Vehicle queue management method and system, and vehicle networking device

Abstract

The invention provides a vehicle queue management method and system, and an Internet of Vehicles device, and the method comprises the steps: determining a first track coincident distance in non-driving planned travel tracks of a first vehicle queue and a second vehicle queue according to the planned travel track of the first vehicle queue and the planned travel track of the second vehicle queue; and combining the first vehicle queue and the second vehicle queue under the condition that the first track coincidence distance is greater than or equal to a first preset distance. According to the method, the first vehicle queue and the second vehicle queue are combined under the condition that the first trajectory coincidence distance in the non-driving planned travel trajectory is greater than or equal to the first preset distance, so that the limitation of the individual ability of a driver and subjective judgment can be avoided from objective conditions such as the actual driving state of the vehicle queues; and the first vehicle queue and the second vehicle queue are combined, so that the vehicle driving route can be optimized, traffic accidents and road congestion are reduced, and the traffic road passing efficiency is improved.

Description

Technical Field

[0001] The present application relates to the technical field of vehicle control, and particularly to a vehicle queue management method and system, and a vehicle networking device. Background Art

[0002] In the actual road environment, traffic management between vehicle queues composed of multiple vehicles has always been a relatively complex problem. Especially in traffic scenarios such as highway ramp merging and separation, urban traffic management, and emergency response and rescue operations, how to achieve traffic management of vehicle queues has become a problem to be solved. For example, the merging and separation of autonomous vehicle queues. An autonomous vehicle queue refers to a queue of multiple vehicles that follow each other with a very small vehicle distance based on the support of autonomous driving technology and V2V (Vehicle-to-Vehicle) vehicle networking technology.

[0003] However, traditional vehicle queue traffic management methods often rely on the judgment and operation of drivers or individual driving vehicles, are easily restricted by the individual abilities and subjective judgments of drivers, and it is difficult to achieve effective coordination and optimization within vehicle queues in the case of a large number of vehicles, resulting in low management efficiency and high risks between vehicle queues. Summary of the Invention

[0004] In view of the above-mentioned disadvantages of the prior art, the purpose of the present application is to provide a vehicle queue management method and system, and a vehicle networking device, which are used to solve the technical problems existing in the prior art.

[0005] To achieve the above object and other related objects, the present application provides a vehicle queue management method, including the following steps:

[0006] According to the planned travel trajectory of the first vehicle queue and the planned travel trajectory of the second vehicle queue, determine the trajectory overlapping distance between the first vehicle queue and the second vehicle queue, and the trajectory overlapping distance includes the first segment trajectory overlapping distance in the un-traveled planned travel trajectory;

[0007] Under the condition that the first segment trajectory overlapping distance in the un-traveled planned travel trajectory is greater than or equal to a first preset distance, merge the first vehicle queue and the second vehicle queue.

[0008] In an embodiment of the present application, the process of merging the first vehicle queue and the second vehicle queue includes:

[0009] The vehicle queue that arrives at the first trajectory coincidence point first is denoted as the prior vehicle queue, and the vehicle queue that arrives at the first trajectory coincidence point later is denoted as the subsequent vehicle queue; alternatively, when the first vehicle queue and the second vehicle queue arrive at the first trajectory coincidence point simultaneously, the vehicle queue with the least number of vehicles is denoted as the prior vehicle queue, and the other vehicle queue is denoted as the subsequent vehicle queue; wherein, the first trajectory coincidence point is obtained based on the un-traveled planned itinerary trajectory of the first vehicle queue and the un-traveled planned itinerary trajectory of the second vehicle queue;

[0010] The passing time when the last vehicle in the prior vehicle queue arrives at the first trajectory coincidence point is used as the reference time;

[0011] Based on the comparison result between the reference time and the target time, the first vehicle queue and the second vehicle queue are merged; wherein, the target time includes the time when the vehicles in the subsequent vehicle queue arrive at the first trajectory coincidence point.

[0012] In an embodiment of the present application, the process of merging the first vehicle queue and the second vehicle queue based on the comparison result between the reference time and the target time includes:

[0013] When the target time is greater than or equal to the reference time, and after the first vehicle queue and the second vehicle queue respectively travel at the original vehicle speed for the reference time, and the first vehicle in the subsequent vehicle queue has not arrived at the first trajectory coincidence point, the vehicle speed of the subsequent vehicle queue is adjusted, and the vehicles in the subsequent vehicle queue are directly merged behind the last vehicle in the prior vehicle queue according to a preset target distance; wherein, the preset target distance is determined based on the safety distance between adjacent vehicles in the prior vehicle queue;

[0014] When the target time is less than the reference time, and when the first vehicle queue and the second vehicle queue respectively travel at the original vehicle speed, the last vehicle in the prior vehicle queue has not arrived at the first trajectory coincidence point, and the first vehicle in the subsequent vehicle queue has arrived at the first trajectory coincidence point, the vehicle speeds and the interval distances of the prior vehicle queue and the subsequent vehicle queue are adjusted, and the vehicles in the subsequent vehicle queue are cross-merged into the remaining vehicles in the prior vehicle queue that have not arrived at the first trajectory coincidence point.

[0015] In an embodiment of the present application, when the target time is less than the reference time, the process of adjusting the vehicle speed of the subsequent vehicle queue includes:

[0016] Denote the first vehicle among the remaining vehicles in the prior vehicle queue that has not reached the first trajectory coincidence point as the k-th vehicle, denote the vehicle adjacent to the front of the k-th vehicle in the prior vehicle queue as the (k - 1)-th vehicle, and denote the vehicle adjacent to the rear of the k-th vehicle in the prior vehicle queue as the (k + 1)-th vehicle; where k is a positive integer; and,

[0017] Denote the distance that the i-th vehicle in the subsequent vehicle queue reaches the first trajectory coincidence point at the current moment as the first target distance; where i is a positive integer, and the vehicle when i = 1 is the first vehicle in the subsequent vehicle queue;

[0018] When the first target distance is greater than the second preset distance, first accelerate the speed of the i-th vehicle in the subsequent vehicle queue to the first preset speed, and then decelerate the speed of the i-th vehicle in the subsequent vehicle queue from the first preset speed to the speed of the prior vehicle queue, so that the i-th vehicle in the subsequent vehicle queue merges between the (k - 1 + i)-th vehicle and the (k - 2 + i)-th vehicle in the prior vehicle queue at the speed of the prior vehicle queue;

[0019] When the first target distance is equal to the second preset distance, directly adjust the speed of the i-th vehicle in the subsequent vehicle queue to the speed of the prior vehicle queue with a constant acceleration, so that the i-th vehicle in the subsequent vehicle queue merges between the (k - 1 + i)-th vehicle and the (k - 2 + i)-th vehicle in the prior vehicle queue at the speed of the prior vehicle queue;

[0020] When the first target distance is less than the second preset distance, first decelerate the speed of the i-th vehicle in the subsequent vehicle queue to the second preset speed, and then accelerate the speed of the i-th vehicle in the subsequent vehicle queue from the second preset speed to the speed of the prior vehicle queue, so that the i-th vehicle in the subsequent vehicle queue merges between the (k - 1 + i)-th vehicle and the (k - 2 + i)-th vehicle in the prior vehicle queue at the speed of the prior vehicle queue.

[0021] In an embodiment of the present application, when the target time is less than the reference time, the process of adjusting the vehicle speed of the prior vehicle queue includes:

[0022] Denote the first vehicle among the remaining vehicles in the prior vehicle queue that has not reached the first trajectory coincidence point as the k-th vehicle; where k is a positive integer; and,

[0023] Reduce the speed of the j-th vehicle in the prior vehicle queue to a second preset speed, and then accelerate the speed of the j-th vehicle in the prior vehicle queue from the second preset speed to the speed of the prior vehicle queue; where j = k + n - 1, and n represents the total number of remaining vehicles in the prior vehicle queue that have not reached the first trajectory coincidence point.

[0024] In an embodiment of the present application, when the target time is greater than or equal to the reference time, the process of adjusting the vehicle speed of the subsequent vehicle queue includes:

[0025] Based on the vehicle speed of the prior vehicle queue, the safety distance between adjacent vehicles in the prior vehicle queue, the body distance of the prior vehicle queue, and the reference time, calculate the vehicle speed adjustment time of the subsequent vehicle queue; and, record the distance traveled by the leading vehicle in the subsequent vehicle queue to the first trajectory coincidence point within the vehicle speed adjustment time as the second target distance.

[0026] When the second target distance is greater than the second preset distance, first accelerate the vehicle speed of the subsequent vehicle queue to a first preset speed, and then decelerate the vehicle speed of the subsequent vehicle queue from the first preset speed to the vehicle speed of the prior vehicle queue;

[0027] When the second target distance is equal to the second preset distance, directly adjust the vehicle speed of the subsequent vehicle queue to the vehicle speed of the prior vehicle queue with a constant acceleration;

[0028] When the second target distance is less than the second preset distance, first decelerate the vehicle speed of the subsequent vehicle queue to a second preset speed, and then accelerate the vehicle speed of the subsequent vehicle queue from the second preset speed to the vehicle speed of the prior vehicle queue.

[0029] In an embodiment of the present application, when the target time is less than the reference time, the process of adjusting the interval distance between the subsequent vehicle queue and the prior vehicle queue includes:

[0030] Based on the safety distance between adjacent vehicles in the prior vehicle queue and the body distance of the subsequent vehicle queue, respectively adjust the interval distance between the subsequent vehicle queue and the prior vehicle queue, so that when the vehicles in the subsequent vehicle queue are cross-merged into the remaining vehicles in the prior vehicle queue that have not reached the first trajectory coincidence point, the interval distance between any vehicle in the subsequent vehicle queue and the adjacent front and rear vehicles is equal to the safety distance between adjacent vehicles in the prior vehicle queue.

[0031] In an embodiment of the present application, before calculating the first segment trajectory coincidence distance between the first vehicle queue and the second vehicle queue, the method further includes:

[0032] Wireless communication broadcast through the current vehicle queue;

[0033] Under the condition that the current vehicle queue does not receive interaction messages from other vehicle queues, control the current vehicle queue to travel along a first path; wherein, the first path includes the path corresponding to the planned travel trajectory of the current vehicle queue;

[0034] Under the condition that the current vehicle queue receives the interaction message of the other vehicle queue and the current vehicle queue and the other vehicle queue will not travel in the same lane when they meet, control the current vehicle queue to travel along a first path and control the other vehicle queue to travel along a second path; wherein, the second path includes the path corresponding to the planned travel trajectory of the other vehicle queue;

[0035] Under the condition that the current vehicle queue receives the interaction message of the other vehicle queue and the current vehicle queue and the other vehicle queue will travel in the same lane when they meet, and when the other vehicle queue has the condition to change lanes, calculate the overlapping distance of the first section of the trajectories of the current vehicle queue and the other vehicle queue based on the planned travel trajectories of the current vehicle queue and the other vehicle queue; or, when the other vehicle queue does not have the condition to change lanes, merge the current vehicle queue and the other vehicle queue;

[0036] Wherein, if the current vehicle queue is the first vehicle queue, the other vehicle queue includes the second vehicle queue; or, if the current vehicle queue is the second vehicle queue, the other vehicle queue includes the first vehicle queue.

[0037] This application also provides a vehicle queue management system, the system includes:

[0038] A distance module, configured to determine the overlapping distance of the trajectories of the first vehicle queue and the second vehicle queue according to the planned travel trajectories of the first vehicle queue and the second vehicle queue, and the overlapping distance of the trajectories includes the overlapping distance of the first section of the trajectories in the un-traveled planned travel trajectories;

[0039] A vehicle queue management module, configured to merge the first vehicle queue and the second vehicle queue under the condition that the overlapping distance of the first section of the trajectories in the un-traveled planned travel trajectories is greater than or equal to a first preset distance.

[0040] This application also provides a vehicle networking device, including a memory, a processor, and a computer program stored on the memory, and the processor executes the computer program to implement the steps of the vehicle queue management method described in any one of the above.

[0041] As described above, the present application provides a vehicle queue management method, a system, and a vehicle networking device, which have the following beneficial effects: The present application can determine the overlapping distance of the trajectories of the first vehicle queue and the second vehicle queue according to the planned travel trajectories of the first vehicle queue and the second vehicle queue. The overlapping distance of the trajectories includes the overlapping distance of the first segment of the trajectory in the un-traveled planned travel trajectory. Under the condition that the overlapping distance of the first segment of the trajectory in the un-traveled planned travel trajectory is greater than or equal to the first preset distance, the first vehicle queue and the second vehicle queue are merged. It can be seen from this that by merging the first vehicle queue and the second vehicle queue under the condition that the overlapping distance of the first segment of the trajectory in the un-traveled planned travel trajectory is greater than or equal to the first preset distance, the present application can start from objective conditions such as the actual driving state of the vehicle queue, avoiding being restricted by the individual abilities and subjective judgments of drivers; moreover, by merging the first vehicle queue and the second vehicle queue, the vehicle driving route can be optimized, traffic accidents and road congestion can be reduced, the traffic road passing efficiency can be improved, and effective coordination and optimization can also be achieved within the vehicle queue, enhancing the management efficiency of the vehicle queue. BRIEF DESCRIPTION OF THE DRAWINGS

[0042] Figure 1 It is a schematic flowchart of the vehicle queue management method provided by an embodiment of the present application;

[0043] Figure 2 It is a schematic flowchart of the fleet merging process provided by an embodiment of the present application;

[0044] Figure 3 It is a schematic diagram of the fleet driving scenario when the second fleet is not in the outer lane provided by an embodiment of the present application;

[0045] Figure 4 It is a schematic diagram of the fleet driving scenario when the second fleet is in the outer lane and does not have the condition to change lanes provided by an embodiment of the present application;

[0046] Figure 5 It is a schematic diagram of the fleet driving scenario when the second fleet is in the outer lane and has the condition to change lanes provided by an embodiment of the present application;

[0047] Figure 6 It is a schematic flowchart of the fleet merging process provided by another embodiment of the present application;

[0048] Figure 7 It is a schematic diagram of the fleet driving scenario provided by an embodiment of the present application;

[0049] Figure 8 It is a schematic diagram of the fleet driving scenario when the fleet does not perform speed adjustment provided by an embodiment of the present application;

[0050] Figure 9Schematic diagram of the driving scenario of a vehicle fleet when the speed of the vehicle fleet provided in an embodiment of the present application is adjusted;

[0051] Figure 10 Schematic diagram of the vehicle fleet merging process when the target time is greater than or equal to the reference time provided in an embodiment of the present application;

[0052] Figure 11 Schematic diagram of the vehicle fleet merging process when the target time is less than the reference time provided in an embodiment of the present application;

[0053] Figure 12 Schematic diagram of the driving scenario of a vehicle fleet when there are still vehicles in fleet B that have not reached the first trajectory coincidence point when the leader of fleet A reaches the first trajectory coincidence point provided in an embodiment of the present application;

[0054] Figure 13 Schematic diagram of the driving scenario of a vehicle fleet when the leader of fleet A merges into fleet B provided in an embodiment of the present application;

[0055] Figure 14 Schematic diagram of the hardware module of a vehicle queue management system provided in an embodiment of the present application;

[0056] Figure 15 Schematic diagram of the hardware module of a vehicle networking device suitable for implementing one or more embodiments in the present application. Detailed implementation manners

[0057] The following uses specific specific examples to illustrate the implementation manners of the present application. Those skilled in the art can easily understand other advantages and effects of the present application from the content disclosed in this specification. The present application can also be implemented or applied through other different specific implementation manners. Various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of the present application. It can be understood that, without conflict, the following embodiments and the features in the embodiments can be combined with each other. In addition, it can be understood that the drawings provided in the following embodiments only illustrate the basic concept of the present application schematically. Therefore, only the components related to the present application are shown in the drawings, rather than being drawn according to the number, shape, and size of the components in actual implementation. The types, quantities, and proportions of the components in actual implementation can be arbitrarily changed, and the component layout type may also be more complex.

[0058] In an exemplary embodiment of the present application, as Figure 1 shown, a vehicle queue management method is provided, including the following steps:

[0059] S110. Determine the overlapping path length of the first vehicle queue and the second vehicle queue based on the planned travel paths of the first vehicle queue and the second vehicle queue. The overlapping path length includes the overlapping path length of the first section of the planned travel path that has not been traveled. In some exemplary embodiments, the first vehicle queue and / or the second vehicle queue may be a vehicle queue composed of vehicles with autonomous driving capabilities, or a vehicle queue composed of vehicles without autonomous driving capabilities. In some exemplary embodiments, the path that the last vehicle in each vehicle queue needs to travel starting from the current moment may be used as the un-traveled planned travel path of each vehicle queue.

[0060] S120. Under the condition that the overlapping path length of the first section of the un-traveled planned travel path is greater than or equal to the first preset distance, merge the first vehicle queue and the second vehicle queue. In some exemplary embodiments, the first preset distance can be set according to the actual situation, and no specific numerical limit is provided here. As an example, when the number of vehicles in the first vehicle queue is N 1 , the number of vehicles in the second vehicle queue is N 2 , the distance between adjacent vehicles in the first vehicle queue is x safe1 , the distance between adjacent vehicles in the second vehicle queue is x safe2 , the vehicle body length of the vehicles in the first vehicle queue is x car1 , and the vehicle body length of the vehicles in the second vehicle queue is x car2 , the first preset distance γ can be set to twice the total length after the merger of the first vehicle queue and the second vehicle queue. Then the first preset distance γ = 2(N 1 + N 2 ) max{(x safe1 + x car1 ), (x safe2 + x car2 )}.

[0061] In some exemplary embodiments, the process of determining the overlapping distance of the first segment of the trajectories in the un-traveled planned trajectories between the first vehicle queue and the second vehicle queue according to the planned travel trajectories of the first vehicle queue and the planned travel trajectories of the second vehicle queue may include: based on the un-traveled planned trajectories of the first vehicle queue and the un-traveled planned trajectories of the second vehicle queue, determining the first trajectory overlapping point of the first vehicle queue and the second vehicle queue in the un-traveled planned trajectories; using the first trajectory overlapping point as the starting sampling point, respectively sampling trajectory points at intervals according to a preset distance from the un-traveled planned trajectories of the first vehicle queue and the un-traveled planned trajectories of the second vehicle queue, and combining the trajectory points with the same sampling distance in the un-traveled planned trajectories of the first vehicle queue and the un-traveled planned trajectories of the second vehicle queue to form one or more groups of trajectory point pairs; calculating the distance between the two trajectory points within each group of trajectory point pairs, and when the distance is not equal to zero, stopping the trajectory point sampling, and determining the overlapping distance of the first segment of the trajectories in the un-traveled planned trajectories between the first vehicle queue and the second vehicle queue according to the trajectory points corresponding to when the distance is equal to zero. Wherein, the preset distance can be set according to the actual situation, and no specific numerical limitation is imposed on it here. In some exemplary embodiments, the first vehicle queue can be denoted as Team A, and the second vehicle queue can be denoted as Team B. Specifically, as an example, the un-traveled planned trajectories of Team A and Team B at the current moment can be obtained, and the overlapping distance of the first segment of the trajectories in the un-traveled planned trajectories of the two teams can be calculated; wherein, the path trajectory that the last vehicle in each team needs to travel starting from the current moment can be used as the un-traveled planned trajectory of each team. Let the un-traveled planned trajectory of Team A be L 1 , and the un-traveled planned trajectory of Team B be L 2 , then the first trajectory overlapping points in the two trajectories are respectively denoted as and Wherein represents the first trajectory overlapping point of Team A, represents the first trajectory overlapping point of Team B. On the two trajectories L 1 and L 2 , a trajectory point is sampled every θ m at intervals, and p = 0, 1, 2,..., N, where represents the p-th trajectory overlapping point of Team A, represents the p-th trajectory overlapping point of Team B, [·] represents rounding down, and here θ can be taken as 5 m. Combine and to form a group of trajectory point pairs, and calculate the distance of each group of trajectory point pairs, there is Where d 0= 0; When d p ≠ 0, stop sampling the trajectory points, and let q = p. Then the overlapping distance D of the first segment of the trajectories in the un-traveled planned routes of the first vehicle fleet and the second vehicle fleet is D = (q - 1)θ, and the first vehicle fleet and the second vehicle fleet separate at or .

[0062] In an exemplary embodiment of the present application, before calculating the overlapping distance of the first segment of the trajectories of the first vehicle queue and the second vehicle queue, it may further include: broadcasting wirelessly through the current vehicle queue; under the condition that the current vehicle queue does not receive interaction messages from other vehicle queues, controlling the current vehicle queue to travel along the first path; where the first path includes the path corresponding to the planned travel trajectory of the current vehicle queue; under the conditions that the current vehicle queue receives interaction messages from other vehicle queues and that the current vehicle queue and other vehicle queues will not travel in the same lane when they meet, controlling the current vehicle queue to travel along the first path and controlling other vehicle queues to travel along the second path; where the second path includes the path corresponding to the planned travel trajectory of other vehicle queues; under the conditions that the current vehicle queue receives interaction messages from other vehicle queues and that the current vehicle queue and other vehicle queues will travel in the same lane when they meet, and when other vehicle queues meet the lane-changing condition, calculating the overlapping distance of the first segment of the trajectories of the current vehicle queue and other vehicle queues based on the planned travel trajectories of the current vehicle queue and other vehicle queues; or, when other vehicle queues do not meet the lane-changing condition, merging the current vehicle queue and other vehicle queues. In some exemplary embodiments, the current vehicle queue and other vehicle queues may use wireless communication to send and receive interaction messages, so that the current vehicle queue and other vehicle queues can receive the corresponding interaction messages before they meet, so that the corresponding vehicle queues can immediately enter the vehicle queue merging process after receiving the interaction messages. As an example, for example, the current vehicle queue and other vehicle queues may use V2X (Vehicle-to-Everything, vehicle wireless communication, hereinafter referred to as V2X) to send and receive interaction messages. As another example, for example, the current vehicle queue and other vehicle queues may use C-V2X (Cellular Vehicle-to-Everything, cellular network-based vehicle wireless communication, hereinafter referred to as C-V2X) to send and receive interaction messages.

[0063] In some exemplary embodiments, if the current vehicle queue is the first vehicle queue, the other vehicle queues include the second vehicle queue. As an example, wireless communication broadcasting can be performed through the first vehicle queue; under the condition that the first vehicle queue does not receive the interaction message of the second vehicle queue, control the first vehicle queue to travel along the first path; wherein, the first path includes the path corresponding to the planned travel trajectory of the first vehicle queue; under the condition that the first vehicle queue receives the interaction message of the second vehicle queue and the first vehicle queue and the second vehicle queue will not travel in the same lane when they meet, control the first vehicle queue to travel along the first path and control the second vehicle queue to travel along the second path; wherein, the second path includes the path corresponding to the planned travel trajectory of the second vehicle queue; under the condition that the first vehicle queue receives the interaction message of the second vehicle queue and the first vehicle queue and the second vehicle queue will travel in the same lane when they meet, and when the second vehicle queue meets the lane-changing condition, calculate the overlapping distance of the first segments of the trajectories of the first vehicle queue and the second vehicle queue according to the planned travel trajectories of the first vehicle queue and the second vehicle queue; or, when the second vehicle queue does not meet the lane-changing condition, merge the first vehicle queue and the second vehicle queue.

[0064] In some exemplary embodiments, if the current vehicle queue is the second vehicle queue, the other vehicle queues include the first vehicle queue. As an example, wireless communication broadcasting can be performed through the second vehicle queue; under the condition that the second vehicle queue does not receive the interaction message of the first vehicle queue, control the second vehicle queue to travel along the second path; under the condition that the second vehicle queue receives the interaction message of the first vehicle queue and the second vehicle queue and the first vehicle queue will not travel in the same lane when they meet, control the second vehicle queue to travel along the second path and control the first vehicle queue to travel along the first path; under the condition that the second vehicle queue receives the interaction message of the first vehicle queue and the second vehicle queue and the first vehicle queue will travel in the same lane when they meet, and when the first vehicle queue meets the lane-changing condition, calculate the overlapping distance of the first segments of the trajectories of the second vehicle queue and the first vehicle queue based on the planned travel trajectories of the second vehicle queue and the first vehicle queue; or, when the first vehicle queue does not meet the lane-changing condition, merge the second vehicle queue and the first vehicle queue.

[0065] Specifically, as an example, such as Figure 2As shown in the figure, the first vehicle queue can be denoted as Team A, and the second vehicle queue can be denoted as Team B. First, the leader of Team A broadcasts the fleet information to the surrounding; among them, the leader of Team A represents the first vehicle in Team A. Then Team A determines whether it has received information from other fleets. If Team A has not received information from other fleets, then Team A travels according to the path corresponding to the planned travel trajectory of its own fleet. If Team A receives information from Team B, then it determines whether Team B is in the outer lane to determine whether Team A and Team B will travel on the same lane. Among them, the lane number where the vehicle is located can be obtained through the communication between the roadside unit RSU (Road Side Unit, abbreviated as RSU) and the vehicle, so as to determine whether Team B is in the outer lane. At the same time, after Team A and Team B communicate through V2X, Team A and Team B can know the lanes where the other fleet is located. If Team B is not in the outer lane, then Team A and Team B travel according to the paths corresponding to the planned travel trajectories of their own fleets, and the corresponding fleet driving scenarios are as shown in Figure 3 As shown. If Team B is in the outer lane, it means that Team A and Team B will travel on the same lane, then it is further determined whether Team B has the condition to change lanes. If Team B does not have the condition to change lanes, then Team A and Team B are selected to merge, and the corresponding fleet driving scenarios are as shown in Figure 4 As shown. If Team B has the condition to change lanes, then the overlapping distance D of the first segments of the trajectories of Team A and Team B is calculated. The calculation process of the overlapping distance D of the first segments of the trajectories of Team A and Team B can refer to the above embodiments and will not be elaborated here. If the overlapping distance D of the first segments of the trajectories is less than the first preset distance γ, that is, D < γ, it means that the overlapping distance of the first segments of the trajectories is too short and it is not necessary to merge the fleets, then Team B changes lanes, and Team A travels according to the path corresponding to the planned travel trajectory of its own fleet; if the overlapping distance D of the first segments of the trajectories is greater than or equal to the first preset distance γ, that is, D ≥ γ, it means that the overlapping distance of the first segments of the trajectories is long enough, and Team A and Team B are selected to merge, and the corresponding fleet driving scenarios are as shown in Figure 5 As shown. Among them, Team A and Team B can know the number of vehicles N 1 , N 2 and the vehicle distance x safe1 , x safe2 and the vehicle body length x car1 , x car2 of each other's fleets through V2X. Then the first preset distance γ can be set to 2 times the total length after the merger of Team A and Team B, and there is: γ = 2(N 1 + N 2 ) max{(x safe1 + x car1 ), (x safe2 + x car2)}. In addition, after the merger of Team A and Team B, the overlapping part of the un-traveled planned itinerary can be recalculated every T time intervals to determine the separation point of Team A and Team B, where T can represent the update period of the planned itinerary of the team. After the separation of Team A and Team B is completed, the leader of Team A broadcasts the team information to the surroundings again to determine whether Team A and Team B will conduct the next team merger. Since the planned itinerary of the team will be continuously updated according to the needs of the team members, assuming the update period is T, it is necessary to recalculate the overlapping part of the planned itinerary every T time intervals after the team merger to determine the specific location of the team separation. After the two teams are separated, recalculate the next overlapping point of the trajectory and perform the team merger again, or the team merger may not be performed again. Therefore, the specific process of re-performing the team merger is not elaborated here, and the corresponding description in this method can be referred to.

[0066] In an exemplary embodiment of the present application, the process of merging the first vehicle queue and the second vehicle queue includes: designating the vehicle queue that arrives at the first trajectory coincidence point first as the prior vehicle queue, and designating the vehicle queue that arrives at the first trajectory coincidence point later as the subsequent vehicle queue; or, when the first vehicle queue and the second vehicle queue arrive at the first trajectory coincidence point simultaneously, designating the vehicle queue with the smallest number of vehicles as the prior vehicle queue, and designating the other vehicle queue as the subsequent vehicle queue; wherein, the first trajectory coincidence point is obtained based on the un-traveled planned itinerary trajectories of the first vehicle queue and the second vehicle queue; using the passing time when the last vehicle in the prior vehicle queue arrives at the first trajectory coincidence point as the reference time; merging the first vehicle queue and the second vehicle queue based on the comparison result between the reference time and the target time; wherein, the target time includes the time when the vehicles in the subsequent vehicle queue arrive at the first trajectory coincidence point. In some exemplary embodiments, it is possible to determine whether the first vehicle queue and the second vehicle queue pass through the first trajectory coincidence point based on the position of the leader of the first vehicle queue at the current moment, the position of the leader of the second vehicle queue at the current moment, and the position of the first trajectory coincidence point. Wherein, the leader of the first vehicle queue represents the first vehicle in the first vehicle queue, and the leader of the second vehicle queue represents the first vehicle in the second vehicle queue. As an example, for instance, if the leader of the first vehicle queue passes through the first trajectory coincidence point first and the leader of the second vehicle queue passes through the first trajectory coincidence point later, then at this time, the first vehicle queue is the prior vehicle queue and the second vehicle queue is the subsequent vehicle queue. As another example, for instance, if the leader of the second vehicle queue passes through the first trajectory coincidence point first and the leader of the first vehicle queue passes through the first trajectory coincidence point later, then at this time, the second vehicle queue is the prior vehicle queue and the first vehicle queue is the subsequent vehicle queue. As yet another example, for instance, if the leader of the first vehicle queue and the leader of the second vehicle queue pass through the first trajectory coincidence point simultaneously, and the number of vehicles in the first vehicle queue is less than that in the second vehicle queue, then at this time, the first vehicle queue is the prior vehicle queue and the second vehicle queue is the subsequent vehicle queue. As another example, for instance, if the leader of the first vehicle queue and the leader of the second vehicle queue pass through the first trajectory coincidence point simultaneously, and the number of vehicles in the first vehicle queue is more than or equal to that in the second vehicle queue, then at this time, the second vehicle queue is the prior vehicle queue and the first vehicle queue is the subsequent vehicle queue. In some exemplary embodiments, the prior vehicle queue can be designated as Team B, and the first vehicle in the prior vehicle queue can be designated as the leader of Team B; the subsequent vehicle queue can also be designated as Team A, and the first vehicle in the subsequent vehicle queue can be designated as the leader of Team A.

[0067] Specifically, as an example, such as Figure 6 and Figure 7As shown, the leading vehicle queue can be denoted as Fleet B, and the trailing vehicle queue can be denoted as Fleet A. If neither Fleet A nor Fleet B has reached the first trajectory coincidence point at the current moment, then based on the speed v of Fleet A at the current moment a , the distance x between the leader of Fleet A and the first trajectory coincidence point a , the speed v of Fleet B b , and the distance x between the leader of Fleet B and the first trajectory coincidence point b , calculate the time required for the leaders of the two fleets to reach the first trajectory coincidence point, which are respectively The target time t = max{t a , t b}. Since the leader of Fleet B reaches the coincidence point first, the target time t = t a at this time. If Fleet B has reached the first trajectory coincidence point at the current moment and Fleet A has not reached the first trajectory coincidence point, then based on the speed v of Fleet A at the current moment a , the distance x between the leader of Fleet A and the first trajectory coincidence point a , and the speed v of Fleet B b , calculate the time required for the leader of Fleet A to reach the first trajectory coincidence point and let the target time t = t a . In Figure 6 , since the target time t in Case 1 is the time required for the fleet that reaches the first trajectory coincidence point later to travel to the coincidence point, and the target time t in Case 2 is the time required for the fleet that has not reached the first trajectory coincidence point to travel to the first trajectory coincidence point, the time when the last vehicle of Fleet B reaches the first trajectory coincidence point can be used as the reference time, that is, the reference time where x last represents the distance traveled by the last vehicle of Fleet B to reach the first trajectory coincidence point. Then, based on the comparison result between the reference time t last and the target time t, merge Fleet A and Fleet B.

[0068] ​In an exemplary embodiment of the present application, the process of merging the first vehicle queue and the second vehicle queue based on the comparison result between the reference time and the target time may include: when the target time is greater than or equal to the reference time, and after the first vehicle queue and the second vehicle queue travel at their original speeds for the reference time, under the condition that the leading vehicle in the rear vehicle queue does not reach the first trajectory coincidence point, adjusting the vehicle speed of the rear vehicle queue, and directly merging the vehicles in the rear vehicle queue behind the last vehicle of the front vehicle queue according to a preset target distance; wherein, the preset target distance is determined based on the safety distance between adjacent vehicles in the front vehicle queue. In some exemplary embodiments, the preset target distance may be an integer multiple of the safety distance between adjacent vehicles in the front vehicle queue. In some exemplary embodiments, before adjusting the vehicle speed of the rear vehicle queue, it can be considered that the vehicle speeds of each vehicle in the rear vehicle queue are the same; and after the first vehicle queue and the second vehicle queue complete the platoon merging, it can be considered that the vehicle speeds of each vehicle in the merged vehicle queue are the same.

[0069] Specifically, as an example, the front vehicle queue can be denoted as Team B, and the rear vehicle queue can be denoted as Team A. Then, based on the comparison result between the reference time t last and the target time t, the process of merging Team A and Team B is as follows: t≥t last , which means that if Team A and Team B travel at their original speeds for t last time, when the last vehicle of Team B has reached the first trajectory coincidence point, the leader of Team A has not reached the first trajectory coincidence point. At this time, the speed v a of Team A can be adjusted to the vehicle speed v b of Team B, and then keep a safety distance x save from the last vehicle of Team B and follow behind Team B, merging Team A and Team B into the same platoon. Among them, the schematic diagram of the platoon driving scenario when Team A adjusts its speed is as Figure 9 shown. In addition, if the speed v a of Team A is the same as the vehicle speed v b of Team B, at this time, the speed of Team A does not need to be adjusted, and Team A can directly travel at the speed v a . The schematic diagram of the platoon driving scenario when Team A does not adjust its speed is as Figure 8 shown.

[0070] In some exemplary embodiments, when the target time is greater than or equal to the reference time, the process of adjusting the vehicle speed of the following vehicle queue includes: calculating the vehicle speed adjustment time of the following vehicle queue based on the vehicle speed of the preceding vehicle queue, the safety distance between adjacent vehicles in the preceding vehicle queue, the body distance of the preceding vehicle queue, and the reference time; and, recording the distance traveled by the leading vehicle in the following vehicle queue to the first trajectory coincidence point within the vehicle speed adjustment time as the second target distance; when the second target distance is greater than the second preset distance, first accelerating the vehicle speed of the following vehicle queue to the first preset vehicle speed, and then decelerating the vehicle speed of the following vehicle queue from the first preset vehicle speed to the vehicle speed of the preceding vehicle queue; when the second target distance is equal to the second preset distance, directly adjusting the vehicle speed of the following vehicle queue to the vehicle speed of the preceding vehicle queue with a constant acceleration; when the second target distance is less than the second preset distance, first decelerating the vehicle speed of the following vehicle queue to the second preset vehicle speed, and then accelerating the vehicle speed of the following vehicle queue from the second preset vehicle speed to the vehicle speed of the preceding vehicle queue. In some exemplary embodiments, the second preset distance can be set according to the actual situation, and no specific numerical limit is provided here. In some exemplary embodiments, it can be considered that the vehicle speeds of each vehicle in the following vehicle queue are the same before adjusting the vehicle speed of the following vehicle queue; and, after the first vehicle queue and the second vehicle queue complete the fleet merger, it can be considered that the vehicle speeds of each vehicle in the merged vehicle queue are the same. In some exemplary embodiments, the first preset vehicle speed and the second preset vehicle speed can be set according to the actual situation, and no specific numerical limit is provided here. As an example, for instance, the first preset vehicle speed can be the maximum speed limit of the corresponding road, and the second preset vehicle speed can be the minimum speed limit of the corresponding road.

[0071] Specifically, as an example, the preceding vehicle queue can be denoted as the B fleet, and the following vehicle queue can be denoted as the A fleet. To ensure that the leader of the A fleet reaches the coincidence point and adjusts the speed to v after Δt time b , and at the same time, the distance from the last vehicle in the B fleet is x save , it is necessary to first calculate the time Δt during which the A fleet can adjust its speed, and the distance x traveled by the leader of the A fleet to the first trajectory coincidence point within this time Δt a = v a * Δt. Among them, Among them, x car is the distance of one vehicle body in the A fleet or the B fleet. As Figure 10 shown, when the target time is greater than or equal to the reference time, that is, t ≥ t last , the process of adjusting the speed of the A fleet can include:

[0072] If the distance x traveled by the leader of the A fleet to the first trajectory coincidence point within this time Δt a is too long, that is, x aGreater than the second preset distance, at this time, the speed of the leader of convoy A is directly changed from v a to v b using a constant acceleration. If it is still not enough for the leader of convoy A to reach the first trajectory coincidence point within Δt time, then the speed of convoy A can be adjusted in stages at this time, including: in the first stage, the speed v a of the leader of convoy A is accelerated to the intermediate speed v max , and then in the second stage, it is gradually decelerated from the intermediate speed v max to the speed v b of convoy B. The intermediate speed v max at this time can also be regarded as the first preset vehicle speed. At the same time, after the leader of convoy A reaches the first trajectory coincidence point, it can join convoy B at a constant speed v b , and then convoy A and convoy B are merged into one convoy.

[0073] If the distance x a traveled by the leader of convoy A to the first trajectory coincidence point within this time Δt is exactly appropriate, that is, x a is equal to the second preset distance, at this time, the speed of the leader of convoy A is directly changed from v a to v b using a constant acceleration. At this time, after the leader of convoy A reaches the first trajectory coincidence point, it can join convoy B at a constant speed v b , and then convoy A and convoy B are merged into one convoy.

[0074] If the distance x a traveled by the leader of convoy A to the first trajectory coincidence point within this time Δt is too short, that is, x a is less than the second preset distance, at this time, the speed of the leader of convoy A is directly changed from v a to v b using a constant acceleration, and then it will collide with convoy B beyond the first trajectory coincidence point. Then the speed of convoy A can be adjusted in stages at this time, including: in the first stage, the speed v a of the leader of convoy A is decelerated to the intermediate speed v min , and then in the second stage, it is gradually accelerated from the intermediate speed v min to the speed v b of convoy B. The intermediate speed v min at this time can also be regarded as the second preset vehicle speed. At the same time, after the leader of convoy A reaches the first trajectory coincidence point, it can join convoy B at a constant speed v b , and then convoy A and convoy B are merged into one convoy.

[0075] In an exemplary embodiment of the present application, the process of merging the first vehicle queue and the second vehicle queue based on the comparison result between the reference time and the target time may include: when the target time is less than the reference time, and the first vehicle queue and the second vehicle queue are driving at their original speeds respectively, under the condition that the last vehicle in the leading vehicle queue has not reached the first trajectory coincidence point, and the first vehicle in the trailing vehicle queue has reached the first trajectory coincidence point, adjust the vehicle speeds and the spacing distances of the leading vehicle queue and the trailing vehicle queue, and cross-merge the vehicles in the trailing vehicle queue among the remaining vehicles in the leading vehicle queue that have not reached the first trajectory coincidence point. In some exemplary embodiments, before adjusting the vehicle speed of the trailing vehicle queue, it can be considered that the vehicle speeds of each vehicle in the trailing vehicle queue are the same; and before adjusting the vehicle speed of the leading vehicle queue, it can be considered that the vehicle speeds of each vehicle in the leading vehicle queue are the same; and, after the first vehicle queue and the second vehicle queue complete the platoon merge, it can be considered that the vehicle speeds of each vehicle in the merged vehicle queue are the same.

[0076] Specifically, as an example, the leading vehicle queue can be denoted as Team B, and the trailing vehicle queue can be denoted as Team A. Then, based on the comparison result between the reference time t last and the target time t, the process of merging Team A and Team B is as follows: t < t last , which means that if Team A and Team B drive at their original speeds for t last time, when the leader of Team A reaches the coincidence point, the last vehicle of Team B has not passed the coincidence point yet. If the first vehicle among the remaining vehicles in Team B that have not reached the first trajectory coincidence point is denoted as the k-th vehicle, then the k-th vehicle in Team B will reach the coincidence point after the leader of Team A at this time. If no speed adjustment is made to Team A and Team B at this time and they are allowed to drive at their original speeds, when the leader of Team A reaches the first trajectory coincidence point, there are still vehicles in Team B that have not passed the first trajectory coincidence point. The corresponding driving scenario is as Figure 12 shown, indicating the situation where there are still vehicles in Team B that have not reached the first trajectory coincidence point when the leader of Team A reaches the first trajectory coincidence point. The vehicle merging strategy at this time can be that Team A and Team B adjust their speeds and spacings in advance and drive to the coincidence point for cross-merging, and the speed of all vehicles is v b at this time. The corresponding driving scenario is as Figure 13 shown.

[0077] In some exemplary embodiments, when the target time is less than the reference time, the process of adjusting the vehicle speed of the following vehicle queue includes: designating the first vehicle among the remaining vehicles in the leading vehicle queue that have not reached the first trajectory coincidence point as the k-th vehicle, designating the vehicle adjacent to the front of the k-th vehicle in the leading vehicle queue as the (k - 1)-th vehicle, and designating the vehicle adjacent to the rear of the k-th vehicle in the leading vehicle queue as the (k + 1)-th vehicle; where k is a positive integer; and, designating the distance that the i-th vehicle in the following vehicle queue reaches the first trajectory coincidence point at the current moment as the first target distance; where i is a positive integer, and the vehicle when i = 1 is the first vehicle in the following vehicle queue. When the first target distance is greater than the second preset distance, first accelerate the vehicle speed of the i-th vehicle in the following vehicle queue to the first preset vehicle speed, and then decelerate the vehicle speed of the i-th vehicle in the following vehicle queue from the first preset vehicle speed to the vehicle speed of the leading vehicle queue, so that the i-th vehicle in the following vehicle queue merges between the (k - 1 + i)-th vehicle and the (k - 2 + i)-th vehicle of the leading vehicle queue at the vehicle speed of the leading vehicle queue. When the first target distance is equal to the second preset distance, directly adjust the vehicle speed of the i-th vehicle in the following vehicle queue to the vehicle speed of the leading vehicle queue using a constant acceleration, so that the i-th vehicle in the following vehicle queue merges between the (k - 1 + i)-th vehicle and the (k - 2 + i)-th vehicle of the leading vehicle queue at the vehicle speed of the leading vehicle queue. When the first target distance is less than the second preset distance, first decelerate the vehicle speed of the i-th vehicle in the following vehicle queue to the second preset vehicle speed, and then accelerate the vehicle speed of the i-th vehicle in the following vehicle queue from the second preset vehicle speed to the vehicle speed of the leading vehicle queue, so that the i-th vehicle in the following vehicle queue merges between the (k - 1 + i)-th vehicle and the (k - 2 + i)-th vehicle of the leading vehicle queue at the vehicle speed of the leading vehicle queue.

[0078] Specifically, as an example, the leading vehicle queue can be designated as Team B, and the following vehicle queue can be designated as Team A. The leader of Team A needs to adjust the speed v to v within the time a and the distance b , where Figure 11 represents the distance that the leader of Team A reaches the first trajectory coincidence point. As shown in Figure 12 , Figure 13 , when the time is less than the reference time, that is, when t < t last , the process of adjusting the speed of the leader of Team A can include:

[0079] If the distance that the leader of Team A travels to the first trajectory coincidence point within the time t is too long, that is, Greater than the second preset distance, at this time, the speed of the leader of convoy A is directly adjusted from v a to v b by using a constant acceleration. If it is still not enough for the leader of convoy A to reach the first trajectory coincidence point within time t, then the speed of the leader of convoy A can be adjusted in stages at this time, including: accelerating the speed v a of the leader of convoy A to the intermediate speed in the first stage, and then gradually decelerating from the intermediate speed to the speed v b of convoy B in the second stage. At this time, the intermediate speed needs to satisfy that the driving distance of the leader of convoy A during the entire adjustment process is and the intermediate speed at this time can also be regarded as the first preset vehicle speed. At this time, after the leader of convoy A reaches the coincidence point, it can drive at a constant speed v b and join behind the (k - 1)-th vehicle and in front of the k-th vehicle of convoy B to complete the crossover merge of the leader of convoy A and convoy B.

[0080] If the distance traveled by the leader of convoy A to the first trajectory coincidence point within time t is exactly appropriate, that is equal to the second preset distance, at this time, the speed of the leader of convoy A is directly adjusted from v a to v b by using a constant acceleration. At this time, after the leader of convoy A reaches the first trajectory coincidence point, it can drive at a constant speed v b and join behind the (k - 1)-th vehicle and in front of the k-th vehicle of convoy B to complete the crossover merge of the leader of convoy A and convoy B.

[0081] If the distance traveled by the leader of convoy A to the first trajectory coincidence point within time t is too short, that is less than the second preset distance, at this time, the speed of the leader of convoy A is directly adjusted from v a to v b by using a constant acceleration, and then it will collide with convoy B beyond the first trajectory coincidence point. Then the speed of the leader of convoy A can be adjusted in stages at this time, including: decelerating the speed v a of the leader of convoy A to the intermediate speed in the first stage, and then gradually accelerating from the intermediate speed to the speed v b of convoy B in the second stage. At this time, the intermediate speed needs to satisfy that the driving distance of the leader of convoy A during the entire adjustment process is and the intermediate speed It can also be regarded as the second preset vehicle speed. At this time, after the leader of convoy A reaches the first trajectory coincidence point, it can travel at a speed of v b and join the convoy B behind the (k - 1)-th vehicle and in front of the k-th vehicle at a constant speed, completing the crossover merge of the leader of convoy A and convoy B.

[0082] Specifically, as another example, the leading vehicle queue can be denoted as convoy B, and the trailing vehicle queue can be denoted as convoy A. Other vehicles in convoy A need to adjust their speed v and distance within the time a to v b . represents the distance for other vehicles in convoy A to reach the first trajectory coincidence point. At this time, i ≥ 2 and i is a positive integer. For example, represents the distance for the second vehicle in convoy A to reach the first trajectory coincidence point, represents the distance for the third vehicle in convoy A to reach the first trajectory coincidence point, and so on. As shown in Figure 11 , when t < t last , the process of adjusting the speed of other vehicles in convoy A may include:

[0083] If the distance traveled by the i-th vehicle in convoy A (at this time, i ≥ 2 and i is a positive integer) to the first trajectory coincidence point within the time t is too long, that is, a is greater than the second preset distance, and at this time, directly adjusting the speed of the i-th vehicle in convoy A from v b to v a using a constant acceleration is still not sufficient for the i-th vehicle in convoy A to reach the first trajectory coincidence point within time t, then the speed of the i-th vehicle in convoy A can be adjusted in stages at this time, including: accelerating the speed v of the i-th vehicle in convoy A to the intermediate speed in the first stage, and then gradually decelerating from the intermediate speed b to the speed v of convoy B in the second stage. At this time, the intermediate speed needs to satisfy that the distance traveled by the i-th vehicle in convoy A during the entire adjustment process is and the intermediate speed at this time can also be regarded as the first preset vehicle speed. At this time, after the i-th vehicle in convoy A reaches the coincidence point, it can travel at a speed of v b and join the convoy B behind the (k - 2 + i)-th vehicle and in front of the (k - 1 + i)-th vehicle at a constant speed, completing the crossover merge of the i-th vehicle in convoy A and convoy B.

[0084] If the distance traveled by the i-th vehicle of Fleet A (where i≥2 and i is a positive integer) to the first trajectory coincidence point within time t is exactly appropriate, that is equal to the second preset distance, at this time, directly use a constant acceleration to adjust the speed of the i-th vehicle of Fleet A from v a to v b , and it can also maintain a distance of 2x save +x car from the (i - 1)-th vehicle of Fleet A. In this way, after time t, the i-th vehicle of Fleet A can join behind the (k - 2 + i)-th vehicle and in front of the (k - 1 + i)-th vehicle of Fleet B at a speed of v b and travel at a constant speed to complete the crossover merger of the i-th vehicle of Fleet A and Fleet B.

[0085] If the distance traveled by the i-th vehicle of Fleet A (where i≥2 and i is a positive integer) to the first trajectory coincidence point within time t is too short, that is less than the second preset distance, at this time, if using a constant acceleration to directly adjust the speed of the i-th vehicle of Fleet A from v a to v b will cause it to collide with Fleet B beyond the first trajectory coincidence point, then at this time, the speed of the i-th vehicle of Fleet A can be adjusted in stages, including: in the first stage, decelerate the speed v a of the i-th vehicle of Fleet A to an intermediate speed and then in the second stage, gradually accelerate from the intermediate speed to the speed v b of Fleet B. At this time, the intermediate speed needs to satisfy that the distance traveled by the i-th vehicle of Fleet A during the entire adjustment process is and the intermediate speed at this time can also be regarded as the second preset vehicle speed. At this time, the i-th vehicle of Fleet A can join behind the (k - 2 + i)-th vehicle and in front of the (k - 1 + i)-th vehicle of Fleet B at a speed of v b and travel at a constant speed to complete the crossover merger of the i-th vehicle of Fleet A and Fleet B.

[0086] In an exemplary embodiment of the present application, when the target time is less than the reference time, the process of adjusting the vehicle speed of the preceding vehicle queue includes: designating the first vehicle among the remaining vehicles in the preceding vehicle queue that have not reached the first trajectory coincidence point as the k-th vehicle; where k is a positive integer; and, decelerating the vehicle speed of the j-th vehicle in the preceding vehicle queue to a second preset vehicle speed, and then accelerating the vehicle speed of the j-th vehicle in the preceding vehicle queue from the second preset vehicle speed to the vehicle speed of the preceding vehicle queue; where j = k + n - 1, and n represents the total number of remaining vehicles in the preceding vehicle queue that have not reached the first trajectory coincidence point.

[0087] Specifically, as an example, the preceding vehicle queue can be designated as Fleet B, and the following vehicle queue can be designated as Fleet A. As Figure 11 、 Figure 12 and Figure 13 shown, when the target time is less than the reference time, i.e., t < t last , then the process of adjusting the speed of Fleet B can include: performing staged speed adjustment on the k-th vehicle of Fleet B, including: decelerating the speed v b of the k-th vehicle of Fleet B to an intermediate speed and then, in the second stage, gradually accelerating from the intermediate speed to the speed v b of Fleet B. At this time, the intermediate speed needs to satisfy that the driving distance of the k-th vehicle of Fleet B during the entire adjustment process is and the intermediate speed at this time can also be regarded as the second preset vehicle speed. And, for the vehicles after the k-th vehicle of Fleet B, i.e., the j-th vehicle of Fleet B (where j = k + 1, k + 2...), performing staged speed adjustment on the j-th vehicle of Fleet B, including: decelerating the speed v b of the j-th vehicle of Fleet B to an intermediate speed and then, in the second stage, gradually accelerating from the intermediate speed to the speed v b of Fleet B. At this time, the intermediate speed needs to satisfy that the driving distance of the j-th vehicle of Fleet B during the entire adjustment process is and the intermediate speed at this time can also be regarded as the second preset vehicle speed. Meanwhile, the others in Fleet B before the k-th vehicle maintain a constant speed of v b .

[0088] In an exemplary embodiment of the present application, when the target time is less than the reference time, the process of adjusting the spacing between the rear vehicle queue and the front vehicle queue includes: based on the safety distance between adjacent vehicles in the front vehicle queue and the body distance of the rear vehicle queue, adjusting the spacing between the rear vehicle queue and the front vehicle queue respectively, so that when the remaining vehicles in the front vehicle queue that have not reached the first trajectory coincidence point merge with the vehicles in the rear vehicle queue, the spacing between any vehicle in the rear vehicle queue and the adjacent vehicles in the front and rear is equal to the safety distance between adjacent vehicles in the front vehicle queue.

[0089] Specifically, as an example, as Figure 11 , Figure 12 and Figure 13 shown, the front vehicle queue can be denoted as Team B, and the rear vehicle queue can be denoted as Team A. Then, when the target time is less than the reference time, that is, t < t last , the process of adjusting the spacing of Team A includes: since the other vehicles in Team A need to adjust their speed v a to v b within time t and maintain a spacing of 2x save +x car from the vehicle in front, so that the vehicles in Team B can be inserted after the crossover merge. At the same time, since there is already a spacing of x save between the originally adjacent vehicles, the distance that the i-th vehicle in Team A needs to travel within time t is At this time, i = 2, 3, 4,..., n a , and i is a positive integer; where n a is the total number of vehicles in Team A, x car is the body length of a vehicle in Team A or Team B, and x save is the safety distance between adjacent vehicles. When the target time is less than the reference time, that is, t < t last , the process of adjusting the spacing of Team B includes: if Team B travels at a speed of v b , after time , the k-th vehicle is at the coincidence point, and the travel distance is v b t. At this time, the distance between the k-th vehicle and the (k - 1)-th vehicle in Team B is x save . In fact, when Team B merges with Team A, the k-th vehicle in Team B needs to be x save +x car +x save from the (k - 1)-th vehicle in Team B, so that the leader of Team A can be inserted. Therefore, the actual distance that the k-th vehicle in Team B needs to travel is And the vehicles after the k-th vehicle in Team B all need to maintain a spacing of x save +xcar +x save , also because the vehicles behind the k-th vehicle in Team B already have a distance of x from the vehicle in front, so only an additional distance of x save needs to be left. Therefore, the distance traveled by the j-th vehicle in Team B within time t car +x save is sufficient. So, when j = k + 1, k + 2…, n at this time b .

[0090] In summary, the present application provides a vehicle queue management method. According to the planned travel trajectories of the first vehicle queue and the second vehicle queue, the overlapping distance of the trajectories of the first vehicle queue and the second vehicle queue can be determined. The overlapping distance of the trajectories includes the overlapping distance of the first section of the trajectory in the un-traveled planned travel trajectory. Under the condition that the overlapping distance of the first section of the trajectory in the un-traveled planned travel trajectory is greater than or equal to the first preset distance, the first vehicle queue and the second vehicle queue are merged. It can be seen from this that by merging the first vehicle queue and the second vehicle queue under the condition that the overlapping distance of the first section of the trajectory in the un-traveled planned travel trajectory is greater than or equal to the first preset distance, it is possible to start from objective conditions such as the actual driving state of the vehicle queue, and avoid being restricted by the individual abilities and subjective judgments of drivers. Moreover, by merging the first vehicle queue and the second vehicle queue, the vehicle driving route can be optimized, traffic accidents and road congestion can be reduced, the traffic road passing efficiency can be improved, and effective coordination and optimization can also be achieved within the vehicle queue, thereby enhancing the management efficiency of the vehicle queue. In addition, the vehicle queue merging method provided by this method can be applied to various scenarios. For example, the vehicle queue merging method provided by this method can be applied to the urban traffic management scenario. Then, in the urban environment, by merging vehicle queues, it can be used to manage taxi or bus fleets, optimize the driving routes of taxi or bus fleets, reduce traffic congestion, and improve the traffic road passing efficiency. Another example is that the vehicle queue merging method provided by this method can be applied to the emergency response and rescue operation scenario. In case of an emergency or natural disaster, by merging vehicle queues, it can be used to quickly organize different rescue fleets (such as fire trucks, ambulances, police cars), so as to achieve efficient rescue operations. Another example is that the vehicle queue merging method provided by this method can be applied to the highway ramp merging scenario. By merging vehicle queues at the ramp entrance, it can help the autonomous driving fleet judge and select the best timing and speed to merge with the fleet on the main road lane, reducing traffic interference and potential safety risks. Another example is that since it is very dangerous to fight for lanes at highway ramp merges or lane merges on urban roads, and a traffic accident may be caused with a slight carelessness, the vehicle queue merging method provided by this method can be applied to the temporary fleet merging at the ramp entrance. When merging fleets at the ramp entrance, the vehicle speed and vehicle spacing can be adjusted, so as to assist the vehicle to execute the autonomous driving fleet mode before entering the ramp, and then form a temporary fleet with surrounding vehicles, thereby safely and efficiently completing the lane merging process.

[0091] In an exemplary embodiment of the present application, as Figure 14 shown, a vehicle queue management system is provided, including:

[0092] A distance module 1410 is configured to determine a trajectory overlapping distance between the first vehicle queue and the second vehicle queue according to the planned travel trajectories of the first vehicle queue and the second vehicle queue. The trajectory overlapping distance includes the overlapping distance of the first segment of the planned travel trajectory that has not been traveled. In some exemplary embodiments, the first vehicle queue and / or the second vehicle queue may be a vehicle queue composed of vehicles with autonomous driving functions, or may be a vehicle queue composed of vehicles without autonomous driving functions. In some exemplary embodiments, the path trajectory that the last vehicle in each vehicle queue needs to travel from the current moment can be used as the un-traveled planned travel trajectory of each vehicle queue.

[0093] A vehicle queue management module 1420 is configured to merge the first vehicle queue and the second vehicle queue under the condition that the overlapping distance of the first segment of the un-traveled planned travel trajectory is greater than or equal to a first preset distance. In some exemplary embodiments, the first preset distance can be set according to the actual situation, and no specific numerical limit is provided here. As an example, when the number of vehicles in the first vehicle queue is N 1 , the number of vehicles in the second vehicle queue is N 2 , the distance between two adjacent vehicles in the first vehicle queue is x safe1 , the distance between two adjacent vehicles in the second vehicle queue is x safe2 , the vehicle body length of the vehicles in the first vehicle queue is x car1 , and the vehicle body length of the vehicles in the second vehicle queue is x car2 , under the condition that, the first preset distance γ can be set to twice the total length after the merger of the first vehicle queue and the second vehicle queue, then the first preset distance γ = 2(N 1 + N 2 ) max{(x safe1 + x car1 ), (x safe2 + x car2 )}.

[0094] It can be understood that the vehicle queue management system provided by the above embodiments and the vehicle queue management method provided by the above embodiments belong to the same concept. The specific manner in which the vehicle queue management method performs operations has been described in detail in the above method embodiments, and will not be elaborated here. In practical applications, the vehicle queue management system provided by the above embodiments can, as needed, allocate the above functions to be completed by different functional modules, that is, divide the internal structure of the vehicle queue management system into different functional modules, and then implement all or part of the functions of the corresponding functional modules through the vehicle queue management method described in the above embodiments. No specific restrictions will be imposed here either. For example, all or part of the functions of the mileage module 1410 can be implemented through step S110 and related steps in the vehicle queue management method, and all or part of the functions of the vehicle queue management module 1420 can be implemented through step S120 and related steps in the vehicle queue management method, and will not be elaborated here.

[0095] Therefore, the present application provides a vehicle queue management system, which can determine the overlapping distance of the trajectories of the first vehicle queue and the second vehicle queue according to the planned travel trajectories of the first vehicle queue and the second vehicle queue. The overlapping distance of the trajectories includes the overlapping distance of the first segment of the planned travel trajectory that has not been traveled. Under the condition that the overlapping distance of the first segment of the planned travel trajectory that has not been traveled is greater than or equal to the first preset distance, the first vehicle queue and the second vehicle queue are merged. It can be seen from this that by merging the first vehicle queue and the second vehicle queue under the condition that the overlapping distance of the first segment of the planned travel trajectory that has not been traveled is greater than or equal to the first preset distance, the system can start from objective conditions such as the actual driving state of the vehicle queue, and avoid being restricted by the individual abilities and subjective judgments of drivers. Moreover, by merging the first vehicle queue and the second vehicle queue, the vehicle driving route can be optimized, traffic accidents and road congestion can be reduced, the traffic road passing efficiency can be improved, and effective coordination and optimization can also be achieved within the vehicle queue, thereby enhancing the management efficiency of the vehicle queue. In addition, the vehicle queue merging method provided by the present system can be applied to various scenarios. For example, the vehicle queue merging method provided by the present system can be applied to the urban traffic management scenario. Then, in the urban environment, by merging vehicle queues, it can be used to manage taxi or bus fleets, optimize the driving routes of taxi or bus fleets, reduce traffic congestion, and improve the traffic road passing efficiency. Another example is that the vehicle queue merging method provided by the present system can be applied to the emergency response and rescue operation scenario. In the event of an emergency or natural disaster, by merging vehicle queues, it can be used to quickly organize different rescue fleets (such as fire trucks, ambulances, police cars), thereby achieving efficient rescue operations. Another example is that the vehicle queue merging method provided by the present system can be applied to the highway ramp merging scenario. By merging vehicle queues at the ramp entrance, it can help autonomous driving fleets judge and select the best timing and speed to merge with the fleets on the main road lane, reducing traffic interference and potential safety risks. Another example is that since it is very dangerous to jostle for lanes at highway ramp mergings or lane mergings on urban roads, and a traffic accident may occur with a slight mistake, the vehicle queue merging method provided by the present system can be applied to the temporary fleets merging into the ramp. When merging fleets at the ramp entrance, the vehicle speed and vehicle spacing can be adjusted, so as to assist the vehicle in executing the autonomous driving fleet mode before merging into the ramp, and then form a temporary fleet with surrounding vehicles, thereby safely and efficiently completing the lane merging process.

[0096] In an exemplary embodiment of the present application, a vehicle networking device is further provided. The vehicle networking device may include a memory, a processor, and a computer program stored on the memory. The processor executes the computer program to enable the vehicle networking device to execute Figure 1 the steps of the vehicle queue management method described above. Figure 15The structural schematic diagram of a vehicle networking device 1000 is shown. Refer to Figure 15 As shown, the vehicle networking device 1000 includes: a processor 1010, a memory 1020, a power supply 1030, a display unit 1040, and an input unit 1060. In some exemplary embodiments, the vehicle networking device may be configured in all or part of the vehicles in the above-mentioned first vehicle queue and / or second vehicle queue.

[0097] The processor 1010 is the control center of the vehicle networking device 1000, connecting each component through various interfaces and lines, and executing various functions of the vehicle networking device 1000 by running or executing computer programs / instructions stored in the memory 1020, thereby performing overall monitoring of the vehicle networking device 1000. In the embodiments of the present application, when the processor 1010 calls the computer program stored in the memory 1020, it executes the steps of the vehicle queue management method as Figure 1 described. Optionally, the processor 1010 may include one or more processing units; preferably, the processor 1010 may integrate an application processor and a modulation and demodulation processor, where the application processor mainly processes the operating system, user interface, applications, etc., and the modulation and demodulation processor mainly processes wireless communication. In some embodiments, the processor and the memory may be implemented on a single chip, and in some embodiments, they may also be separately implemented on independent chips.

[0098] The memory 1020 may mainly include a program storage area and a data storage area. Among them, the program storage area may store the operating system, various applications, etc.; the data storage area may store instruction data created according to the use of the vehicle networking device 1000. In addition, the memory 1020 may include a high-speed random access memory, and may also include a non-volatile memory, such as at least one magnetic disk storage device, a flash memory device, or other non-volatile solid-state storage devices, etc.

[0099] The vehicle networking device 1000 further includes a power supply 1030 (such as a battery) for supplying power to each component. The power supply may be logically connected to the processor 1010 through a power management system, so as to manage functions such as charging, discharging, and power consumption through the power management system.

[0100] The display unit 1040 can be used to display information input by the user or information provided to the user, as well as various menus of the vehicle networking device 1000. In the embodiments of the present application, it is mainly used to display the display interfaces of various applications in the vehicle networking device 1000 and objects such as text and pictures displayed in the display interfaces. The display unit 1040 may include a display panel 1050. The display panel 1050 can be configured in the form of a liquid crystal display (LCD), an organic light-emitting diode (OLED), etc.

[0101] The input unit 1060 can be used to receive information such as numbers or characters input by the user. The input unit 1060 may include a touch panel 1070 and other input devices 1080. Among them, the touch panel 1070, also known as a touch screen, can collect touch operations of the user on or near it (such as operations of the user using a finger, a stylus, or any suitable object or accessory on or near the touch panel 1070).

[0102] Specifically, the touch panel 1070 can detect the touch operation of the user, detect the signals brought by the touch operation, convert these signals into contact coordinates, send them to the processor 1010, and receive and execute the commands sent by the processor 1010. In addition, the touch panel 1070 can be implemented in multiple types such as resistive, capacitive, infrared, and surface acoustic wave. The other input devices 1080 may include, but are not limited to, one or more of a physical keyboard, function keys (such as volume control keys, power on / off keys, etc.), a trackball, a mouse, a joystick, etc.

[0103] Of course, the touch panel 1070 can cover the display panel 1050. After the touch panel 1070 detects a touch operation on or near it, it is transmitted to the processor 1010 to determine the type of touch event. Subsequently, the processor 1010 provides a corresponding visual output on the display panel 1050 according to the type of touch event. Although in Figure 15 the touch panel 1070 and the display panel 1050 are implemented as two independent components to realize the input and output functions of the vehicle networking device 1000, in some embodiments, the touch panel 1070 and the display panel 1050 can be integrated to realize the input and output functions of the vehicle networking device 1000.

[0104] The vehicle networking device 1000 may further include one or more sensors, such as a pressure sensor, a gravitational acceleration sensor, a proximity light sensor, etc. Of course, according to the needs in specific applications, the above vehicle networking device 1000 may further include other components such as a camera.

[0105] An embodiment of the present application further provides a computer-readable storage medium. When a computer program / instructions stored in the storage medium are executed by a processor, the above-mentioned device can execute the steps of the vehicle queue management method as described in Figure 1 this application.

[0106] Those skilled in the art can understand that Figure 15 merely examples of vehicle networking devices are provided, which do not constitute a limitation on the devices. The devices may include more or fewer components than those shown in the figures, or combine certain components, or different components. For the convenience of description, the above parts are divided into various modules (or units) according to functions and described separately. Of course, when implementing the present application, the functions of the various modules (or units) can be implemented in the same or multiple software or hardware.

[0107] Those skilled in the art should understand that the present application can be in the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code. The present application is described with reference to the flowcharts and / or block diagrams of methods, devices (systems), and computer program products according to embodiments of the present application. It should be understood that each process and / or block in the flowchart and / or block diagram, and the combination of processes and / or blocks in the flowchart and / or block diagram, can be implemented by computer program instructions. These computer program instructions can be applied to the processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing devices to generate a machine, so that the instructions executed by the processor of the computer or other programmable data processing devices generate means for implementing the functions specified in Figure 1 one process or multiple processes and / or blocks Figure 1 one block or multiple blocks. Figure 1 one process or multiple processes and / or blocks Figure 1 one block or multiple blocks. Figure 1 one process or multiple processes and / or blocks Figure 1 one block or multiple blocks.

[0108] It can be understood that when the above embodiments collect, store, use, process, transmit, provide, disclose, delete, etc. relevant data (such as planned travel trajectories, overlapping distances of trajectories, etc.), it is completed after or with the consent of the user. For example, planned travel trajectories, overlapping distances of trajectories, etc. are obtained through authorization with the user's knowledge and consent; or are actively provided by the user after reading the relevant instructions, or are actively authorized / provided / uploaded by the user when using some or all of the functions described in the above embodiments, or are obtained through other means / ways that have passed or obtained the user's consent.

[0109] It can be understood that although terms such as first and second may be used to describe preset vehicle speeds, etc. in the embodiments of the present application, these terms are only used to distinguish the preset vehicle speeds from each other. For example, without departing from the scope of the embodiments of the present application, the first preset vehicle speed may also be referred to as the second preset vehicle speed, and similarly, the second preset vehicle speed may also be referred to as the first preset vehicle speed.

[0110] The above embodiments only illustratively explain the principles and effects of the present application, rather than limiting the present application. Any person familiar with this technology can modify or change the above embodiments without departing from the spirit and scope of the present application. Therefore, all equivalent modifications or changes completed by those with ordinary knowledge in the technical field without departing from the spirit and technical idea disclosed by the present application should still be covered by the claims of the present application.

Claims

1. A vehicle queue management method, characterized in that: The method comprises: According to the planned travel trajectory of the first vehicle queue and the planned travel trajectory of the second vehicle queue, determining the overlapped distance of the trajectories of the first vehicle queue and the second vehicle queue, wherein the overlapped distance includes the overlapped distance of the first segment of the planned travel trajectory that has not been driven; Under the condition that the overlapping distance of the first segment of the untraveled planned travel trajectory is greater than or equal to a first preset distance, the first vehicle queue and the second vehicle queue are merged.

2. The vehicle queue management method according to claim 1, characterized in that: The process of merging the first vehicle queue and the second vehicle queue includes: The vehicle queue that arrives at the first trajectory overlap point first is recorded as the preceding vehicle queue, and the vehicle queue that arrives at the first trajectory overlap point later is recorded as the following vehicle queue; or, when the first vehicle queue and the second vehicle queue arrive at the first trajectory overlap point at the same time, the vehicle queue with the least number of vehicles is recorded as the preceding vehicle queue, and the other vehicle queue is recorded as the following vehicle queue; wherein the first trajectory overlap point is obtained based on the untraveled planned itinerary trajectory of the first vehicle queue and the untraveled planned itinerary trajectory of the second vehicle queue; The travel time when the last vehicle in the preceding vehicle queue reaches the first trajectory overlap point is used as the reference time; Based on the comparison result of the reference time and the target time, the first vehicle queue and the second vehicle queue are merged; wherein the target time includes the time when the vehicle in the rear vehicle queue reaches the first trajectory overlap point.

3. The vehicle queue management method according to claim 2, characterized in that: Based on the comparison result of the reference time and the target time, the process of merging the first vehicle queue and the second vehicle queue includes: Under the condition that the target time is greater than or equal to the reference time, and the first vehicle queue and the second vehicle queue respectively travel at the original speed for the reference time, and the first vehicle in the following vehicle queue has not reached the first trajectory overlap point, the speed of the following vehicle queue is adjusted, and the vehicles in the following vehicle queue are directly merged behind the last vehicle of the preceding vehicle queue according to a preset target distance; wherein the preset target distance is determined based on the safety distance between adjacent vehicles in the preceding vehicle queue; Under the condition that the target time is less than the reference time, and the first vehicle queue and the second vehicle queue are respectively traveling at the original speeds, the last vehicle in the leading vehicle queue has not reached the first trajectory overlap point, and the first vehicle in the following vehicle queue has reached the first trajectory overlap point, the speeds and interval distances of the leading vehicle queue and the following vehicle queue are adjusted, and the vehicles in the following vehicle queue are cross-merged with the remaining vehicles in the leading vehicle queue that have not reached the first trajectory overlap point.

4. The vehicle queue management method according to claim 3, characterized in that: When the target time is less than the reference time, the process of adjusting the vehicle speed of the rear vehicle queue includes: The first vehicle among the remaining vehicles in the preceding vehicle queue that have not reached the first trajectory overlap point is recorded as the kth vehicle, the vehicle in front of the kth vehicle in the preceding vehicle queue is recorded as the (k-1)th vehicle, and the vehicle in the rear of the kth vehicle in the preceding vehicle queue is recorded as the (k+1)th vehicle; wherein k is a positive integer; and, The distance taken by the i-th vehicle in the rear vehicle queue to reach the first trajectory overlap point at the current moment is recorded as the first target distance; wherein i is a positive integer, and the vehicle when i=1 is the first vehicle in the rear vehicle queue; When the first target distance is greater than the second preset distance, firstly accelerate the speed of the i-th vehicle in the rear vehicle queue to the first preset speed, and then reduce the speed of the i-th vehicle in the rear vehicle queue from the first preset speed to the speed of the preceding vehicle queue, so that the i-th vehicle in the rear vehicle queue is merged between the (k-1+i)-th vehicle and the (k-2+i)-th vehicle in the preceding vehicle queue according to the speed of the preceding vehicle queue; When the first target distance is equal to the second preset distance, the speed of the i-th vehicle in the rear vehicle queue is directly adjusted to the speed of the front vehicle queue by using a constant acceleration, so that the i-th vehicle in the rear vehicle queue is merged between the (k-1+i)-th vehicle and the (k-2+i)-th vehicle in the front vehicle queue according to the speed of the front vehicle queue; When the first target distance is less than the second preset distance, the speed of the i-th vehicle in the rear vehicle queue is first reduced to the second preset speed, and then the speed of the i-th vehicle in the rear vehicle queue is accelerated from the second preset speed to the speed of the preceding vehicle queue, so that the i-th vehicle in the rear vehicle queue is merged between the (k-1+i)-th vehicle and the (k-2+i)-th vehicle in the preceding vehicle queue according to the speed of the preceding vehicle queue.

5. The vehicle queue management method according to claim 3, characterized in that: When the target time is less than the reference time, the process of adjusting the vehicle speed of the preceding vehicle queue includes: The first vehicle among the remaining vehicles in the preceding vehicle queue that have not reached the first trajectory overlap point is recorded as the kth vehicle; wherein k is a positive integer; and The speed of the j-th vehicle in the preceding vehicle queue is reduced to a second preset speed, and then the speed of the j-th vehicle in the preceding vehicle queue is accelerated from the second preset speed to the speed of the preceding vehicle queue; wherein j=k+n-1, and n represents the total number of remaining vehicles in the preceding vehicle queue that have not reached the first trajectory overlap point.

6. The vehicle queue management method according to claim 3, characterized in that: When the target time is greater than or equal to the reference time, the process of adjusting the vehicle speed of the following vehicle queue includes: Calculate the speed adjustment time of the following vehicle queue based on the speed of the preceding vehicle queue, the safety distance between adjacent vehicles in the preceding vehicle queue, the body distance of the preceding vehicle queue and the reference time; and record the distance of the first vehicle in the following vehicle queue reaching the first trajectory overlap point within the speed adjustment time as the second target distance; When the second target distance is greater than the second preset distance, firstly accelerating the speed of the rear vehicle queue to a first preset speed, and then decelerating the speed of the rear vehicle queue from the first preset speed to the speed of the front vehicle queue; When the second target distance is equal to the second preset distance, the speed of the rear vehicle queue is directly adjusted to the speed of the front vehicle queue by using a constant acceleration; When the second target distance is less than the second preset distance, the speed of the rear vehicle queue is first reduced to the second preset speed, and then the speed of the rear vehicle queue is accelerated from the second preset speed to the speed of the leading vehicle queue.

7. The vehicle queue management method according to any one of claims 3 to 5, characterized in that: When the target time is less than the reference time, the process of adjusting the interval distance between the following vehicle queue and the preceding vehicle queue includes: Based on the safety distance of the adjacent vehicles in the preceding vehicle queue and the body distance of the following vehicle queue, the interval distances of the following vehicle queue and the preceding vehicle queue are adjusted respectively, so that when the remaining vehicles in the preceding vehicle queue that have not reached the first trajectory overlap point cross and merge with the vehicles in the following vehicle queue, the interval distances between any vehicle in the following vehicle queue and the front and rear adjacent vehicles are equal to the safety distances of the adjacent vehicles in the preceding vehicle queue.

8. The vehicle queue management method according to claim 1, characterized in that: Before calculating the overlap distance of the first track segments of the first vehicle queue and the second vehicle queue, the method further includes: Wireless communication broadcasting through the current vehicle queue; Under the condition that the current vehicle queue does not receive an interaction message from other vehicle queues, controlling the current vehicle queue to travel along a first path; wherein the first path includes a path corresponding to a planned travel trajectory of the current vehicle queue; Under the condition that the current vehicle queue receives the interaction message from the other vehicle queues and the current vehicle queue and the other vehicle queues will not travel in the same lane when they meet, the current vehicle queue is controlled to travel according to a first path and the other vehicle queues are controlled to travel according to a second path; wherein the second path includes a path corresponding to a planned travel trajectory of the other vehicle queues; When the current vehicle queue receives the interaction message from the other vehicle queue, and the current vehicle queue and the other vehicle queue will travel in the same lane when they meet, and the other vehicle queue is ready for lane change, based on the planned travel trajectories of the current vehicle queue and the other vehicle queue, the overlapping distance of the first segment of the trajectory of the current vehicle queue and the other vehicle queue is calculated; or, when the other vehicle queue is not ready for lane change, the current vehicle queue and the other vehicle queue are merged; If the current vehicle queue is the first vehicle queue, the other vehicle queues include the second vehicle queue; or if the current vehicle queue is the second vehicle queue, the other vehicle queues include the first vehicle queue.

9. A vehicle queue management system, characterized in that: The system comprises: A distance module, configured to determine, based on the planned travel trajectory of the first vehicle queue and the planned travel trajectory of the second vehicle queue, a distance of overlap between the trajectories of the first vehicle queue and the second vehicle queue, wherein the overlapped distance includes a first segment of overlapped distance in the untraveled planned travel trajectory; The vehicle queue management module is used to merge the first vehicle queue and the second vehicle queue under the condition that the overlapping distance of the first segment of the untraveled planned trip trajectory is greater than or equal to the first preset distance.

10. A vehicle networking device, characterized in that: The invention comprises a memory, a processor and a computer program stored in the memory, wherein the processor executes the computer program to implement the steps of the vehicle queue management method according to any one of claims 1 to 8.

Images