A method, system and medium for determining dynamic green wave speed

Abstract

A dynamic green wave speed determination method, system, and medium relate to the field of data processing. The method includes: determining the safe speed range of the current vehicle; when there is a fault intersection in the remaining green wave path, using the first exit as the target exit; when there is no vehicle blocking the fault intersection and the distance between the current vehicle and the first exit exceeds a preset distance, modifying the target exit; when the current vehicle is driving towards the fault intersection, if the signal light at the fault intersection is faulty and there are no vehicles between the front of the current vehicle and the passing line of the fault intersection, obtaining the vehicle and pedestrian traffic conditions on the target road; determining a target speed set based on the traffic conditions; when there is a target speed within the safe speed range in the target speed set, determining a green wave speed set; when the target speed is included in the green wave speed set, displaying the target speed. Implementation of the above technical solution improves the traffic efficiency of vehicles traveling in a one-way green wave band with a traffic light fault.

Description

Technical Field

[0001] The present application relates to the field of data processing technology, and in particular to a method, system and medium for determining a dynamic green wave speed. Background Art

[0002] In modern urban traffic management, green wave technology is widely used to optimize traffic flow and reduce the number of stops required at consecutive intersections. By coordinating the timing of adjacent traffic lights, green wave technology allows vehicles to pass through multiple intersections continuously at a specific speed, improving traffic efficiency and reducing congestion.

[0003] Currently, during the driving process, if the vehicle discovers in advance that there is a fault in the traffic light at a certain intersection in the remaining green wave band of the preset driving route, the vehicle will usually choose to detour to avoid the faulty intersection.

[0004] However, when the vehicle is traveling from its current location to the fault intersection, if the fault intersection is not congested or normal traffic order has been restored under the active guidance of the traffic police, the vehicle can directly drive along the preset route and pass through the fault intersection to its destination. When the vehicle is driving towards the fault intersection, due to the malfunction of the traffic light at the fault intersection, it is impossible to obtain the accurate time point for passage through the vehicle's traffic pattern and traffic light to accurately calculate the green wave speed, so that the vehicle can directly pass through the fault intersection. As a result, the vehicle will stop and wait when passing through the fault intersection, which will interrupt the continuity of the green wave belt. The vehicle cannot smoothly pass through the intersection corresponding to the fault signal light at the expected green wave speed, affecting the vehicle's traffic efficiency in the green wave belt. Summary of the Invention

[0005] The present application provides a method, system and medium for determining a dynamic green wave speed, which improves the traffic efficiency of vehicles traveling in a one-way green wave band with a traffic light failure.

[0006] In the first aspect, the present application provides a dynamic green wave speed determination method, which includes: determining the safe speed range of the current vehicle based on the traffic volume, the speed limit range of the one-way green wave band in which the current vehicle is traveling, and the weather conditions; when it is detected that there is a fault intersection in the remaining green wave path of the current vehicle, the first exit closest to the fault intersection in the remaining green wave path is used as the target exit, the fault intersection is an intersection where the traffic signal light is faulty, and the target exit is the exit for the current vehicle to exit the one-way green wave band; when it is detected that there is no vehicle congestion at the fault intersection and the first distance between the current vehicle and the first exit exceeds a preset distance, the target exit is modified to the green wave band exit in the remaining green wave path; when the current vehicle is traveling from the previous intersection of the fault intersection to the fault intersection, if the traffic signal light at the fault intersection is faulty and the current vehicle is traveling at a predetermined speed, the target exit is modified to the green wave band exit in the remaining green wave path; If there is no vehicle traveling between the front of the vehicle and the passing line of the fault intersection, the vehicle traffic conditions and pedestrian traffic conditions on the target roads are obtained, and the target roads are all roads leading to the fault intersection except the road where the current vehicle is located. A target speed set is determined based on the vehicle traffic conditions and the pedestrian traffic conditions. The current vehicle can directly pass through the fault intersection by traveling at any speed in the target speed set. When there is a target speed within the safe speed range in the target speed set, a green wave speed set is determined based on the current vehicle position, the position of the next intersection after the fault intersection, and the traffic light information of the next intersection. The current vehicle can directly pass through the next intersection by traveling at any green wave speed in the green wave speed set. When the target speed is included in the green wave speed set, the target speed is displayed on the green wave speed display screen.

[0007] By adopting the above technical solution, when it is detected that there is a faulty intersection with a traffic light in the one-way green wave band where the vehicle is traveling, the green wave band exit for the vehicle to exit the green wave band and detour is set as the exit closest to the faulty intersection. If, on the way to the exit, the vehicle detects that the traffic light at the faulty intersection is still in a faulty state, but there is no traffic congestion due to low traffic volume or traffic police guidance, the vehicle can pass directly. At this time, the detour plan is canceled and the vehicle travels along the original route, avoiding the vehicle from increasing additional mileage and time costs due to unnecessary detours. When driving to the intersection before the faulty intersection, it is determined whether there is a vehicle traveling between the front of the current vehicle and the passing line of the faulty intersection. If there is no vehicle traveling, the green wave speed is calculated so that the vehicle can travel directly through the faulty intersection and the next intersection of the faulty intersection at the green wave speed, thereby improving the traffic efficiency of vehicles when traveling in the one-way green wave band with a traffic light failure.

[0008] In combination with some embodiments of the first aspect, in some embodiments, the target vehicle speed set is determined based on the vehicle traffic conditions and the pedestrian traffic conditions, specifically including: predicting the first time period for each vehicle on the target road to travel to the fault intersection and the second time period for driving out of the fault intersection, as well as the third time period for each pedestrian on the target road to walk to the fault intersection and the fourth time period for walking out of the fault intersection, based on the vehicle traffic conditions, the road speed limit range and the pedestrian traffic conditions; determining the target time period in which there are no vehicles and pedestrians passing through the fault intersection based on the first time period, the second time period, the third time period and the fourth time period; determining the target vehicle speed set based on the current time point, the target time period and the second distance between the current vehicle and the pass line of the fault intersection.

[0009] By using this technical solution, by predicting the arrival and departure times of vehicles and pedestrians on the target road at the fault intersection, a target time period can be identified during which no vehicles or pedestrians will pass through the fault intersection. Based on this target time period, combined with the current time point and the distance between the vehicle and the fault intersection pass line, a set of target speeds is calculated. Vehicles traveling at any speed within this set of target speeds can pass through the fault intersection directly, avoiding delays caused by waiting or yielding, and improving vehicle efficiency at the fault intersection.

[0010] In combination with some embodiments of the first aspect, in some embodiments, after the step of determining the target speed set based on the current time point, the target time period and the second distance between the current vehicle and the pass line of the fault intersection, the method also includes: determining the speed change time of the current vehicle from the current speed to each speed in the target speed set based on the historical driving record of the current vehicle; when there is a target speed change time that exceeds a preset time threshold among all speed change times, a new target time point is obtained based on the target speed change time and the target time point in the target time period corresponding to the target speed change time, and the target speed change time is one of all speed change times; a new vehicle speed corresponding to the target speed change time is calculated based on the new target time point, the current time point and the second distance; and the vehicle speed corresponding to the target speed change time in the target speed set is updated based on the new vehicle speed.

[0011] By adopting the above technical solution, the speed change time required for the vehicle to change from the current speed to each speed in the target speed set is determined through the vehicle's historical driving records. When it is detected that the speed change time exceeds the preset time threshold, the target speed set is adjusted and updated to ensure that the vehicle will not be unable to pass through the fault intersection directly at a speed in the target speed set due to excessively long speed change time, thereby improving the vehicle's traffic efficiency at the fault intersection.

[0012] In combination with some embodiments of the first aspect, in some embodiments, when there is a target vehicle speed within the safety speed range in the target vehicle speed set, after the step of determining the green wave speed set based on the current vehicle position, the position of the next intersection of the fault intersection, and the traffic light information of the next intersection, the method further includes: identifying the driving status and vehicle type of other vehicles in front of, behind, and on the side of the current vehicle based on the collected vehicle driving videos of the other vehicles; when it is identified that there is a target vehicle with an abnormal driving status or a vehicle type of a preset dangerous type among the other vehicles, obtaining the target vehicle distance between the current vehicle and the target vehicle; when the target vehicle distance is less than a preset safety vehicle distance threshold, updating the green wave speed set based on the current vehicle speed, the target vehicle distance, and the preset safety distance threshold, and the preset safety vehicle distance threshold is greater than the safety vehicle distance under normal circumstances.

[0013] This technical solution collects and analyzes driving video of other vehicles around the vehicle, identifying vehicles with abnormal driving conditions or belonging to pre-set dangerous categories. When the distance between the target vehicle and the current vehicle is detected to be too close, less than the preset safe distance threshold, the green wave speed set is promptly updated based on the current vehicle speed, the target distance, and the preset safe distance threshold. This improves driving safety in complex traffic environments and reduces the occurrence of traffic accidents.

[0014] In combination with some embodiments of the first aspect, in some embodiments, when the target vehicle distance is less than the preset safety distance threshold, the green wave speed set is updated according to the current speed of the current vehicle, the target vehicle distance and the preset safety distance threshold, specifically including: when the target vehicle distance is less than the preset safety distance threshold, the minimum driving speed is calculated according to the speed of the target vehicle, the current speed of the current vehicle, the target vehicle distance and the preset safety distance threshold; filtering out a target green wave speed set in the green wave speed set whose green wave speed is greater than or equal to the minimum driving speed; and replacing the data in the green wave speed set with the data in the target green wave speed set.

[0015] Using the above technical solution, when it is detected that the distance between the target vehicle and the current vehicle is too close, the minimum driving speed is calculated based on the speed of the target vehicle, the speed of the current vehicle, the target distance, and the preset safety distance threshold. Based on this, a target green wave speed set that meets the safety requirements is screened out, and the green wave speed set is then updated to ensure that the vehicle can always maintain a safe distance from the target vehicle when traveling at any green wave speed in the green wave speed set during driving, avoiding the close distance caused by excessive speed, improving vehicle driving safety, and reducing the probability of traffic accidents.

[0016] In combination with some embodiments of the first aspect, in some embodiments, when the target vehicle speed is included in the green wave speed set, after the step of displaying the target vehicle speed on the green wave speed display screen, the method further includes: determining the target energy consumption required for the current vehicle to exit the target exit based on the path information of the remaining green wave path of the current vehicle, the target vehicle speed and the historical energy consumption data of the current vehicle; when the current energy consumption of the current vehicle is less than the target energy consumption, updating the target exit based on the current energy consumption, the position of the second exit corresponding to the target charging station closest to the real-time position, the target vehicle speed, the preset green wave speed and the historical energy consumption data.

[0017] Using this technical solution, when it is detected that the current vehicle's remaining energy consumption is insufficient to support the vehicle to exit the green wave belt according to the preset route, the location of the target exit is dynamically adjusted based on the current vehicle's real-time location, target speed, historical energy consumption data, and information about the nearest target charging station. This allows the vehicle to plan ahead to the nearest charging station when energy consumption is insufficient, avoiding being unable to reach the target exit or being stuck along the way due to energy exhaustion. At the same time, this prevents vehicles from being stuck in the green wave belt due to insufficient energy consumption, affecting the overall traffic efficiency of the green wave belt.

[0018] In combination with some embodiments of the first aspect, in some embodiments, when the current energy consumption of the current vehicle is less than the target energy consumption, the target exit is updated according to the current energy consumption, the position of the second exit corresponding to the target charging station closest to the real-time position, the target vehicle speed, the preset green wave speed, and the historical energy consumption data, specifically including: when the current energy consumption of the current vehicle is less than the target energy consumption, the minimum energy consumption for the current vehicle to travel to the position of the second exit is determined according to the position of the second exit corresponding to the target charging station closest to the current vehicle, the target vehicle speed, the preset green wave speed, and the historical energy consumption data; when the current energy consumption is less than the minimum energy consumption, the green wave band distance that the current vehicle can travel is determined according to the current energy consumption, the target vehicle speed, the preset green wave speed, and the historical energy consumption data; and the target exit is updated according to the green wave band distance and the distance between the position of each green wave band exit and the current vehicle.

[0019] By adopting the above technical solution, when it is detected that the current remaining energy consumption of the vehicle is insufficient to support the vehicle to travel to the nearest charging station, the target exit is dynamically adjusted to ensure that the vehicle can exit the green wave belt in time before the remaining energy consumption is exhausted, thereby avoiding the vehicle being stuck in the green wave belt due to insufficient energy consumption, affecting the overall traffic efficiency of the green wave belt.

[0020] In combination with some embodiments of the first aspect, in some embodiments, when the target vehicle speed is included in the green wave speed set, after the step of displaying the target vehicle speed on the green wave speed display screen, the method further includes: calculating the actual speed of the current vehicle based on the actual driving distance of the current vehicle in unit time; when the difference between the actual speed and the real-time driving speed displayed on the on-board display screen of the current vehicle exceeds a preset error range, updating the real-time driving speed based on the actual speed.

[0021] The above technical solution is used to calculate the actual speed based on the actual distance traveled by the vehicle per unit time, and compare it with the real-time driving speed displayed on the on-board display screen. When the difference between the two exceeds the preset error range, it is updated in time to provide the driver with more accurate speed information, helping the driver to better drive according to the green wave speed, ensuring that the vehicle passes through various intersections smoothly, maintaining the traffic efficiency of the green wave belt, and avoiding the driver's misjudgment of the vehicle speed due to speed display errors, missing the green wave signal and frequently stopping and starting.

[0022] In a second aspect, an embodiment of the present application provides a green wave speed determination system, including a green wave speed display screen and a server, wherein the server includes: one or more processors and a memory; the memory is coupled to the one or more processors, the memory is used to store computer program code, the computer program code includes computer instructions, and the one or more processors call the computer instructions to cause the green wave speed determination system to perform the method described in the first aspect and any possible implementation of the first aspect.

[0023] In a third aspect, an embodiment of the present application provides a computer-readable storage medium comprising instructions. When the instructions are executed on a green wave speed determination system, the green wave speed determination system performs the method described in the first aspect and any possible implementation of the first aspect.

[0024] It is understandable that the green wave speed determination system provided in the second aspect and the storage medium provided in the third aspect are both used to execute the method provided in this application. Therefore, the beneficial effects that can be achieved can refer to the beneficial effects of the corresponding methods and will not be repeated here.

[0025] One or more technical solutions provided in the embodiments of this application have at least the following technical effects or advantages:

[0026] 1. This application monitors the congestion of a faulty intersection in real time. When a vehicle is traveling to the preset route and detouring at the nearest green wave exit before the faulty intersection, if it detects that the traffic light at the faulty intersection is still in a faulty state, but there is no traffic congestion due to low traffic volume or traffic police guidance, the detour plan is canceled and the vehicle is driven along the original preset route, thus avoiding unnecessary detours that incur additional mileage and time costs. At the same time, when the vehicle reaches the intersection before the faulty intersection, it determines whether there is any vehicle traveling between the current vehicle and the passing line of the faulty intersection. If there is no vehicle traveling, the green wave speed is calculated so that the vehicle can travel directly through the faulty intersection and the next intersection after the faulty intersection at the green wave speed, thereby improving the traffic efficiency of vehicles traveling in the one-way green wave band with a traffic light fault.

[0027] 2. This application collects and analyzes driving videos of other vehicles around the vehicle to identify target vehicles with abnormal driving conditions or belonging to preset dangerous categories. When the distance between the target vehicle and the current vehicle is detected to be too close to the preset safe distance, the green wave speed set is promptly updated based on the current vehicle speed, the target distance, and the preset safe distance threshold. This ensures that the vehicle can maintain a safe distance from the target vehicle at any green wave speed in the green wave speed set, avoiding close distances caused by slow speeds, improving vehicle driving safety, and reducing the probability of traffic accidents.

[0028] 3. When the present application detects that the current vehicle's remaining energy consumption is insufficient to support the vehicle to exit the green wave belt according to the preset route, it dynamically adjusts the location of the target exit based on the current vehicle's real-time position, target speed, historical energy consumption data, and the nearest target charging station information. This allows the vehicle to plan ahead to go to the nearest charging station when energy consumption is insufficient, avoiding being unable to reach the target exit or being stuck along the way due to energy exhaustion. At the same time, it prevents vehicles from being stuck in the green wave belt due to insufficient energy consumption, affecting the overall traffic efficiency of the green wave belt. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] Figure 1 This is a schematic diagram of a system architecture to which the dynamic green wave speed determination method in the embodiment of the present application can be applied;

[0030] Figure 2 This is a flow chart of a method for determining a dynamic green wave speed in an embodiment of the present application;

[0031] Figure 3 This is a schematic diagram of an exemplary scenario of the method for determining the dynamic green wave speed in an embodiment of the present application;

[0032] Figure 4 is another exemplary scenario diagram of the method for determining the dynamic green wave speed in an embodiment of the present application;

[0033] Figure 5 is another exemplary scenario diagram of the method for determining the dynamic green wave speed in an embodiment of the present application;

[0034] Figure 6 This is another flowchart of the method for determining the dynamic green wave speed in an embodiment of the present application;

[0035] Figure 7 This is a schematic diagram of an exemplary hardware structure of the green wave speed determination system in an embodiment of the present application. DETAILED DESCRIPTION

[0036] The terms used in the following examples of the present application are only for the purpose of describing specific embodiments and are not intended to limit the present application. As used in the specification and appended claims of this application, the singular expressions "a," "an," "said," "above," "the," and "this" are intended to include plural expressions as well, unless the context clearly indicates otherwise. It should also be understood that the term "and / or" used in this application refers to any or all possible combinations comprising one or more of the listed items.

[0037] In the following, the terms "first" and "second" are used for descriptive purposes only and should not be understood to imply or suggest relative importance or implicitly indicate the number of the technical features indicated. Therefore, the features defined as "first" and "second" may explicitly or implicitly include one or more of the features. In the description of the embodiments of this application, unless otherwise specified, "plurality" means two or more.

[0038] A green wave is a traffic signal coordination control strategy designed to optimize signal timing to enable vehicles traveling at a specific speed to pass through multiple intersections without encountering red lights. Green waves include unidirectional, bidirectional, static, and dynamic green waves. The green wave in this application refers to a unidirectional green wave.

[0039] Figure 1 It is a structural diagram of a system architecture to which the dynamic green wave speed determination method in the embodiment of the present application can be applied.

[0040] See also Figure 1 ,The green wave speed determination system includes sensors, cameras, green wave speed display screens and servers.

[0041] The server, the core component of the system, acquires real-time traffic data, vehicle location and speed information, intersection signal phase difference, cycle duration, and green light duration. Based on these parameters, it calculates the current vehicle's green wave speed and sends corresponding control instructions to the green wave speed display. Sensors collect data such as the distance between the current vehicle and surrounding vehicles and transmit this data to the server. Cameras capture image data of surrounding vehicles and transmit this data to the server. The green wave speed display receives control instructions from the server and displays the corresponding green wave speed information accordingly.

[0042] Through the above system architecture, the green wave speed determination system can calculate the green wave speed of the current vehicle based on real-time traffic condition data, vehicle driving position and speed information, phase difference of intersection signal lights, cycle duration, green light time and other parameters. This allows the current vehicle traveling at this green wave speed to pass directly through multiple consecutive intersections in the green wave belt, reducing the time spent stopping and waiting for green lights, and improving the efficiency of passing through the green wave belt.

[0043] In related technologies, during a vehicle's travel, if it discovers in advance that a traffic light at an intersection within the remaining green wave band of its preset route is faulty and congested, the vehicle will usually choose to detour to avoid the faulty intersection. However, by the time the vehicle is about to reach the faulty intersection, the traffic order at the faulty intersection may have returned to normal under the active guidance of the traffic police. At this time, if the vehicle exits the green wave band in advance according to the detour route, a large amount of time will be wasted, which will not only increase the driver's travel time but may also disrupt the original travel plan. At the same time, during the detour, the vehicle's extra mileage will also increase energy consumption and exhaust emissions, which will have an adverse impact on the overall operating efficiency of urban traffic and the environment.

[0044] However, the dynamic green wave speed determination method in the embodiment of the present application is used. When it is detected that there is a fault intersection with a faulty traffic light in the one-way green wave band where the vehicle is traveling, the green wave band exit for the vehicle to detour is set to the exit closest to the fault intersection. If, on the way to the exit, the vehicle detects that the traffic light at the fault intersection is still in a faulty state, but there is no traffic congestion due to low traffic volume or traffic police guidance, the vehicle can pass directly. At this time, the detour plan is canceled and the vehicle travels along the original route, avoiding the vehicle from increasing additional mileage and time costs due to unnecessary detours. When driving to the intersection before the fault intersection, it is determined whether there is a vehicle traveling between the front of the current vehicle and the passing line of the fault intersection. If there is no vehicle traveling, the green wave speed is calculated so that the vehicle can travel directly through the fault intersection and the next intersection after the fault intersection at the green wave speed, thereby improving the traffic efficiency of vehicles when traveling in the one-way green wave band with a faulty traffic light.

[0045] The following combination Figure 2 To illustrate the method of the embodiment of the present application.

[0046] See also Figure 2 , which is a flow chart of a method for determining a dynamic green wave speed in an embodiment of the present application.

[0047] S201. Determine a safe speed range for the current vehicle based on previously acquired traffic volume, the speed limit range of the one-way green wave band, and weather conditions.

[0048] Specifically, for the speed limit range of a one-way green wave, the current vehicle position is determined using GPS or the Beidou satellite navigation system. Based on this position, the green wave section the vehicle is currently on is determined. The built-in green wave information database (containing parameters such as the section ID, speed limit range, and recommended driving speed range) is called to obtain the current green wave speed limit range.

[0049] For traffic flow, the traffic flow data of the current road section is obtained in real time through the data interface with the traffic management department or based on roadside traffic flow monitoring equipment (such as geomagnetic sensors, cameras, etc.). The traffic flow data is the number of vehicles passing through a specific area of the road section per unit time.

[0050] For weather conditions, the system obtains real-time weather conditions through the data interface with the meteorological department. The system obtains weather information for the area where the current road section is located by calling the API interface provided by the meteorological data center.

[0051] Obtain a table of safe speed ranges corresponding to speed limit ranges, and search the table for a safe speed range for the current vehicle that corresponds to the traffic volume and real-time weather conditions.

[0052] Among them, the safe speed range correspondence table is pre-built and stored by the system. It is obtained by analyzing, counting and sorting the vehicle driving records of green wave bands of vehicles with different speed limit ranges under different traffic flows and different weather conditions. It covers various possible combinations of speed limit ranges, traffic flows and weather conditions.

[0053] S202: When it is detected that there is a fault intersection in the remaining green wave path of the current vehicle, the first exit closest to the fault intersection in the remaining green wave path is used as the target exit.

[0054] The faulty intersection is an intersection where the traffic light is faulty, and the target exit is the exit where the current vehicle exits the one-way green wave band.

[0055] Specifically, the system communicates with the vehicle's onboard navigation system to obtain the vehicle's preset route and remaining route information to the destination. This remaining route information includes road sections that the vehicle has not yet traveled, section information for each section (such as road type and number of lanes), and the travel distance for each section. Road types include green bands and non-green bands. The section information for each section in the remaining route information is matched with the green band information for the one-way green band currently being traveled in the green band information database. The remaining green band path matching the one-way green band currently being traveled is obtained, along with its corresponding route information. The green band information database contains parameters such as the section ID, speed limit range, recommended speed range, and the starting and ending locations of the green bands.

[0056] The system communicates with the traffic light status monitoring system through the traffic management department's real-time data exchange interface to obtain a set of operating status information for each traffic light in the remaining green wave path. If a traffic light in the operating status information set is detected to be operating abnormally, the location of the faulty intersection where the abnormal traffic light is located is obtained.

[0057] Based on the path information of the remaining green wave path, the location of each green wave exit in the remaining green wave path is determined. Based on the location of each green wave exit and the location of the faulty intersection, the actual driving distance between each green wave exit and the faulty intersection is calculated using a distance calculation algorithm based on the road network topology (such as the Dijkstra algorithm or the A* algorithm). This distance calculation algorithm is a method for calculating the distance between two points in a road network, taking into account topological information such as road connectivity, node, and edge attributes. The calculated distances between each green wave exit and the faulty intersection are compared, and the green wave exit closest to the faulty intersection is selected as the first exit (i.e., the target exit).

[0058] To understand the scenario in step S202, please refer to Figure 3 , which is a schematic diagram of an exemplary scenario of the method for determining the dynamic green wave speed in an embodiment of the present application.

[0059] like Figure 3 As shown, the current vehicle is traveling in the current driving direction according to the remaining green wave path in the one-way green wave band. There is a fault intersection in the green wave band in the current vehicle's driving direction. The current vehicle continues to travel in the current driving direction according to the remaining green wave path, and will pass through the previous intersection of the fault intersection, the fault intersection, and the next intersection of the fault intersection in sequence.

[0060] As shown in the first exit in the figure, the green wave belt exit refers to the intersection where a vehicle can drive from the green wave belt section to the non-green wave belt section along the driving direction specified by a specific lane. The green wave belt exit position refers to the position where the vehicle exits the green wave belt section and reaches the non-green wave belt section.

[0061] S203: When it is detected that there is no vehicle congestion at the fault intersection and the first distance between the current vehicle and the first exit exceeds a preset distance, the target exit is modified to a green wave exit of the remaining green wave path.

[0062] Specifically, a detour route for the current vehicle to travel to the destination after exiting the green wave zone from the first exit is replanned, and the detour route is sent to the vehicle navigation system so that the current vehicle travels according to the detour route.

[0063] The system communicates with the traffic monitoring system through the traffic management department's real-time data interaction interface to obtain real-time traffic monitoring information at the faulty intersection. Based on this real-time traffic monitoring information, an image recognition algorithm is used to identify whether there are stalled vehicles or vehicles traveling at speeds below a preset threshold at the faulty intersection from the monitoring screen.

[0064] If so, it means that there is a vehicle congestion at the fault intersection. The detour path in the vehicle navigation system is not changed, so that the current vehicle continues to travel to the destination along the detour path and avoids the congested intersection.

[0065] If no, indicating that there is no traffic congestion at the fault intersection, a first distance between the current vehicle position and the first exit is calculated using a distance calculation algorithm based on road network topology (such as the Dijkstra algorithm or the A* algorithm). If the first distance is less than a preset distance, the vehicle cannot change its current route and must follow a detour to its destination. In this case, the detour route in the onboard navigation system remains unchanged, allowing the vehicle to continue along the detour to its destination. If the first distance is greater than or equal to the preset distance, the vehicle can change its current route, modifying the target exit to a preset green wave exit in the remaining green wave path. The preset route is then transmitted to the onboard navigation system, allowing the vehicle to follow the preset route (i.e., exit the green wave along the remaining green wave path) and reach its destination through the roadblock intersection.

[0066] To understand the scenario in step S203, please refer to Figure 4 , is another exemplary scenario diagram of the dynamic green wave speed determination method in an embodiment of the present application.

[0067] like Figure 4As shown in (a), when there is a vehicle congestion at the fault intersection or there is no vehicle congestion at the fault intersection, but the vehicle has passed the stop line of the intersection and is heading towards the first exit, the vehicle exits the green wave belt from the first exit and drives along the detour route to avoid the congested intersection.

[0068] like Figure 4 As shown in (b), when there is no vehicle congestion at the fault intersection and the vehicle has not passed the stop line at the intersection and can change the driving direction, the vehicle drives towards the fault intersection and follows the original preset driving path (i.e., drives out of the green wave belt along the remaining green wave path) and drives to the destination through the roadblock intersection.

[0069] S204. When the current vehicle is traveling from a previous intersection adjacent to the fault intersection toward the fault intersection, if the traffic light at the fault intersection is faulty and there is no vehicle traveling between the front of the current vehicle and the passing line of the fault intersection, obtain vehicle traffic conditions and pedestrian traffic conditions on the target road.

[0070] The target roads are all roads leading to the fault intersection except the road where the current vehicle is located.

[0071] Specifically, the system communicates with the vehicle's onboard navigation system to obtain the vehicle's real-time driving path information. The actual driving path information is then matched with the path information of the remaining green wave path. If the match fails, it is determined that the vehicle is not following the remaining green wave path. If the match succeeds, it is determined that the vehicle is following the remaining green wave path toward the fault intersection. The system then obtains the location information of the intersection preceding the fault intersection. If this location information matches the vehicle's real-time location information, it indicates that the vehicle has passed the intersection preceding the fault intersection along the remaining green wave path and is now heading toward the fault intersection.

[0072] When the current vehicle is detected traveling along the remaining green wave path through the intersection preceding the fault intersection and heading toward the fault intersection, communication with the traffic monitoring system is established through the traffic management department's real-time data interaction interface to obtain real-time traffic monitoring video of the road between the current vehicle's direction of travel and the passing line of the fault intersection. An image recognition algorithm is used to identify the vehicle targets in the video frame by frame through the monitoring video. During the recognition process, vehicle features are extracted based on a deep learning model, including significant features such as the vehicle's outline, color, and model, to accurately distinguish between different vehicles. Furthermore, by setting up a specific detection area, the presence of vehicles within this area is monitored in real time. If no vehicles are identified within the detection area in multiple consecutive frames, it is determined that no vehicles are traveling between the current vehicle and the passing line of the fault intersection.

[0073] When there is no vehicle traveling between the front of the current vehicle and the passing line of the fault intersection, and the operating status of the traffic light corresponding to the fault intersection obtained by the traffic light status monitoring system is abnormal, real-time monitoring videos of each section of the target road are obtained through the traffic monitoring system.

[0074] Based on the real-time monitoring video of each road section, the vehicle and pedestrian traffic conditions are obtained through image recognition and data analysis technology.

[0075] Vehicle traffic conditions are monitored in real time using object detection and tracking algorithms. First, deep learning-based object detection models, such as YOLO (You Only Look Once) or Faster R-CNN (Region-Convolutional Neural Networks), identify vehicles in each frame and mark their locations. Then, image recognition technology is used to identify the pixel locations of intersections in the surveillance video based on pre-defined intersection feature points (such as intersection boundary markers and specific traffic signs). Based on the pixel locations of identified vehicles in the image and the intersection itself, combined with camera calibration parameters, the distance from the vehicle to the intersection is calculated by mapping image pixels to physical space. To improve calculation accuracy, multiple calculations of vehicle and intersection positions are performed across multiple frames, and the results are filtered to eliminate errors caused by factors such as image noise and vehicle motion.

[0076] Pedestrian traffic is also monitored in real time using object detection and tracking algorithms. First, a deep learning-based human detection model, such as a specific pedestrian detection algorithm based on a convolutional neural network (CNN), is used to identify pedestrian targets in each frame of surveillance video. These algorithms, trained on a large number of pedestrian sample images, accurately capture pedestrian appearance characteristics, enabling identification and location of pedestrians against complex backgrounds. Next, calculations are performed based on the pixel locations of the identified intersections and pedestrians in the image, combined with the mapping relationship between image pixels and physical space established using camera calibration parameters. Similar to calculating the distance from the vehicle to the intersection, the straight-line distance between the pedestrian and the intersection is calculated using the Euclidean distance formula by converting the pixel coordinates of the pedestrian and intersection in the image to coordinates in the real-world coordinate system. To ensure accuracy, the positions of the pedestrian and intersection are calculated multiple times across multiple frames, and the results are processed using a filtering algorithm to eliminate errors caused by factors such as image noise and changes in the pedestrian's posture.

[0077] Finally, the distances of each vehicle from the intersection and the distances of each pedestrian from the intersection are integrated to obtain the vehicle traffic conditions and pedestrian traffic conditions on the target road.

[0078] To understand the scenario in step S204, please refer to Figure 5 , is another exemplary scenario diagram of the dynamic green wave speed determination method in an embodiment of the present application.

[0079] like Figure 5 As shown, the current vehicle has driven out of the previous intersection of the fault intersection and is driving from the previous intersection of the fault intersection toward the fault intersection along the current driving direction according to the remaining green wave path, and there is no other vehicle driving between the front of the current vehicle and the passing line of the fault intersection.

[0080] As shown in the diagram, the stop line at a fault intersection indicates where vehicles must stop at a red light or when yielding. It is the dividing line between the intersection and the road before vehicles enter the fault intersection. The pass line at a fault intersection is the dividing line between the intersection and the road where vehicles travel from the stop line toward the fault intersection and eventually pass through the fault intersection to reach the next green wave section.

[0081] As shown in the target road in the figure, the target road is a road connected to the fault intersection. Vehicles and pedestrians on the target road pass through the fault intersection from one section to the next. Vehicles and pedestrians on the target road rely on the instructions of the traffic lights at the fault intersection to pass in an orderly manner.

[0082] S205: Determine a target vehicle speed set based on vehicle traffic conditions, pedestrian traffic conditions, and the current position of the current vehicle.

[0083] Among them, the current vehicle can directly pass the fault intersection by traveling at any speed in the target speed set.

[0084] Specifically, for each vehicle on the target road, a first time point at which each vehicle arrives at the fault intersection is calculated based on the fastest speed within the preset road speed limit range and the distance of the vehicle from the fault intersection. A second time point at which each vehicle passes through the fault intersection is calculated based on the slowest speed within the preset road speed limit range, the distance of the vehicle from the fault intersection, and the preset distance between the stop line and the pass line at the fault intersection. Based on the first and second time points of each vehicle, a first time period from the current time point to the first time point is determined, and a second time period is determined after the second time point. Each vehicle does not pass through the fault intersection during its corresponding first and second time periods. Based on the first and second time periods of each vehicle, a fifth time period is determined during which no vehicles pass through the fault intersection.

[0085] For each pedestrian on the target road, the third time point at which each pedestrian arrives at the faulty intersection is calculated based on the fastest speed within the preset walking speed range and the distance between the pedestrian and the faulty intersection. The fourth time point at which each pedestrian passes through the faulty intersection is calculated based on the slowest speed within the preset walking speed range, the distance between the pedestrian and the faulty intersection, and the preset distance between the stop line and the pass line at the faulty intersection. Based on each pedestrian's third and fourth time points, a third time period is determined from the current time point to the third time point, and a fourth time period is determined after the fourth time point. Each pedestrian does not pass through the faulty intersection during their corresponding third and fourth time periods. Based on each pedestrian's third and fourth time periods, a sixth time period is determined during which no pedestrians pass through the faulty intersection.

[0086] Based on the fifth and sixth time periods, a target time period is selected during which no vehicles or pedestrians pass through the fault intersection. Based on the current vehicle's position and the location of the fault intersection pass line, the distance between the current vehicle and the fault intersection pass line is calculated. Based on each target time point within the target time period and the current time point, a set of durations during which the current vehicle passes through the fault intersection is calculated. Based on each duration in the set and the distance between the current vehicle and the fault intersection pass line, a set of target vehicle speeds is calculated.

[0087] S206: When the target vehicle speed is within the safe speed range, determine a green wave speed set based on the current position, the position of the next intersection adjacent to the fault intersection, and traffic light information of the next intersection.

[0088] Among them, the current vehicle can directly pass the next intersection by traveling at any green wave speed in the green wave speed set.

[0089] Specifically, when a target speed in the target speed set is within the safe speed range, the real-time position information of the current vehicle is first obtained using the positioning device. Simultaneously, the position information of the next intersection after the fault intersection is determined based on the path information of the remaining green wave path.

[0090] Traffic light information for the next intersection is obtained by communicating with the traffic light control system through the traffic management department's real-time data exchange interface. This traffic light information includes the current state of the traffic light at the next intersection (red, green, or yellow), the remaining time, the green light cycle duration, and the green light duration. For example, if the current state of the traffic light at the next intersection is red, the remaining time of the red light is 30 seconds, the green light cycle duration is the time from the current green light off to the next green light on, and the green light duration is the duration of each green light on.

[0091] Based on the traffic light information, determine the multiple green light time periods at the next intersection. For example, the current time point is red, there are 30 seconds left on the red light, the green light cycle is 90 seconds long, and the green light duration is 40 seconds. The first green light time period starts from the moment the red light ends and lasts for 40 seconds. The starting time point of the first time period is 30 seconds above the current time point, and the ending time point is 40 seconds above the starting time point of the first time period. Next, enter the next traffic light cycle. The second green light time period starts from the moment the green light of this cycle turns on and lasts for 40 seconds. The starting time point of the second time period is the ending time point of the first time period plus 90 seconds of the green light cycle, and the ending time point is the starting time point of the second time period plus 40 seconds. Multiple green light time periods are calculated in sequence according to the above calculation method.

[0092] The real-time distance between the current vehicle and the next intersection is calculated based on the current vehicle's real-time location and the location of the next intersection. The travel time required for the current vehicle to reach the next intersection is calculated based on each time point during the green light period and the current time point. A green wave speed set, comprising multiple green wave speeds, is calculated based on the travel time and the real-time distance between the current vehicle and the next intersection.

[0093] In order to ensure vehicle driving safety, after the green wave speed set is calculated, each green wave speed in the green wave speed set can be screened according to the safe driving speed range so that each green wave speed in the green wave speed set is within the safe driving speed range.

[0094] S207: When the green wave speed set includes the target vehicle speed, display the target vehicle speed on the green wave speed display screen.

[0095] Each green wave speed in the green wave speed set is compared with the target vehicle speed. When a green wave speed matches the target vehicle speed, the target vehicle speed is displayed on the green wave speed display. The content displayed on the green wave speed display may also include information such as the effective distance range and remaining time.

[0096] In an embodiment of the present application, when it is detected that there is a fault intersection with a faulty traffic light in the one-way green wave band where the vehicle is traveling, the green wave band exit where the vehicle exits the green wave band for detour is set to the exit closest to the fault intersection. If, on the way to the exit, the vehicle detects that the traffic light at the fault intersection is still in a faulty state, but there is no traffic congestion due to low traffic volume or traffic police guidance, the vehicle can pass directly. At this time, the detour plan is canceled and the vehicle travels along the original route, avoiding the vehicle from increasing additional mileage and time costs due to unnecessary detours. When traveling to the intersection before the fault intersection, it is determined whether there is a vehicle traveling between the front of the current vehicle and the passing line of the fault intersection. If there is no vehicle traveling, the green wave speed is calculated so that the vehicle can travel directly through the fault intersection and the next intersection of the fault intersection at the green wave speed, thereby improving the traffic efficiency of the vehicle when traveling in the one-way green wave band with a faulty traffic light.

[0097] The following combination Figure 6 To further illustrate the method of the embodiment of the present application.

[0098] See also Figure 6 , is another flow chart of the method for determining the dynamic green wave speed in an embodiment of the present application.

[0099] S601. Determine a safe speed range for the current vehicle based on previously acquired traffic volume, the speed limit range of the one-way green wave band, and weather conditions.

[0100] S602: When it is detected that there is a fault intersection in the remaining green wave path of the current vehicle, the first exit closest to the fault intersection in the remaining green wave path is used as the target exit.

[0101] S603: When it is detected that there is no vehicle congestion at the fault intersection and the first distance between the current vehicle and the first exit exceeds a preset distance, the target exit is modified to a green wave exit of the remaining green wave path.

[0102] S604. When the current vehicle is traveling from a previous intersection adjacent to the fault intersection toward the fault intersection, if the traffic light at the fault intersection is faulty and there is no vehicle traveling between the front of the current vehicle and the passing line of the fault intersection, obtain vehicle traffic conditions and pedestrian traffic conditions on the target road.

[0103] Steps S601-S604 and Figure 2 Steps S201 to S204 in the illustrated embodiment are similar, and reference may be made to the description of steps S201 to S204 , which will not be repeated here.

[0104] S605. Based on the vehicle traffic conditions, road speed limit range, and pedestrian traffic conditions, predict the first time period for each vehicle on the target road to drive to the fault intersection and the second time period for driving out of the fault intersection, as well as the third time period for each pedestrian on the target road to reach the fault intersection and the fourth time period for walking out of the fault intersection.

[0105] Specifically, for each vehicle on the target road, a first time point at which each vehicle arrives at the fault intersection is calculated based on the fastest speed within the preset speed limit range and the distance of the vehicle from the fault intersection. A second time point at which each vehicle passes through the fault intersection is calculated based on the slowest speed within the preset speed limit range, the distance of the vehicle from the fault intersection, and the preset distance between the stop line and the pass line at the fault intersection. Based on each vehicle's first and second time points, a first time period is defined from the current time point to the first time point, and a second time period is defined after the second time point. Each vehicle does not pass through the fault intersection during its corresponding first and second time periods.

[0106] For each pedestrian on the target road, a third time point at which each pedestrian arrives at the faulty intersection is calculated based on the fastest speed within a preset walking speed range and the pedestrian's distance from the faulty intersection. A fourth time point at which each pedestrian passes through the faulty intersection is calculated based on the slowest speed within the preset walking speed range, the pedestrian's distance from the faulty intersection, and the preset distance between the stop line and the passing line at the faulty intersection. Based on each pedestrian's third and fourth time points, a third time period is determined from the current time point to the third time point, and a fourth time period is determined after the fourth time point. Each pedestrian does not pass through the faulty intersection during their corresponding third and fourth time periods.

[0107] S606: Determine a target time period during which no vehicles or pedestrians pass through the fault intersection based on the first time period, the second time period, the third time period, and the fourth time period.

[0108] Specifically, based on the first and second time periods for each vehicle, a fifth time period during which no vehicles pass through the fault intersection is determined. Based on the third and fourth time periods for each pedestrian, a sixth time period during which no pedestrians pass through the fault intersection is determined. Based on the fifth and sixth time periods, a target time period during which no vehicles or pedestrians pass through the fault intersection is selected.

[0109] S607: Determine a target vehicle speed set according to the current time point, the target time period, and the second distance between the current vehicle and the passing line of the fault intersection.

[0110] Specifically, based on the current vehicle's real-time location and the location of the fault intersection's passway, a second distance between the current vehicle and the fault intersection's passway is calculated. Based on each target time point within the target time period and the current time point, a set of durations during which the current vehicle passes through the fault intersection is calculated. Based on each duration in the set of durations and the second distance, a set of target vehicle speeds is calculated.

[0111] S608: Determine the speed change duration of the current vehicle from the current speed to each speed in the target speed set based on the historical driving record of the current vehicle.

[0112] Specifically, the vehicle's historical driving records are obtained through the vehicle's onboard system. These records include information such as the vehicle's speed and acceleration at different time points. Then, for each speed in the target speed set, the historical driving records are searched for records where the vehicle's speed changed from a speed close to the current speed to that speed. Once the relevant records are found, the start and end times of the speed change are extracted from the records. By calculating the time difference between the two, the duration of the speed change from the current speed to the target speed is determined.

[0113] S609. When a target speed shift duration among all speed shift durations exceeds a preset duration threshold, a new target time point is obtained according to the target speed shift duration and the target time point in the target time period corresponding to the target speed shift duration. The target speed shift duration is one of all speed shift durations.

[0114] Specifically, all the gear shifting times are sequentially compared with the preset time threshold to determine whether there is a target gear shifting time exceeding the preset time threshold. If not, the following step S612 is directly executed.

[0115] If yes, the difference between the target speed change duration and the preset duration threshold is calculated, a target time point in the target time period corresponding to the target speed change duration is obtained, and the difference is subtracted from the target time point to obtain a new target time point.

[0116] S610: Calculate a new vehicle speed corresponding to the target speed change duration based on the new target time point, the current time point, and the second distance.

[0117] According to the new target time point and the current time point, the time length for the current vehicle to pass the fault intersection is calculated. According to the time length and the second distance, the new vehicle speed corresponding to the target speed change time length is calculated.

[0118] S611: Update the vehicle speed corresponding to the target speed change duration in the target vehicle speed set according to the new vehicle speed.

[0119] The vehicle speed corresponding to the target vehicle speed set and the target speed change duration is replaced by a new vehicle speed corresponding to the target speed change duration.

[0120] S612: When the target vehicle speed is within the safe speed range, determine a green wave speed set based on the current position, the position of the next intersection adjacent to the fault intersection, and the traffic light information of the next intersection.

[0121] Step S612 and Figure 2 Step S206 in the illustrated embodiment is similar, and reference may be made to the description of step S206 , which will not be repeated here.

[0122] S613: Identify the driving status and vehicle type of other vehicles based on the collected driving videos of other vehicles in front of, behind, and on the sides of the current vehicle.

[0123] The driving status includes normal and abnormal.

[0124] Specifically, the vehicle driving videos of other vehicles in front of, behind and on the sides of the current vehicle are collected by cameras configured around the body of the current vehicle.

[0125] Based on driving vehicle videos, image recognition technology is used to process each frame. First, based on deep learning algorithms, pre-trained object detection models such as YOLO (You Only Look Once) and Faster R-CNN are used to detect vehicles in the image and determine their position and bounding box. Next, features of the detected vehicles, such as their outline, color, and size, are extracted and matched against a pre-set library of features for different vehicle types to determine their type.

[0126] Simultaneously, the system analyzes the vehicle's position changes across multiple consecutive image frames, calculates its speed and acceleration, and compares these to the speed and acceleration ranges under normal driving conditions to determine whether the vehicle's driving status is normal. If either the vehicle's speed or acceleration exceeds the normal range, the vehicle's driving status is determined to be abnormal. By tracking the vehicle's position across multiple consecutive image frames, the vehicle's driving trajectory is determined. If the vehicle's driving trajectory is detected to be distorted and does not conform to normal straight or smooth curves, or if the vehicle crosses a lane line and enters another lane during driving, the vehicle's driving status is also determined to be abnormal.

[0127] S614: When a target vehicle whose driving state is abnormal or whose vehicle type is a preset dangerous type is identified among other vehicles, a target vehicle distance between the current vehicle and the target vehicle is obtained.

[0128] Among them, the preset danger types include trucks, large passenger buses, tankers and other vehicles with large mass, volume or properties of transporting dangerous goods.

[0129] Specifically, when a target vehicle with an abnormal driving state or a pre-set dangerous type is identified among other vehicles, the target distance between the current vehicle and the target vehicle is determined based on the real-time driving video of the target vehicle captured by the camera. First, the camera is calibrated to determine its internal parameters (such as focal length and principal point position) and external parameters (rotation matrix and translation vector). Next, a feature point extraction algorithm (such as SIFT, SURF, or ORB) is used to extract feature points of the target vehicle and the current vehicle from the video frames. A feature point matching algorithm is then used to find the corresponding positions of the same target vehicle feature points in consecutive video frames, thereby reflecting the position change of the target vehicle relative to the current vehicle. If multiple cameras on the vehicle capture the target vehicle, the distance is calculated based on the baseline length, feature point parallax, and camera focal length using binocular or multi-camera vision principles. If only one camera captures the target vehicle, the distance is estimated using a monocular camera, combined with the known dimensions of the target vehicle, by measuring the number of pixels it occupies in the image and using similar triangles.

[0130] In some embodiments, when a target vehicle is detected, the vehicle's own radar sensor (such as a millimeter-wave radar) can directly transmit electromagnetic waves toward the target vehicle to measure the distance between the target vehicle and the current vehicle. The radar sensor transmits and receives electromagnetic waves, accurately measuring the distance to other vehicles based on the echo time.

[0131] S615: When the target vehicle distance is less than the preset safety distance threshold, calculate the minimum driving speed based on the speed of the target vehicle, the current speed of the current vehicle, the target vehicle distance, and the preset safety distance threshold.

[0132] Specifically, when the target vehicle distance is less than a preset safety vehicle distance threshold, the current vehicle speed is obtained through a vehicle speed sensor, or the current vehicle speed is directly obtained through an onboard system.

[0133] Based on vehicle driving videos, the target vehicle's target speed is calculated using the optical flow method. The video frames are first grayscaled. Then, an optical flow algorithm such as Lucas-Kanade or Horn-Schunck is used to calculate the displacement vector of the target vehicle's pixels between adjacent frames. The time interval between adjacent frames and the calculated average horizontal and vertical displacements of the target vehicle's feature points are substituted into a preset speed estimation formula to calculate the target vehicle's speed in the image plane. Due to factors such as camera imaging distortion, previously calibrated camera internal parameters (such as focal length and principal point position) and external parameters (rotation matrix and translation vector) are used. Using complex coordinate transformation formulas, the image plane velocity is converted to the first velocity in actual physical space.

[0134] If the vehicle is equipped with a radar sensor (such as a millimeter-wave radar), obtain the target vehicle's radial velocity as measured by the radar sensor. Based on the target vehicle's position in the image analyzed from the vehicle's driving video and the current vehicle's own driving direction, determine the relative position between the two. If the target vehicle is directly in front of or behind the current vehicle, the target vehicle's actual driving speed is ideally approximately equal to the target vehicle's radial velocity. If the target vehicle is diagonally in front of or behind the current vehicle, determine the angle between the target vehicle and the current vehicle's driving direction. Substitute this angle into a preset calibration formula to calibrate the radial velocity to the velocity component in the actual driving direction.

[0135] Then, the target speed of the target vehicle is obtained by weightedly calculating the first speed based on vision and the speed after radar calibration using the weighted average method.

[0136] Substitute the current speed of the current vehicle, the target distance, the speed of the target vehicle, and the preset safety distance threshold into the preset speed calculation formula to calculate the minimum driving speed of the current vehicle.

[0137] S616: Filter out a target green wave speed set whose green wave speed is greater than or equal to the minimum driving speed from the green wave speed set.

[0138] Traverse each green wave speed in the green wave speed set, compare the green wave speed with the minimum driving speed, and if the green wave speed is greater than the minimum driving speed, store the green wave speed in the target green wave speed set.

[0139] S617: Replace the data in the green wave speed set with the data in the target green wave speed set.

[0140] Replace all data in the green wave speed collection with the data in the target green wave speed collection.

[0141] S618: When the green wave speed set includes the target vehicle speed, display the target vehicle speed on the green wave speed display screen.

[0142] Step S618 and Figure 2 Step S207 in the illustrated embodiment is similar, and reference may be made to the description of step S207 , which will not be repeated here.

[0143] S619: Determine the target energy consumption required for the current vehicle to exit the target exit based on the path information of the remaining green wave path of the current vehicle, the target vehicle speed, and the historical energy consumption data of the current vehicle.

[0144] Specifically, the path information of the remaining green wave path of the current vehicle is obtained, which includes the length of each green wave section, the preset green wave speed, etc.

[0145] The vehicle's historical energy consumption data is obtained through the vehicle's onboard system. This data includes energy consumption data for the vehicle at different speeds within the green wave band. Energy consumption data is divided into power consumption and fuel consumption, determined by vehicle type. Based on the total energy consumption data for the vehicle at different speeds and distances within the green wave band, the unit energy consumption per unit distance at different speeds is calculated.

[0146] Based on the distance between the current vehicle position and the next intersection after the fault intersection and the unit energy consumption of the current vehicle when traveling a unit distance at the target speed, the first energy consumption required for the current vehicle to travel out of the fault intersection from the current position is calculated. Based on the path information of the remaining green wave path, the lengths and preset green wave speeds of the other green wave sections other than the first green wave section corresponding to the current vehicle position and the fault intersection and the second green wave section corresponding to the next intersection after the fault intersection are extracted. Based on the lengths and preset green wave speeds of the other green wave sections and the unit energy consumption corresponding to the preset green wave speeds, the second energy consumption is calculated in sequence. The target energy consumption required for the current vehicle to exit the one-way green wave band is calculated by summing the first energy consumption and all the second energy consumptions.

[0147] S620: When the current energy consumption of the current vehicle is less than the target energy consumption, determine the minimum energy consumption required for the current vehicle to travel to the second exit based on the location of the second exit corresponding to the target charging station closest to the current vehicle, the target vehicle speed, the preset green wave speed, and historical energy consumption data.

[0148] Among them, the charging station is a gas station or a charging pile.

[0149] Specifically, the current energy consumption of the vehicle is obtained through the vehicle system.

[0150] When the current energy consumption is less than the target energy consumption, determine the target charging station closest to the current vehicle. Through the current vehicle's onboard navigation system, combined with map data and the current vehicle's real-time location information, screen out the target charging station closest to the current vehicle. Use the current vehicle's location as the starting point and the location of the target charging station as the end point, and input them into the path planning algorithm of the onboard navigation system. The algorithm comprehensively considers the road network information in the map data to plan an optimal driving route. In the planned route, the green wave belts passed in the route are identified based on the green wave belt identification information in the map data. The starting and end points of the green wave belts are clearly marked in the map data. The starting point is the current vehicle's real-time location, and the end point is the location where the current vehicle exits the green wave belt. The end point is obtained as the location of the second exit.

[0151] Based on the route information of the planned driving route, the length and corresponding green wave speed of the green wave section that the current vehicle will pass through during its journey from the current position to the second exit are obtained. If the green wave section corresponds to a fault intersection or the next intersection after the fault intersection with the current vehicle position, the green wave speed corresponding to that green wave section is used as the target vehicle speed. The green wave speeds of other green wave sections are used as the preset green wave speeds corresponding to those green wave sections. Based on the length of each green wave section, its corresponding green wave speed, and the unit energy consumption corresponding to the green wave speed, the third energy consumption is calculated in sequence. The minimum energy consumption is calculated by summing all the third energy consumptions.

[0152] S621. When the current energy consumption is less than the minimum energy consumption, determine the green wave band distance that the current vehicle can travel based on the current energy consumption, the target vehicle speed, the preset green wave speed, and historical energy consumption data.

[0153] Specifically, when the current energy consumption is less than the minimum energy consumption, the first and second energy consumptions calculated in step S619 are obtained. The fourth energy consumption is first set as the first energy consumption, and the current energy consumption is compared with the fourth energy consumption. When the current energy consumption is less than the fourth energy consumption, the green wave band distance that the vehicle can currently travel is calculated based on the unit energy consumption corresponding to the green wave speed corresponding to the first energy consumption and the current energy consumption. When the current energy consumption is greater than the fourth energy consumption, the fourth energy consumption is added to the second energy consumption corresponding to the corresponding green wave sections in the remaining green wave path, cumulatively obtaining a new fourth energy consumption. Each cumulative addition is compared with the current energy consumption. When the new fourth energy consumption is greater than or equal to the current energy consumption, the green wave speed of the target green wave section corresponding to the last accumulated second energy consumption is obtained. The first green wave band distance that the vehicle can currently travel is calculated based on the difference between the unit energy consumption corresponding to the green wave speed, the current energy consumption, and the fourth energy consumption, and the sum of the second energy consumption.

[0154] The distance between the current vehicle position and the intersection immediately following the faulty intersection is used as the second green wave band distance. The second green wave band distance is then added to the length of each green wave segment passed by the vehicle in the remaining green wave path, until the green wave segment immediately preceding the target green wave segment is reached. This new second green wave band distance is then calculated.

[0155] The sum of the first green wave band distance and the new second green wave band distance is calculated to obtain the green wave band distance that the current vehicle can travel.

[0156] S622: Update the target exit according to the green wave band distance and the distance between the position of each green wave band exit and the current vehicle.

[0157] Specifically, obtain the location of each green wave band exit in the remaining green wave path. Based on the length of each green wave section in the remaining green wave path, calculate the distance between each green wave band exit and the current vehicle. Sort all distances and green wave band distances from far to near to generate a sorted distance table. Obtain the green wave band exit corresponding to the next distance after the green wave band distance in the distance table. Change the target exit to that green wave band exit.

[0158] S623. Calculate the actual speed of the current vehicle based on the actual travel distance of the current vehicle in unit time.

[0159] Specifically, the wheel speed sensor measures the vehicle's actual distance traveled per unit time. This sensor calculates the distance traveled by measuring the number of wheel rotations and wheel circumference per unit time. The actual distance traveled is divided by the unit time to determine the vehicle's actual speed.

[0160] S624: When the difference between the actual speed and the real-time driving speed displayed on the vehicle-mounted display screen exceeds a preset error range, update the real-time driving speed according to the actual speed.

[0161] Specifically, the vehicle system obtains the real-time speed displayed on the vehicle display screen. The difference between the actual speed and the real-time speed is calculated. If the difference exceeds a preset error range, the real-time speed is sent to the vehicle system, causing the vehicle system to modify the real-time speed displayed on the vehicle display screen to the actual speed.

[0162] In an embodiment of the present application, by identifying target vehicles with abnormal driving conditions or belonging to preset dangerous types around the vehicle, when the distance between the target vehicle and the current vehicle is detected to be too close, the minimum driving speed is calculated, and based on this, a target green wave speed set that meets safety requirements is screened out, and the green wave speed set is then updated to ensure that the vehicle can always maintain a safe distance from the target vehicle when driving at any green wave speed in the green wave speed set, avoiding close distances caused by excessively slow speeds, improving vehicle driving safety, and reducing the probability of traffic accidents. When it is detected that the remaining energy consumption of the current vehicle is insufficient to support the vehicle to exit the green wave belt according to the preset route, the position of the target exit is dynamically adjusted, so that the vehicle can plan to go to the nearest charging station in advance when the energy consumption is insufficient, avoiding the vehicle being stuck in the green wave belt due to insufficient energy consumption, affecting the overall traffic efficiency of the green wave belt.

[0163] The above describes the dynamic green wave speed determination method in the embodiment of the present application. The following describes in detail the green wave speed determination system in the embodiment of the present application in combination with the above dynamic green wave speed determination method.

[0164] See also Figure 7 , which is a schematic diagram of an exemplary hardware structure of the green wave speed determination system in an embodiment of the present application.

[0165] In some embodiments, the green wave speed determination system 700 includes a computer device, which can be a terminal device. The computer device includes a processor 701, memory 702, a sensor module 703, a communication module 704, an input device 705, and an output device 706, all connected via a system bus. The processor 701 of the computer device provides computing and control capabilities. The memory 702 of the computer device includes a non-volatile storage medium and internal memory. The non-volatile storage medium stores an operating system, computer programs, and a database. The internal memory provides an environment for the operating system and computer programs stored in the non-volatile storage medium. The database stores data. The sensor module 703 of the computer device collects data such as the distance between the current vehicle and other vehicles around it. The communication module 704 of the computer device transmits collected distances and image data to a server and transmits control instructions to a green wave speed display screen, etc. The input device 705 of the computer device receives collected distances, image data, and other data transmitted by other systems. The output device 706 of the computer device displays data such as the green wave speed. When the computer program is executed by the processor 701 , the dynamic green wave speed determination method in the embodiment of the present application is implemented.

[0166] Those skilled in the art will understand that Figure 7The structure shown in the figure is only a block diagram of a part of the structure related to the solution of the present application, and does not constitute a limitation on the computer device to which the solution of the present application is applied. The specific computer device may include more or fewer components than shown in the figure, or combine certain components, or have a different component arrangement.

[0167] In some embodiments of the present application, a computer-readable storage medium is provided, including instructions. When the instructions are executed on the green wave speed determination system 700, the green wave speed determination system 700 can execute the dynamic green wave speed determination method in the embodiments of the present application.

[0168] As described above, the above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit them. Although the present application has been described in detail with reference to the above embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the above embodiments, or make equivalent replacements for some of the technical features therein. However, these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present application.

[0169] As used in the above embodiments, the term “when” may be interpreted to mean “if” or “after” or “in response to determining that” or “in response to detecting that”, depending on the context. Similarly, the phrases “upon determining that” or “if (stated condition or event) is detected” may be interpreted to mean “if determining that” or “in response to determining that” or “upon detecting (stated condition or event)” or “in response to detecting (stated condition or event)”, depending on the context.

[0170] In the above embodiments, all or part of the embodiments can be implemented using software, hardware, firmware, or any combination thereof. When implemented using software, all or part of the embodiments can be implemented in the form of a computer program product. The computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on a computer, the processes or functions described in the embodiments of the present application are generated in whole or in part. The computer can be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions can be stored in a computer-readable storage medium or transmitted from one computer-readable storage medium to another. For example, the computer instructions can be transmitted from one website, computer, server, or data center to another website, computer, server, or data center via wired (e.g., coaxial cable, optical fiber, digital subscriber line) or wireless (e.g., infrared, wireless, microwave, etc.) means. The computer-readable storage medium can be any available medium that can be accessed by a computer or a data storage device such as a server or data center that integrates one or more available media. The available medium can be a magnetic medium (e.g., a floppy disk, hard disk, tape), an optical medium (e.g., a DVD), or a semiconductor medium (e.g., a solid-state drive).

[0171] Those skilled in the art will appreciate that all or part of the process steps in the above-described method embodiments can be implemented by a computer program instructing the relevant hardware. The program can be stored in a computer-readable storage medium, and when executed, the program can include the process steps in the above-described method embodiments. The aforementioned storage medium includes various media capable of storing program code, such as ROM or random access memory (RAM), magnetic disks, or optical disks.

Claims

1. A method for determining a dynamic green wave speed, characterized in that: include: Determine the safe speed range of the current vehicle based on the previously acquired traffic volume, the speed limit range of the one-way green wave band, and weather conditions; when a fault intersection is detected in the remaining green wave path of the current vehicle, select the first exit closest to the fault intersection in the remaining green wave path as the target exit, where the fault intersection is an intersection with a faulty traffic light, and the target exit is the exit for the current vehicle to exit the one-way green wave band; When it is detected that there is no vehicle congestion at the fault intersection and the first distance between the current vehicle and the first exit exceeds a preset distance, the target exit is modified to a green wave exit of the remaining green wave path; When the current vehicle is traveling toward the fault intersection from a previous intersection adjacent to the fault intersection, if the traffic light at the fault intersection is faulty and there is no vehicle traveling between the current vehicle and the passing line of the fault intersection, obtaining vehicle and pedestrian traffic conditions on target roads, wherein the target roads are all roads leading to the fault intersection except the road where the current vehicle is located; Determine a target speed set based on the vehicle traffic conditions, the pedestrian traffic conditions, and the current position of the current vehicle, and the current vehicle can directly pass through the fault intersection by traveling at a constant speed at any target speed in the target speed set; when the target speed is within the safe speed range, determine a green wave speed set based on the current position, the position of the next intersection adjacent to the fault intersection, and traffic light information at the next intersection, and the current vehicle can directly pass through the next intersection by traveling at a constant speed at any speed in the green wave speed set; When the target vehicle speed is included in the green wave speed set, the target vehicle speed is displayed on a green wave speed display screen; The determining of the target vehicle speed set according to the vehicle traffic condition, the pedestrian traffic condition, and the current position of the current vehicle specifically includes: Predicting, based on the vehicle traffic conditions, the road speed limit, and the pedestrian traffic conditions, a first time period for each vehicle on the target road to reach the fault intersection and a second time period for each vehicle to exit the fault intersection, and a third time period for each pedestrian on the target road to reach the fault intersection and a fourth time period for each pedestrian to exit the fault intersection; Determining a target time period during which no vehicles or pedestrians pass through the fault intersection based on the first time period, the second time period, the third time period, and the fourth time period; A target vehicle speed set is determined according to the current time point, the target time period, and a second distance between the current vehicle and the passing line of the fault intersection.

2. The method according to claim 1, characterized in that After the step of determining a target vehicle speed set based on the current time point, the target time period, and the second distance between the current vehicle and the pass line of the fault intersection, the method further includes: determining, based on the historical driving record of the current vehicle, a speed change duration for the current vehicle to change from a current speed to each speed in the target speed set; When a target speed shift duration among all speed shift durations exceeds a preset duration threshold, a new target time point is obtained according to the target speed shift duration and a target time point in a target time period corresponding to the target speed shift duration, where the target speed shift duration is one of all speed shift durations; Calculating a new vehicle speed corresponding to the target speed change duration according to the new target time point, the current time point, and the second distance; The vehicle speed corresponding to the target speed change duration in the target vehicle speed set is updated according to the new vehicle speed.

3. The method according to claim 1, characterized in that After the step of determining a green wave speed set based on the current position, the position of a next intersection adjacent to the fault intersection, and traffic light information at the next intersection when the target vehicle speed is within the safe speed range, the method further includes: Identifying the driving status and vehicle type of other vehicles based on collected driving videos of other vehicles in front of, behind, and to the sides of the current vehicle; When a target vehicle with an abnormal driving state or a vehicle type of a preset dangerous type is identified among the other vehicles, a target vehicle distance between the current vehicle and the target vehicle is obtained; When the target vehicle distance is less than a preset safety distance threshold, the green wave speed set is updated according to the current vehicle speed, the target vehicle distance and a preset safety distance threshold, and the preset safety distance threshold is greater than the safety distance under normal circumstances.

4. The method according to claim 3, characterized in that When the target vehicle distance is less than a preset safety distance threshold, updating the green wave speed set according to the current vehicle speed, the target vehicle distance, and the preset safety distance threshold specifically includes: When the target vehicle distance is less than a preset safety distance threshold, calculating a minimum driving speed according to the speed of the target vehicle, the current speed of the current vehicle, the target vehicle distance, and the preset safety distance threshold; Filtering out a target green wave speed set from the green wave speed set, wherein the green wave speed is greater than or equal to the minimum driving speed; The data in the green wave speed set is replaced by the data in the target green wave speed set.

5. The method according to claim 1, wherein After the step of displaying the target vehicle speed on a green wave speed display screen when the target vehicle speed is included in the green wave speed set, the method further includes: determining a target energy consumption required for the current vehicle to exit the target exit based on the path information of the remaining green wave path of the current vehicle, the target vehicle speed, and the historical energy consumption data of the current vehicle; When the current energy consumption of the current vehicle is less than the target energy consumption, the target exit is updated according to the current energy consumption, the position of the second exit corresponding to the target charging station closest to the real-time position, the target vehicle speed, the preset green wave speed and the historical energy consumption data.

6. The method according to claim 5, characterized in that When the current energy consumption of the current vehicle is less than the target energy consumption, updating the target exit based on the current energy consumption, the location of the second exit corresponding to the target charging station closest to the real-time location, the target vehicle speed, the preset green wave speed, and the historical energy consumption data, specifically includes: when the current energy consumption of the current vehicle is less than the target energy consumption, determining the minimum energy consumption for the current vehicle to travel to the second exit based on the location of the second exit corresponding to the target charging station closest to the current vehicle, the target vehicle speed, the preset green wave speed, and the historical energy consumption data; When the current energy consumption is less than the minimum energy consumption, determining the green wave band distance that the current vehicle can travel according to the current energy consumption, the target vehicle speed, the preset green wave speed, and the historical energy consumption data; The target exit is updated according to the green wave band distance and the distance between the position of each green wave band exit and the current vehicle.

7. The method according to claim 1, characterized in that After the step of displaying the target vehicle speed on a green wave speed display screen when the target vehicle speed is included in the green wave speed set, the method further includes: Calculating the actual speed of the current vehicle based on the actual travel distance of the current vehicle in unit time; When the difference between the actual speed and the real-time driving speed displayed on the vehicle-mounted display screen of the current vehicle exceeds a preset error range, the real-time driving speed is updated according to the actual speed.

8. A green wave speed determination system, characterized in that: It includes a green wave speed display screen and a server, wherein the server includes: one or more processors and memory; The memory is coupled to the one or more processors, and is configured to store computer program codes, where the computer program codes include computer instructions. The one or more processors call the computer instructions to enable the green wave speed determination system to execute the method according to any one of claims 1 to 7.

9. A computer-readable storage medium storing computer instructions, characterized in that: When the computer instructions are executed on a green wave speed determination system, the green wave speed determination system is caused to perform the method according to any one of claims 1 to 7.

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