If there is a speed adjustment range, the predetermined recommended speed is modified, and the speed guidance strategy is to drive at the modified predetermined recommended speed; if the real-time driving state is a normal state, the speed guidance strategy is to drive at the predetermined recommended speed; if the real-time driving state is an advanced state, the predetermined recommended speed is modified, and the speed guidance strategy is to drive at the modified predetermined recommended speed.

[0110] Specifically, if the vehicle is lagging behind, it is determined whether there is a speed (maximum speed) adjustment range. If it is not exceeded, the recommended speed is adjusted immediately to adjust the vehicle to catch up with the scheduled green light signal; if it exceeds the adjustment range, it is reminded to downgrade the operation. If the vehicle is normal, it is displayed according to the scheduled recommended speed. If the vehicle is ahead, it is reminded to slow down the vehicle and the recommended deceleration value is displayed to match the green light time at the intersection.

[0111] Figure 8 A schematic diagram of speed guidance based on a green light signal at an intersection according to an embodiment of the present invention is shown.

[0112] The maximum speed allowed for a vehicle to run is the limiting speed, which can form a maximum adjustable range curve along the route, such as Figure 8 The limiting speed range.

[0113] In one embodiment, the time when the vehicle passes each point is compared with the planned time, such as Figure 8Point b in the middle. When the vehicle is always above the vehicle characteristic curve, it is lagging. If it does not exceed the limit driving speed range, the recommended speed will be increased; if it exceeds the red line, it will be downgraded; when the vehicle is always within the allowable error range of the vehicle characteristic curve, it will be displayed normally and the recommended speed will be maintained; when the vehicle is always below the vehicle characteristic curve, it is ahead and the recommended speed will be reduced.

[0114] In one embodiment, the first coordinated intersection A is preferably located farther away from the detection point b, or is set at the previous intersection, so that the overall timing cycle of the vehicle passing through the intersection is adjusted, thereby not affecting the perception of social vehicle drivers in the previous cycle (reducing the probability of a sudden increase in red light timing and a sudden decrease in green light timing).

[0115] Fig. 9 A schematic diagram of speed guidance based on a green light signal at an intersection according to another embodiment of the present invention is shown.

[0116] Regarding the judgment of vehicle real-time position lag, normal, and advance, in addition to Figure 8 The shown method is based on multiple fixed positions (e.g. Figure 8 In b), in addition to comparing the differences at the current running time, you can also use the current time (for example Fig. 9 In the middle t), the difference between the current position and the planned position is compared, and the vehicle speed is guided in combination with the adjustable maximum distance and the recommended speed.

[0117] The present invention adopts a road flexibility priority method based on the operating characteristics of electronically guided rubber-wheeled trams, which greatly reduces the impact of priority vehicles (electronically guided rubber-wheeled trams) on the phase adjustment of signal-controlled intersections along the line during the current cycle, while increasing the probability of vehicles passing through intersections in one go, ensuring the overall travel speed and punctuality of electronically guided rubber-wheeled trams, enhancing the attractiveness of this type of public transportation and reducing negative social impact.

[0118] The method and system for the priority and speed guidance of road traffic signals for trams provided by the present invention can also be used in conjunction with a computer-readable storage medium, on which a computer program is stored, and the computer program is executed to run the method for the priority and speed guidance of road traffic signals for trams. The computer program can run computer instructions, which include computer program codes, which can be in source code form, object code form, executable file or some intermediate form, etc.

[0119] Computer-readable storage media may include: any entity or device that can carry computer program code, recording media, USB flash drives, mobile hard disks, magnetic disks, optical disks, computer memory, read-only memory (ROM), random access memory (RAM), electrical carrier signals, telecommunication signals, and software distribution media, etc.

[0120] It should be noted that the content contained in computer-readable storage media can be appropriately increased or decreased based on the requirements of legislation and patent practices in the jurisdiction. For example, in some jurisdictions, based on legislation and patent practices, computer-readable storage media do not include electrical carrier signals and telecommunications signals.

[0121] In summary, the present invention provides a road traffic signal priority and speed guidance method and system for trams, which has the following advantages over the prior art:

[0122] 1) Based on the characteristics of punctuality and vehicle-road coordination of the electronic guided rubber-wheeled tram, the present invention predicts the arrival time between the vehicle and the road at each intersection along the route and transmits it to the signal control system of each intersection. Based on the arrival time of the vehicle and the road, the signal control of each intersection begins to make adjustments in the next cycle, so that when the vehicle and the road arrive at the intersection, the vehicle and the road are in the green light for safe and smooth passage, reducing the impact interference of multiple priority applications at each intersection; and improving the probability of the electronic guided rubber-wheeled tram passing the intersection in one go.

[0123] 2) The present invention is based on the goal of meeting the driving characteristics of the electronic guided rubber-tyred tram along the route. By analyzing the vehicle-road driving position and time, the driving speed is guided, so that the vehicle-road driving meets the timing of the green light in the driving direction of the intersection, thereby ensuring the coordinated effect of the green lights along the route, greatly ensuring the matching degree of the vehicle-road driving to the intersection and the timing of the green light in the same direction, thereby ensuring the ability to pass the intersection in one go.

[0124] It should be understood that the embodiments disclosed in the present invention are not limited to the specific structures, processing steps or materials disclosed herein, but should be extended to equivalent substitutions of these features understood by ordinary technicians in the relevant field. It should also be understood that the terms used herein are only used for the purpose of describing specific embodiments and are not meant to be limiting.

[0125] In the description of the present invention, unless otherwise specified, "plurality" means two or more than two; the orientations or positional relationships indicated by the terms "upper", "lower", "left", "right", "inner", "outer", "front end", "rear end", "head", "tail", etc. are based on the orientations or positional relationships shown in the drawings, and are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operate in a specific orientation, and therefore cannot be understood as limiting the present invention. In addition, the terms "first", "second", "third", etc. are only used for descriptive purposes and cannot be understood as indicating or implying relative importance.

[0126] In the description of the present invention, it should be noted that, unless otherwise clearly specified and limited, the terms "connected" and "connection" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0127] Certain terms are used throughout this application document to indicate specific system components. As those skilled in the art will recognize, different names can usually be used to indicate the same components, so this application document is not intended to distinguish those components that are only different in name but not in function. In this application document, the terms "comprise", "include" and "have" are used in an open form, and therefore should be interpreted as meaning "including but not limited to...". In addition, the terms "substantially", "substantially" or "approximately" that may be used in this article relate to the tolerances of the corresponding terms accepted by the industry. The term "coupling" as may be used in this article includes direct coupling and indirect coupling via other components, elements, circuits, or modules, wherein for indirect coupling, the components, elements, circuits, or modules between them do not change the information of the signal but can adjust its current level, voltage level, and / or power level. Inferred coupling (for example, one of the elements is coupled to another element by inference) includes direct and indirect coupling between two elements in the same way as "coupling".

[0128] The "one embodiment" or "embodiment" mentioned in the specification means that the specific features, structures or characteristics described in conjunction with the embodiment are included in at least one embodiment of the present invention. Therefore, the phrases "one embodiment" or "embodiment" appearing in various places throughout the specification do not necessarily refer to the same embodiment.

[0129] The embodiments of the present invention are given for the purpose of illustration and description, and are not intended to be exhaustive or to limit the invention to the disclosed forms. Many modifications and variations will be apparent to those of ordinary skill in the art. The embodiments are selected and described in order to better illustrate the principles and practical applications of the present invention and to enable those of ordinary skill in the art to understand the present invention and thereby design various embodiments with various modifications suitable for specific uses.

[0130] Although the embodiments disclosed in the present invention are as above, the contents described are only embodiments adopted for facilitating the understanding of the present invention and are not intended to limit the present invention. Any technician in the technical field to which the present invention belongs can make any modifications and changes in the form and details of the implementation without departing from the spirit and scope disclosed in the present invention, but the patent protection scope of the present invention shall still be subject to the scope defined in the attached claims.

Claims

1. A road traffic signal priority and speed guidance method for trams, It is characterized in that The method comprises the following steps: Determine a planned travel path of the tram, wherein the planned travel path includes a timing landmark point and a target traffic intersection; Determining a predetermined driving strategy of the tram, wherein the predetermined driving strategy is used to characterize the travel time difference between the timing mark point and each of the target traffic intersections; When the tram reaches the timing mark point, the signal light timing strategy for each target traffic intersection is determined according to the predetermined driving strategy; Based on the signal light timing strategy and the real-time location information of the tram, a speed guidance strategy for the tram to travel to the next target traffic intersection is determined.

2. A road traffic signal priority and speed guidance method for trams as claimed in claim 1, It is characterized in that According to the driving direction, the predetermined driving path includes one timing mark point and multiple target traffic intersections in sequence.

3. A road traffic signal priority and speed guidance method for trams as claimed in claim 1 or 2, It is characterized in that The predetermined driving strategy of the tram is determined by the following steps: Draw a driving coordinate system with distance as the horizontal axis and time as the vertical axis; Taking the predetermined travel speed as the target and combining the predetermined driving route, the time data of the vehicle passing the timing mark point and the target traffic intersection is calculated; In the driving coordinate system, a driving curve is obtained by drawing according to the time data; The travel time difference between the timing mark point and each of the target traffic intersections is obtained by calculating the driving curve.

4. A road traffic signal priority and speed guidance method for trams according to any one of claims 1 to 3, It is characterized in that The signal light timing strategy for each of the target traffic intersections is determined by the following steps: when the tram reaches the timing mark point, the signal light timing strategy for each of the target traffic intersections is determined based on the travel time difference, wherein the signal light timing strategy satisfies: when the tram reaches each of the target traffic intersections, the state of the signal light is a state allowing passage.

5. A road traffic signal priority and speed guidance method for trams according to any one of claims 1 to 4, It is characterized in that The speed guidance strategy for the tram to travel to the next target traffic intersection is determined by the following steps: Determine a scheduled tram schedule based on the departure time of the tram and the travel time difference; Determining the real-time running status of the tram according to the scheduled driving schedule and the real-time location information; Based on the real-time driving status and in combination with the maximum driving speed of the tram, the speed guidance strategy for the tram to travel to the next target traffic intersection is determined.

6. A road traffic signal priority and speed guidance method for trams as claimed in claim 5, It is characterized in that The predetermined train schedule is determined by the following steps: Determine the timetable of the tram traveling to the timing mark point and the target traffic intersection according to the departure time of the tram and the travel time difference; The predetermined recommended speed of the tram on the section between the timing mark point and the adjacent target traffic intersection and the section between two adjacent target traffic intersections is determined according to the departure time of the tram and the travel time difference.

7. A road traffic signal priority and speed guidance method for trams as claimed in claim 6, It is characterized in that The real-time driving status of the tram is determined by the following steps: If the real-time location information is in a lagging position compared with the location information in the scheduled driving schedule, the real-time driving state is a lagging state; If the real-time location information is compared with the location information in the scheduled driving schedule and is in a normal position, the real-time driving state is a normal state; If the real-time position information is in an advanced position compared with the position information in the scheduled driving schedule, the real-time driving state is an advanced state.

8. A road traffic signal priority and speed guidance method for trams as claimed in claim 7, It is characterized in that The speed guidance strategy is determined by the following steps: If the real-time driving state is the hysteresis state, judging whether there is a speed adjustment range in combination with the limit driving speed, and modifying the predetermined recommended speed if there is a speed adjustment range, and the speed guidance strategy is driving according to the modified predetermined recommended speed; If the real-time driving state is a normal state, the speed guidance strategy is to drive according to the predetermined recommended speed; If the real-time driving state is an advanced state, the predetermined recommended speed is modified, and the speed guidance strategy is to drive according to the modified predetermined recommended speed.

9. A storage medium, It is characterized in that It contains a series of instructions for executing the method steps as claimed in any one of claims 1 to 8.

10. A road traffic signal priority and speed guidance system for trams, It is characterized in that The method according to any one of claims 1 to 8 is performed, wherein the system comprises: An operation dispatching management system, which is used to determine a scheduled driving path of the tram, wherein the scheduled driving path includes a timing mark point and a target traffic intersection; An on-board logic processing unit, which is used to determine a predetermined driving strategy of the tram, wherein the predetermined driving strategy is used to characterize the travel time difference between the timing mark point and each of the target traffic intersections; when the tram travels to the timing mark point, the signal light timing strategy of each of the target traffic intersections is determined according to the predetermined driving strategy; based on the signal light timing strategy and the real-time position information of the tram, the speed guidance strategy for the tram to travel to the next target traffic intersection is determined; A traffic system is used to implement the signal light timing strategy.

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