Road intersection cooperative control method and device, storage medium and electronic equipment

Abstract

The invention relates to a road intersection cooperative control method and device, a storage medium and electronic equipment, and relates to the technical field of vehicle control, and the method comprises the steps: obtaining the actual driving speed of a target vehicle in a first lane; based on the first residual duration, the key speed range and the corresponding at least one key duration range, determining a first predicted time range for the straight-going first vehicle to arrive at the second lane; according to the actual driving speed, first predicted time for the target vehicle to reach the second lane is determined, and when the first predicted time is within the range of the first predicted time, a suitable driving speed corresponding to the target vehicle is determined; and adjusting the actual driving speed to the suitable driving speed, so that the second predicted time for the target vehicle to arrive at the second lane is not within the first predicted time range. The method has the effect of improving the safety when the vehicle passes through the road intersection.

Description

Technical Field

[0001] The present application relates to the field of vehicle control technology, and specifically to a road intersection collaborative control method, device, storage medium and electronic equipment. Background Art

[0002] An intersection is the point where two or more roads intersect. It's a crucial point for vehicles and pedestrians to converge, turn, and disperse, serving as a traffic chokepoint. Therefore, properly designing intersections and rationally organizing and managing intersection traffic are crucial for improving road capacity and ensuring traffic safety.

[0003] In recent years, the rapid development and application of autonomous driving technology has not only improved urban traffic safety and facilitated travel for people with disabilities, but has also alleviated traffic congestion to a certain extent, greatly enhancing the intelligence of future transportation systems. Currently, in daily autonomous driving, vehicles only have good driving performance and capabilities in highway driving scenarios or simple urban road conditions. However, in complex road conditions such as intersections, where right-turning vehicles and vehicles going straight meet, their driving capabilities are somewhat insufficient, resulting in poor safety when passing through intersections. Summary of the Invention

[0004] In order to improve the safety of vehicles when passing through road intersections, the present application provides a road intersection collaborative control method, device, storage medium and electronic device.

[0005] In a first aspect of the present application, a road intersection coordinated control method is provided, specifically comprising: Obtaining an actual driving speed of a target vehicle in a first lane, wherein the target vehicle is preparing to turn right from the first lane to a second lane, and a first road to which the first lane belongs and a second road to which the second lane belongs are in an intersecting relationship; Determine a first estimated time range for a first vehicle going straight to reach the second lane based on the first remaining time, the key speed range, and at least one corresponding key time range, where the first vehicle going straight is the first vehicle preparing to go straight through a target intersection to reach the second lane, the target intersection being the intersection of the first road and the second road, the first remaining time being the remaining time of the green light for going straight when the first vehicle going straight is preparing to go straight through the target intersection, the key speed range being a speed range in which the average speed of the first vehicle going straight through is likely to fall when going straight through the target intersection, and the key time range being a time range in which the remaining time of the green light for going straight is likely to fall when the average speed is within the corresponding key speed range; determining a first estimated time for the target vehicle to reach the second lane based on the actual driving speed, and determining an appropriate driving speed corresponding to the target vehicle when the first estimated time is within the first estimated time range; The actual driving speed is adjusted to the appropriate driving speed so that a second estimated time for the target vehicle to reach the second lane is not within the first estimated time range.

[0006] By adopting the above technical solution, after obtaining the actual speed of the target vehicle preparing to turn right, the probability of the average speed of the first vehicle going straight through the target intersection falling within each key speed range is determined based on the key speed ranges and corresponding key time ranges, assuming the first remaining time, thereby determining the speed range within which the average speed is likely to fall. Based on this, a first estimated time range for the first vehicle going straight through to reach the second lane is determined. Furthermore, if the first estimated time range falls within the first estimated time range, it indicates that the first vehicle going straight through the target intersection is likely to intersect with the target vehicle turning right into the second lane when passing through the target intersection, resulting in a high probability of collision. To avoid a collision between the target vehicle and the target vehicle, it is necessary to adjust its speed. The appropriate speed corresponding to the target vehicle is then determined, and ultimately the actual speed of the target vehicle is adjusted to the appropriate speed, thereby improving the driving safety of the target vehicle under these road conditions and the safety of vehicles passing through the road intersection.

[0007] In one embodiment, determining a first estimated time range for the first vehicle going straight to reach the second lane based on the first remaining time, the key speed range, and the corresponding at least one key time range specifically includes: Obtaining speed ranges within which historical average speeds of vehicles passing through a target intersection fall, counting a first occurrence count of each speed range, and selecting a first number of speed ranges from each speed range in descending order of the first occurrence counts as key speed ranges; Obtaining a time range of the remaining time of the straight green light when historical vehicles with a historical average speed within a single key speed range start to go straight through the target intersection, and counting the number of second occurrences of each time range; Selecting a second number of duration ranges from each of the duration ranges in descending order of the second number of occurrences as key duration ranges corresponding to a single key speed range; Determine a first weight for each of the key speed ranges, and determine a second weight for the key duration range corresponding to each of the key speed ranges, wherein the first weight is a ratio of a first occurrence count of each key speed range to a sum of first occurrence counts of all key speed ranges, and the second weight is a ratio of a second occurrence count of a single key duration range corresponding to the key speed range to a sum of second occurrence counts of all corresponding key duration ranges; A first estimated time range for the first vehicle going straight to reach the second lane is determined based on the first remaining time, the first weight, and the second weight.

[0008] In one embodiment, determining a first estimated time range for the first vehicle going straight to reach the second lane based on the first remaining time, the first weight, and the second weight specifically includes: determining the key duration range in which the first remaining duration is located as an important duration range, and when the important duration range exists in each key duration range corresponding to the key speed range, determining the corresponding key speed range as an important speed range; Calculating a first product of a first weight of each of the important speed ranges and a second weight of a corresponding important duration range; A maximum first product is selected from each of the first products, and a first estimated time range for the first vehicle going straight to reach the second lane is determined based on the important speed range corresponding to the maximum first product and the current distance between the first vehicle going straight and the second lane.

[0009] In one embodiment, determining the appropriate driving speed corresponding to the target vehicle specifically includes: If the actual driving speed is less than the speed limit of the target intersection, determining a second estimated time for the target vehicle based on the distance from the target vehicle to the second lane and the speed limit; When the second estimated time is not within the range of the first estimated time, determining the speed limit as the appropriate driving speed corresponding to the target vehicle; When the second estimated time is within the range of the first estimated time, obtaining the distance between the first vehicle going straight and the following vehicle; if the distance between the vehicles is not greater than a preset distance threshold, determining the appropriate driving speed corresponding to the target vehicle to be 0; If the inter-vehicle distance is greater than the distance threshold, the appropriate driving speed corresponding to the target vehicle is determined based on the second remaining duration of the straight green light when the following vehicle starts to go straight through the target intersection.

[0010] In one embodiment, determining the appropriate driving speed corresponding to the target vehicle based on the second remaining duration of the straight green light when the following vehicle starts to go straight through the target intersection specifically includes: Determine the key duration range in which the second remaining duration is located as the target duration range, and when the target duration range exists in each key duration range corresponding to the key speed range, determine the corresponding key speed range as the target speed range; Calculating a second product of the first weight of each target speed range and the second weight of the corresponding target duration range, and selecting a maximum second product from each of the second products; determining a second estimated time range for the following vehicle to reach the second lane based on a target speed range corresponding to the maximum second product and a current distance between the following vehicle and the second lane; Based on the distance from the target vehicle to the second lane, an appropriate driving speed corresponding to the target vehicle is determined so that a second estimated time for the target vehicle to reach the second lane is not within the first estimated time range and the second estimated time range.

[0011] In one embodiment, the method further comprises: When the traffic light at the second lane reaches red after traveling straight through the target intersection, obtaining historical areas in the crosswalk of the second road where accidents have occurred, counting a first occurrence frequency of each of the historical areas, and selecting a third number of historical areas from each of the historical areas in descending order of the first occurrence frequency to determine as key areas; obtaining a speed interval in which the vehicle traveled when the accident occurred in the single key area, counting a second occurrence frequency of each speed interval, and selecting a fourth number of speed intervals from each speed interval in descending order of the second occurrence frequency to determine as key speed intervals corresponding to the single key area; Determining a third weight for each of the key areas, and determining a fourth weight for the key speed interval corresponding to each of the key areas, wherein the third weight is a ratio of a first occurrence frequency of each key area to the sum of the first occurrence frequencies of all key areas, and the fourth weight is a ratio of a second occurrence frequency of a single key speed interval corresponding to the key area to the sum of the second occurrence frequencies of all corresponding key speed intervals; The target vehicle is controlled to turn right and enter the second road according to the third weight and the fourth weight.

[0012] In one embodiment, controlling the target vehicle to turn right onto the second road according to the third weight and the fourth weight specifically includes: determining the key speed interval in which the actual driving speed is located as the important speed interval, and if the important speed interval exists in each key speed interval corresponding to the key area, determining the corresponding key area as the important area; calculating a third product of the third weight of each important area and the fourth weight of the corresponding important speed interval, and summing the third products to obtain a sum of the products; When the sum of the products is not greater than a preset threshold, selecting a minimum third product from the third products, and determining the important area corresponding to the minimum third product as the final passing area; The target vehicle is controlled to turn right into the second road according to a final selected lane in the second road and the actual driving speed, wherein the final selected lane is a lane reached by passing through the final passing area.

[0013] In a second aspect of the present application, a road intersection cooperative control device is provided, specifically comprising: a speed acquisition module, configured to acquire an actual driving speed of a target vehicle in a first lane, wherein the target vehicle is preparing to turn right from the first lane to a second lane, and a first road to which the first lane belongs and a second road to which the second lane belongs are in an intersecting relationship; a time determination module for determining a first estimated time range for a first vehicle going straight to reach the second lane based on a first remaining time, a key speed range, and at least one corresponding key time range, wherein the first vehicle going straight is the first vehicle preparing to go straight through a target intersection to reach the second lane, the target intersection being the intersection of the first road and the second road, the first remaining time being the remaining time of the green light for going straight when the first vehicle going straight is preparing to go straight through the target intersection, the key speed range being a speed range in which the average speed of the first vehicle going straight through is likely to be when going straight through the target intersection, and the key time range being a time range in which the remaining time of the green light for going straight is likely to be when the average speed is within the corresponding key speed range; a speed determination module, configured to determine a first estimated time for the target vehicle to reach the second lane based on the actual driving speed, and determine an appropriate driving speed corresponding to the target vehicle when the first estimated time is within the first estimated time range; The speed control module is configured to adjust the actual driving speed to the appropriate driving speed so that a second estimated time for the target vehicle to reach the second lane is not within the first estimated time range.

[0014] By adopting the above technical solution, after the speed acquisition module obtains the actual driving speed of the target vehicle, the time determination module determines the first estimated time range for the first vehicle going straight to reach the second lane. Then, when the first estimated time is within the first estimated time range, the speed determination module determines the appropriate driving speed corresponding to the target vehicle. Finally, the speed control module adjusts the actual driving speed to the appropriate driving speed.

[0015] In a third aspect of the present application, a computer-readable storage medium is provided, in which a computer program is stored. When the computer program is loaded and executed by a processor, the method steps as described in any one of the first aspects are performed.

[0016] In a fourth aspect of the present application, an electronic device is provided, specifically comprising: A processor, a memory, and a computer program stored in the memory and capable of running on the processor, wherein the processor is used to load and execute the computer program stored in the memory so that the electronic device performs the method as described in any one of the first aspects.

[0017] In summary, the present application includes at least one of the following beneficial technical effects: based on the key speed range and the corresponding key time range, the probability that the average speed of the first vehicle going straight will be within each key speed range when passing the target intersection under the premise of the first remaining time is determined, thereby determining the speed range in which the average speed is likely to be, and accordingly determining the first estimated time range for the first vehicle going straight to reach the second lane. Furthermore, if the first estimated time is within the first estimated time range, it means that the first vehicle going straight is more likely to intersect with the target vehicle turning right into the second lane when passing the target intersection and reaching the second lane, and the possibility of a collision is greater. In order to avoid a collision between the target vehicle and the target vehicle when passing the target intersection, it is necessary to adjust its driving speed, then determine the appropriate driving speed corresponding to the target vehicle, and finally adjust the actual driving speed of the target vehicle to the appropriate driving speed, thereby improving the driving safety of the target vehicle under this road condition and improving the safety of the vehicle when passing through the road intersection. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Figure 1 This is a flow chart of a road intersection collaborative control method provided by an embodiment of the present application; Figure 2 This is a schematic structural diagram of a road intersection cooperative control device provided in an embodiment of the present application; Figure 3 It is a structural diagram of another road intersection collaborative control device provided in an embodiment of the present application.

[0019] Explanation of reference numerals: 11. Speed acquisition module; 12. Time determination module; 13. Speed determination module; 14. Speed control module; 15. Right turn control module. DETAILED DESCRIPTION

[0020] In order to enable people skilled in the art to better understand the technical solutions in this specification, the technical solutions in the embodiments of this specification will be clearly and completely described below in conjunction with the drawings in the embodiments of this specification. Obviously, the described embodiments are only part of the embodiments of this application, not all of the embodiments.

[0021] In the description of the embodiments of this application, words such as "exemplarily," "for example," or "for example" are used to indicate examples, illustrations, or explanations. Any embodiment or design described as "exemplarily," "for example," or "for example" in the embodiments of this application should not be construed as being preferred or advantageous over other embodiments or designs. Rather, the use of words such as "exemplarily," "for example," or "for example" is intended to present the relevant concepts in a concrete manner.

[0022] In the description of the embodiments of the present application, the term "and / or" is merely a description of the association relationship of associated objects, indicating that three relationships may exist. For example, A and / or B can represent: A exists alone, B exists alone, and A and B exist at the same time. In addition, unless otherwise specified, the term "multiple" means two or more. For example, multiple systems refer to two or more systems, and multiple screen terminals refer to two or more screen terminals. In addition, the terms "first" and "second" are used for descriptive purposes only and cannot be understood as indicating or implying relative importance or implicitly indicating the indicated technical features. Therefore, the features defined as "first" and "second" may explicitly or implicitly include one or more of the features. The terms "include", "comprise", "have" and their variations all mean "including but not limited to", unless otherwise specifically emphasized.

[0023] See also Figure 1 The present application discloses a flowchart of a method for coordinated control of road intersections. This method can be implemented using a computer program or run on a von Neumann-based coordinated control device for road intersections. The computer program can be integrated into an application or run as a standalone tool application, specifically including: S101: Acquire the actual driving speed of the target vehicle in the first lane.

[0024] Specifically, the target vehicle is a vehicle preparing to turn right from the first lane into the second lane. In this embodiment of the present application, the target vehicle can be in autonomous driving mode and without a driver, or it can be in autonomous driving mode and with a driver. The first road to which the first lane belongs intersects the second road to which the second lane belongs. The intersection of the first and second roads is the target intersection. The target intersection is a road intersection where the two roads intersect. In other embodiments, the target intersection can also be a road intersection where more than two roads intersect. The first and second roads are each divided into at least one lane, including but not limited to right-turn lanes, left-turn lanes, straight-through lanes, and U-turn lanes. The first lane can be a right-turn lane. In other embodiments, the first lane can also be a lane that can be turned right. It should be noted that when a straight-moving vehicle, under a green light for straight-moving, passes through the target intersection and reaches the second lane of the second road, it is likely to intersect with a vehicle in the process of turning right into the second lane, creating a risk of collision. Furthermore, the target vehicle is currently permitted to make a right turn in the first lane.

[0025] Furthermore, the executor of a road intersection collaborative control method disclosed in an embodiment of the present application is the target vehicle itself, and a feasible way to obtain the actual driving speed of the target vehicle in the first lane is: obtaining the actual driving speed of the target vehicle in the first lane through a wheel speed sensor preset in the target vehicle.

[0026] S102: Determine a first estimated time range for the first vehicle going straight to reach the second lane based on the first remaining time, the key speed range, and the corresponding at least one key time range.

[0027] Specifically, the first vehicle going straight is the first vehicle that is preparing to go straight through the target intersection and reach the second lane. The first remaining time is the remaining time of the straight green light when the first vehicle going straight is preparing to go straight through the target intersection. The key speed range is the speed range that the average speed of the first vehicle going straight is likely to be in when it goes straight through the target intersection. The key time range is the time range that the remaining time of the straight green light is likely to be in when the average speed is in the corresponding key speed range. Among them, the straight green light can be understood as a green light signal that allows vehicles to go straight through the intersection. Furthermore, a feasible way to obtain the first remaining time is: through the surveillance video of the camera preset at the target intersection, determine the remaining time displayed in the straight green light when the time node of the first vehicle going straight crosses the stop line, and the camera can capture video footage of vehicles and traffic lights in the target intersection.

[0028] Furthermore, based on the historical speed monitoring records of the target intersection within a preset time, the speed range in which the historical average speed of historical vehicles passing through the target intersection is located is obtained, and the first number of occurrences of each speed range is counted. The larger the first number of occurrences, the more likely the speed of the vehicle passing through the target intersection is to be within the corresponding speed range. In descending order of the first number of occurrences, a first number of speed ranges are selected from each speed range to be determined as the key speed range, that is, the speed range in which the average speed of vehicles passing through the target intersection is likely to be located.

[0029] Obtain the time ranges within which the remaining green light duration for straight-through traffic falls when a historical vehicle with a historical average speed within a single key speed range begins to travel straight through the target intersection. The second occurrence count for each time range is counted. The greater the second occurrence count, the more likely the vehicle's speed will fall within the key speed range when the remaining green light duration for straight-through traffic falls within the corresponding time range. Then, in descending order of the second occurrence count, select a second number of time ranges from each time range to determine them as the key time ranges corresponding to the key speed range, i.e., the time ranges within which the remaining green light duration is likely to fall. The historical speed monitoring records include, but are not limited to, the remaining green light duration when the vehicle begins to pass through the target intersection and the average speed at the target intersection.

[0030] Determine a first weight for each key speed range and a second weight for the key duration range corresponding to each key speed range, wherein the first weight is the ratio of the first occurrence count of each key speed range to the sum of the first occurrence counts of all key speed ranges, and the second weight is the ratio of the second occurrence count of a single key duration range corresponding to the key speed range to the sum of the second occurrence counts of all corresponding key duration ranges. Finally, based on the first remaining duration, the first weight, and the second weight, determine the first estimated time range for the first vehicle going straight to reach the second lane. One achievable implementation is as follows: The key duration range in which the first remaining duration is located is determined as the important duration range, and when an important duration range exists in each key duration range corresponding to the key speed range, the corresponding key speed range is determined as the important speed range. Calculate the first product of the first weight of each important speed range and the second weight of the corresponding important duration range. The larger the first product is, the greater the possibility that the average speed of the vehicle going straight through the target intersection is in the corresponding important speed range under the premise of the first remaining duration. Further, the maximum first product is selected from each first product, wherein the important speed range corresponding to the maximum first product can be understood as the speed range in which the average speed of the first vehicle going straight through the target intersection is most likely to be under the premise of the first remaining duration. Then, the minimum and maximum values of the important speed range corresponding to the maximum first product are selected, and the distance from the first vehicle going straight to the second lane is divided by the maximum and minimum values respectively to obtain the first estimated time range for the first vehicle going straight to reach the second lane.

[0031] S103: Determine a first estimated time for the target vehicle to reach the second lane based on the actual driving speed, and determine an appropriate driving speed corresponding to the target vehicle when the first estimated time is within a first estimated time range.

[0032] Specifically, after the first estimated time range is determined, the distance the target vehicle needs to travel from its current position to the second lane is divided by its actual speed to obtain the first estimated time for the target vehicle to turn into the second lane. If the first estimated time is within the first estimated time range, it indicates that when the first vehicle traveling straight through the target intersection reaches the second lane, there is a high probability that it will intersect with the target vehicle turning right into the second lane, resulting in a high probability of collision. To avoid a collision when the target vehicle passes through the target intersection, its speed needs to be adjusted. An appropriate speed for the target vehicle is then determined. One feasible method for determining this speed is to compare the actual speed with the speed limit of the target intersection. If the actual speed is less than the speed limit, the distance from the target vehicle's current position to the second lane is divided by the speed limit to obtain a second estimated time. If the second estimated time is not within the first estimated time range, it indicates that the target vehicle is less likely to intersect with the first vehicle traveling straight through the right turn, resulting in a low risk of collision. The speed limit is then determined as the appropriate speed.

[0033] Furthermore, if the second estimated time is within the range of the first estimated time, it indicates that the target vehicle is more likely to intersect with the first vehicle going straight during the right turn, and the risk of collision is higher. In this case, the distance between the first vehicle going straight and the following vehicle is obtained through a preset distance sensor, wherein the following vehicle is the vehicle located behind the first vehicle going straight when passing through the target intersection. If the distance between vehicles is not greater than the preset distance threshold, it indicates that the distance between the first vehicle going straight and the following vehicle is small. In order to reduce the risk of collision with the straight vehicle, it is necessary to temporarily stop and wait. In this case, the appropriate driving speed corresponding to the target vehicle is determined to be 0. If the distance between vehicles is greater than the distance threshold, it indicates that the distance between the first vehicle going straight and the following vehicle is large. The target vehicle can appropriately slow down and follow the first vehicle going straight into the second lane. In this case, if there is a driver in the target vehicle, a reminder to take over the vehicle and slow down the vehicle is issued. In other embodiments, the speed of the target vehicle after deceleration, i.e., the appropriate driving speed, is determined by determining, from the surveillance video of a camera at the target intersection, the second remaining duration of the straight-ahead green light when the following vehicle begins to travel straight through the target intersection, determining the key duration range within which the second remaining duration falls as the target duration range, and when a target duration range exists within each key duration range corresponding to the key speed range, determining the corresponding key speed range as the target speed range. Calculating the second product of the first weight of each target speed range and the second weight of the corresponding target duration range; the larger the second product, the more likely the average speed of the following vehicle traveling straight through the target intersection will fall within the corresponding target speed range; then selecting the maximum second product from each second product, and then selecting the maximum and minimum values of the target speed range corresponding to the maximum second product; dividing the current distance of the following vehicle to the second lane by the maximum and minimum values, respectively, to obtain the second estimated time range for the following vehicle to reach the second lane.

[0034] The current distance from the target vehicle to the second lane is represented by S, the appropriate driving speed is represented by V, and the second estimated time for the target lane to reach the second lane is represented by T, thereby obtaining the equation S=V·T. At the same time, the second estimated time T is not within the first estimated time range and the second estimated time range as a constraint condition, and the equation is solved to determine the appropriate driving speed corresponding to the target vehicle. If a solution exists, it means that the target vehicle can slow down and continue to turn right and is likely to move behind the first vehicle going straight, and the possibility of colliding with the following vehicle is relatively small. In other embodiments, when the first estimated time range and the second estimated time range do not intersect, the range from the maximum value of the second estimated time range to the minimum value of the first estimated time range is determined as the time range to be selected, and S is divided by the maximum value of the time range to be selected to obtain the second estimated time.

[0035] S104: Adjusting the actual driving speed to an appropriate driving speed so that a second estimated time for the target vehicle to reach the second lane is not within the range of the first estimated time.

[0036] Specifically, once the optimal speed is determined, the actual speed is adjusted to that optimal speed, thereby reducing the likelihood of the target vehicle intersecting with vehicles going straight while turning right, and thus reducing the risk of a collision when passing through an intersection. This adjustment is achieved through a proportional-integral-differential (PID) controller pre-set in the target vehicle.

[0037] In other embodiments, when the traffic light at the second lane is red after traveling straight through the target intersection, it indicates that the crosswalk on the second road (the crosswalk through which the target vehicle will turn right to enter the second lane) is likely to allow pedestrians to pass. Based on the accident statistics, historical areas of the crosswalk on the second road where accidents have occurred are obtained. The first occurrence frequency of each historical area is calculated. The greater the first occurrence frequency, the more likely the corresponding historical area is to have an accident. A third number of historical areas are selected from each historical area in descending order of first occurrence frequency to be determined as key areas, i.e., areas of the crosswalk where accidents are likely to occur. The accident statistics include, but are not limited to, information such as the area of the crosswalk where accidents between vehicles and pedestrians occurred and the vehicle's travel speed at the time of the accident.

[0038] Furthermore, based on the aforementioned accident statistics, the speed ranges within which vehicles traveled when accidents occurred in a single key area are obtained. The second frequency of occurrence of each speed range is calculated. The greater the second frequency of occurrence, the greater the likelihood of an accident occurring in the key area when vehicles traveled within the corresponding speed range. Next, a fourth number of speed ranges are selected from the speed ranges in descending order of second frequency of occurrence to determine them as the key speed ranges corresponding to the key area. These speed ranges are the speed ranges most likely to occur when accidents occur.

[0039] Then, a third weight is determined for each key area, and a fourth weight is determined for the key speed interval corresponding to each key area, where the third weight is the ratio of the first occurrence frequency of each key area to the sum of the first occurrence frequencies of all key areas, and the fourth weight is the ratio of the second occurrence frequency of a single key speed interval corresponding to the key area to the sum of the second occurrence frequencies of all corresponding key speed intervals. Finally, when no vehicle passes through the target intersection and reaches the second road in a straight line, the target vehicle is controlled to turn right onto the second road based on the third and fourth weights. One achievable implementation method is to determine the key speed interval in which the target vehicle's current actual speed is located as the important speed interval. If an important speed interval exists in each key speed interval corresponding to the key area, then the corresponding key area is determined as the important area. Next, a third product of the third weight of each important area and the fourth weight of the corresponding important speed interval is calculated. The larger the third product, the greater the likelihood that the target vehicle will cause an accident in the corresponding important area when turning right onto the second road at its actual speed. Each third product is summed to obtain a product sum. The larger the sum of the products, the greater the overall probability of an accident occurring when the target vehicle turns right onto the second road at its actual speed. The sum of the products is compared with a preset threshold. If the sum of the products is not greater than the preset threshold, the overall probability of an accident occurring when turning right onto the second road at its actual speed is low, and speed adjustment is not necessary. The smallest third product is then selected from the third products, and the critical area corresponding to the smallest third product is determined as the final passing area, i.e., the area in the crosswalk with the lowest probability of an accident occurring during the passing process. Furthermore, based on this final passing area, the lane that the target vehicle ultimately enters on the second road is determined, i.e., the final selected lane, where the final selected lane is the lane reached by traversing the final passing area. Finally, based on the actual speed and the final selected lane, the target vehicle is controlled to turn right onto the second road.

[0040] In one embodiment, if the sum of the products is greater than a preset threshold, it indicates that the overall possibility of an accident occurring during the right turn to the second road at the actual driving speed is high, and speed adjustment is required. Then, the weight product of the third weight of each key area and the fourth weight of the corresponding key speed interval is calculated, and the weight products corresponding to the same key speed interval are summed to obtain the sum of the weight products. The minimum sum of the weight products is selected from the sums of the weight products, and the key speed interval corresponding to the minimum sum of the weight products is determined as the final speed interval. The minimum value of the final speed interval is selected as the final selected speed. At the same time, the minimum weight product among the weight products corresponding to the final speed interval is selected, and the final lane to be entered is determined based on the key area corresponding to the minimum weight product. Finally, based on the final selected speed and the final lane to be entered, the target vehicle is controlled to enter the second road.

[0041] The implementation principle of the coordinated control method for road intersections in the embodiment of the present application is as follows: based on the key speed ranges and the corresponding key time ranges, the probability that the average speed of the first vehicle going straight through the target intersection will be within each key speed range when passing through the target intersection under the premise of the first remaining time is determined, thereby determining the speed range in which the average speed is likely to be within, and based on this, determining the first estimated time range for the first vehicle going straight through to reach the second lane. Furthermore, if the first estimated time is within the first estimated time range, it means that the first vehicle going straight through the target intersection and reaching the second lane is likely to intersect with the target vehicle turning right into the second lane, and the possibility of a collision is high. To avoid a collision between the target vehicle and the target vehicle when passing through the target intersection, its driving speed needs to be adjusted. Then, the appropriate driving speed corresponding to the target vehicle is determined, and finally the actual driving speed of the target vehicle is adjusted to the appropriate driving speed, thereby improving the driving safety of the target vehicle under this road condition and improving the safety of the vehicle when passing through the road intersection.

[0042] The following are device embodiments of the present application, which can be used to implement the method embodiments of the present application. For details not disclosed in the device embodiments of the present application, please refer to the method embodiments of the present application.

[0043] See Figure 2 , which is a schematic diagram of the structure of a road intersection collaborative control device provided in an embodiment of the present application. This road intersection collaborative control device can be implemented as all or part of the device through software, hardware, or a combination of both. The device includes a speed acquisition module 11, a time determination module 12, a speed determination module 13, and a speed control module 14.

[0044] A speed acquisition module 11 is configured to acquire an actual driving speed of a target vehicle in a first lane, where the target vehicle is about to turn right from the first lane to the second lane, and a first road to which the first lane belongs and a second road to which the second lane belongs are in an intersecting relationship; The time determination module 12 is configured to determine a first estimated time range for a first vehicle going straight to reach the second lane based on the first remaining time, the key speed range, and the corresponding at least one key time range, wherein the first vehicle going straight is the first vehicle preparing to go straight through the target intersection and reach the second lane, the target intersection being the intersection of the first road and the second road, the first remaining time being the remaining time of the green light for going straight when the first vehicle going straight is preparing to go straight through the target intersection, the key speed range being a speed range within which the average speed of the first vehicle going straight through is likely to be when going straight through the target intersection, and the key time range being a time range within which the remaining time of the green light for going straight is likely to be when the average speed is within the corresponding key speed range; A speed determination module 13 is configured to determine a first estimated time for the target vehicle to reach the second lane based on the actual driving speed, and to determine an appropriate driving speed corresponding to the target vehicle when the first estimated time is within a first estimated time range; The speed control module 14 is configured to adjust the actual driving speed to an appropriate driving speed so that a second estimated time for the target vehicle to reach the second lane is not within the range of the first estimated time.

[0045] Optionally, the time determination module 12 is specifically configured to: Obtain the speed ranges in which the historical average speeds of vehicles passing through the target intersection are located, count the number of first occurrences of each speed range, and select the first number of speed ranges from each speed range in descending order of the number of first occurrences to determine as key speed ranges; Obtain the duration range of the remaining green light time for straight-through traffic when historical vehicles with a historical average speed within a single key speed range begin to go straight through the target intersection, and count the number of second occurrences in each duration range; Selecting a second number of duration ranges from each duration range in descending order of the second number of occurrences as key duration ranges corresponding to the single key speed range; Determine a first weight for each key speed range and a second weight for the key duration range corresponding to each key speed range, the first weight being a ratio of a first occurrence count of each key speed range to a sum of first occurrence counts of all key speed ranges, and the second weight being a ratio of a second occurrence count of a single key duration range corresponding to the key speed range to a sum of second occurrence counts of all corresponding key duration ranges; A first estimated time range for the first vehicle going straight to reach the second lane is determined based on the first remaining time, the first weight, and the second weight.

[0046] Optionally, the time determination module 12 is specifically configured to: Determine the key duration range in which the first remaining duration is located as the important duration range, and when an important duration range exists in each key duration range corresponding to the key speed range, determine the corresponding key speed range as the important speed range; Calculate a first product of a first weight of each important speed range and a second weight of a corresponding important duration range; A maximum first product is selected from each first product, and a first estimated time range for the first vehicle going straight to reach the second lane is determined based on the important speed range corresponding to the maximum first product and the current distance between the first vehicle going straight and the second lane.

[0047] Optionally, the speed determination module 13 is specifically configured to: If the actual driving speed is less than the speed limit of the target intersection, the second estimated time for the target vehicle is determined based on the distance from the target vehicle to the second lane and the speed limit; When the second estimated time is not within the range of the first estimated time, the speed limit is determined as the appropriate driving speed corresponding to the target vehicle; When the second estimated time is within the range of the first estimated time, the distance between the first vehicle going straight and the following vehicle is obtained. If the distance between the vehicles is not greater than a preset distance threshold, the appropriate driving speed corresponding to the target vehicle is determined to be 0; If the inter-vehicle distance is greater than the distance threshold, the appropriate driving speed corresponding to the target vehicle is determined based on the second remaining duration of the straight green light when the following vehicle starts to go straight through the target intersection.

[0048] Optionally, the speed determination module 13 is specifically configured to: Determine the key duration range in which the second remaining duration is located as the target duration range, and when a target duration range exists in each key duration range corresponding to the key speed range, determine the corresponding key speed range as the target speed range; Calculate a second product of the first weight of each target speed range and the second weight of the corresponding target duration range, and select a maximum second product from the second products; determining a second estimated time range for the following vehicle to reach the second lane based on the target speed range corresponding to the maximum second product and the current distance between the following vehicle and the second lane; Based on the distance from the target vehicle to the second lane, an appropriate driving speed corresponding to the target vehicle is determined so that a second estimated time for the target vehicle to reach the second lane is not within the range of the first estimated time and the second estimated time.

[0049] Optional, such as Figure 3 As shown, the device further includes a right turn control module 15, which is specifically used to: When the traffic light at the second lane reaches red after going straight through the target intersection, historical areas where accidents have occurred in the crosswalk of the second road are obtained, the first occurrence frequency of each historical area is counted, and a third number of historical areas are selected from each historical area in descending order of first occurrence frequency to determine as key areas; Obtaining the speed intervals within which the vehicle traveled when the accident occurred in the single key area, counting the second occurrence frequency of each speed interval, and selecting a fourth number of speed intervals from each speed interval in descending order of the second occurrence frequency as key speed intervals corresponding to the single key area; Determine a third weight for each key area and a fourth weight for the key speed interval corresponding to each key area, where the third weight is the ratio of the first occurrence frequency of each key area to the sum of the first occurrence frequencies of all key areas, and the fourth weight is the ratio of the second occurrence frequency of a single key speed interval corresponding to the key area to the sum of the second occurrence frequencies of all corresponding key speed intervals; According to the third weight and the fourth weight, the target vehicle is controlled to turn right and enter the second road.

[0050] Optionally, the right turn control module 15 is specifically configured to: The key speed interval in which the actual driving speed is located is determined as the important speed interval. If there is an important speed interval in each key speed interval corresponding to the key area, the corresponding key area is determined as the important area. Calculating a third product of the third weight of each important area and the fourth weight of the corresponding important speed interval, and summing the third products to obtain a sum of the products; When the sum of the products is not greater than a preset threshold, selecting a minimum third product from the third products, and determining the important area corresponding to the minimum third product as the final passing area; According to the final selected lane and the actual driving speed in the second road, the target vehicle is controlled to turn right into the second road, and the final selected lane is the lane reached by passing through the final passing area.

[0051] It should be noted that the road intersection collaborative control device provided in the above embodiment only uses the division of the above functional modules as an example when executing the road intersection collaborative control method. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above. In addition, the road intersection collaborative control device provided in the above embodiment and the road intersection collaborative control method embodiment are based on the same concept. The implementation process is detailed in the method embodiment and will not be repeated here.

[0052] An embodiment of the present application further discloses a computer-readable storage medium, and the computer-readable storage medium stores a computer program, wherein when the computer program is executed by a processor, a road intersection collaborative control method of the above embodiment is implemented.

[0053] Among them, the computer program can be stored in a computer-readable medium, the computer program includes computer program code, the computer program code can be in the form of source code, object code, executable file or certain middleware, etc. The computer-readable medium includes any entity or device that can carry computer program code, recording medium, USB flash drive, mobile hard disk, magnetic disk, optical disk, computer memory, read-only memory (ROM), random access memory (RAM), electrical carrier signal, telecommunication signal and software distribution medium, etc. It should be noted that computer-readable medium includes but is not limited to the above-mentioned components.

[0054] Among them, through this computer-readable storage medium, a road intersection collaborative control method of the above embodiment is stored in a computer-readable storage medium, and is loaded and executed on a processor to facilitate the storage and application of the above method.

[0055] An embodiment of the present application also discloses an electronic device, in which a computer program is stored in a computer-readable storage medium. When the computer program is loaded and executed by a processor, the above-mentioned road intersection collaborative control method is implemented.

[0056] Among them, the electronic device can be an electronic device such as a desktop computer, a laptop computer or a cloud server, and the electronic device includes but is not limited to a processor and a memory. For example, the electronic device can also include input and output devices, network access devices and buses, etc.

[0057] Among them, the processor can adopt a central processing unit (CPU). Of course, according to actual usage, other general-purpose processors, digital signal processors (DSP), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs) or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. can also be adopted. The general-purpose processor can adopt a microprocessor or any conventional processor, etc., and this application does not impose any restrictions on this.

[0058] Among them, the memory can be an internal storage unit of the electronic device, such as the hard disk or memory of the electronic device, or it can be an external storage device of the electronic device, such as a plug-in hard disk, smart memory card (SMC), secure digital card (SD) or flash memory card (FC) equipped on the electronic device. In addition, the memory can also be a combination of an internal storage unit and an external storage device of the electronic device. The memory is used to store computer programs and other programs and data required by the electronic device. The memory can also be used to temporarily store data that has been output or is to be output. This application does not impose any restrictions on this.

[0059] Among them, through this electronic device, a road intersection cooperative control method of the above embodiment is stored in the memory of the electronic device, and is loaded and executed on the processor of the electronic device for easy use.

[0060] The above description is merely an exemplary embodiment of the present disclosure and is not intended to limit the scope of the present disclosure. That is, any equivalent changes and modifications made in accordance with the teachings of the present disclosure are still within the scope of the present disclosure. This application is intended to cover any variations, uses, or adaptations of the present disclosure, which follow the general principles of the present disclosure and include common knowledge or customary technical means in the art that are not described in the present disclosure. The description and examples are to be regarded as exemplary only, and the scope and spirit of the present disclosure are defined by the claims.

Claims

1. A road intersection coordinated control method, characterized in that: The method comprises: Obtaining an actual driving speed of a target vehicle in a first lane, wherein the target vehicle is preparing to turn right from the first lane to a second lane, and a first road to which the first lane belongs and a second road to which the second lane belongs are in an intersecting relationship; Determine a first estimated time range for a first vehicle going straight to reach the second lane based on the first remaining time, the key speed range, and at least one corresponding key time range, where the first vehicle going straight is the first vehicle preparing to go straight through a target intersection to reach the second lane, the target intersection being the intersection of the first road and the second road, the first remaining time being the remaining time of the green light for going straight when the first vehicle going straight is preparing to go straight through the target intersection, the key speed range being a speed range in which the average speed of the first vehicle going straight through is likely to fall when going straight through the target intersection, and the key time range being a time range in which the remaining time of the green light for going straight is likely to fall when the average speed is within the corresponding key speed range; determining a first estimated time for the target vehicle to reach the second lane based on the actual driving speed, and determining an appropriate driving speed corresponding to the target vehicle when the first estimated time is within the first estimated time range; The actual driving speed is adjusted to the appropriate driving speed so that a second estimated time for the target vehicle to reach the second lane is not within the first estimated time range.

2. The road intersection cooperative control method according to claim 1, characterized in that: Determining a first estimated time range for the first vehicle going straight to reach the second lane based on the first remaining time, the key speed range, and the corresponding at least one key time range specifically includes: Obtaining speed ranges within which historical average speeds of vehicles passing through a target intersection fall, counting a first occurrence count of each speed range, and selecting a first number of speed ranges from each speed range in descending order of the first occurrence counts as key speed ranges; Obtaining a time range of the remaining time of the straight green light when historical vehicles with a historical average speed within a single key speed range start to go straight through the target intersection, and counting the number of second occurrences of each time range; Selecting a second number of duration ranges from each of the duration ranges in descending order of the second number of occurrences as key duration ranges corresponding to a single key speed range; Determine a first weight for each of the key speed ranges, and determine a second weight for the key duration range corresponding to each of the key speed ranges, wherein the first weight is a ratio of a first occurrence count of each key speed range to a sum of first occurrence counts of all key speed ranges, and the second weight is a ratio of a second occurrence count of a single key duration range corresponding to the key speed range to a sum of second occurrence counts of all corresponding key duration ranges; A first estimated time range for the first vehicle going straight to reach the second lane is determined based on the first remaining time, the first weight, and the second weight.

3. The road intersection cooperative control method according to claim 2, characterized in that: The determining, based on the first remaining time, the first weight, and the second weight, of a first estimated time range for the first vehicle going straight to reach the second lane specifically includes: determining the key duration range in which the first remaining duration is located as an important duration range, and when the important duration range exists in each key duration range corresponding to the key speed range, determining the corresponding key speed range as an important speed range; Calculating a first product of a first weight of each of the important speed ranges and a second weight of a corresponding important duration range; A maximum first product is selected from each of the first products, and a first estimated time range for the first vehicle going straight to reach the second lane is determined based on the important speed range corresponding to the maximum first product and the current distance between the first vehicle going straight and the second lane.

4. The road intersection cooperative control method according to claim 2, characterized in that: Determining the appropriate driving speed corresponding to the target vehicle specifically includes: If the actual driving speed is less than the speed limit of the target intersection, determining a second estimated time for the target vehicle based on the distance from the target vehicle to the second lane and the speed limit; When the second estimated time is not within the range of the first estimated time, determining the speed limit as the appropriate driving speed corresponding to the target vehicle; When the second estimated time is within the range of the first estimated time, obtaining the distance between the first vehicle going straight and the following vehicle; if the distance between the vehicles is not greater than a preset distance threshold, determining the appropriate driving speed corresponding to the target vehicle to be 0; If the inter-vehicle distance is greater than the distance threshold, the appropriate driving speed corresponding to the target vehicle is determined based on the second remaining duration of the straight green light when the following vehicle starts to go straight through the target intersection.

5. The road intersection cooperative control method according to claim 4, characterized in that: The determining of the appropriate driving speed corresponding to the target vehicle based on the second remaining duration of the straight green light when the following vehicle starts to go straight through the target intersection specifically includes: Determine the key duration range in which the second remaining duration is located as the target duration range, and when the target duration range exists in each key duration range corresponding to the key speed range, determine the corresponding key speed range as the target speed range; Calculating a second product of the first weight of each target speed range and the second weight of the corresponding target duration range, and selecting a maximum second product from each of the second products; determining a second estimated time range for the following vehicle to reach the second lane based on a target speed range corresponding to the maximum second product and a current distance between the following vehicle and the second lane; Based on the distance from the target vehicle to the second lane, an appropriate driving speed corresponding to the target vehicle is determined so that a second estimated time for the target vehicle to reach the second lane is not within the first estimated time range and the second estimated time range.

6. The road intersection cooperative control method according to claim 1, characterized in that: The method further comprises: When the traffic light at the second lane reaches red after traveling straight through the target intersection, obtaining historical areas in the crosswalk of the second road where accidents have occurred, counting a first occurrence frequency of each of the historical areas, and selecting a third number of historical areas from each of the historical areas in descending order of the first occurrence frequency to determine as key areas; obtaining a speed interval in which the vehicle traveled when the accident occurred in the single key area, counting a second occurrence frequency of each speed interval, and selecting a fourth number of speed intervals from each speed interval in descending order of the second occurrence frequency to determine as key speed intervals corresponding to the single key area; Determining a third weight for each of the key areas, and determining a fourth weight for the key speed interval corresponding to each of the key areas, wherein the third weight is a ratio of a first occurrence frequency of each key area to the sum of the first occurrence frequencies of all key areas, and the fourth weight is a ratio of a second occurrence frequency of a single key speed interval corresponding to the key area to the sum of the second occurrence frequencies of all corresponding key speed intervals; The target vehicle is controlled to turn right and enter the second road according to the third weight and the fourth weight.

7. The road intersection cooperative control method according to claim 6, characterized in that: The controlling the target vehicle to turn right and enter the second road according to the third weight and the fourth weight specifically includes: determining the key speed interval in which the actual driving speed is located as the important speed interval, and if the important speed interval exists in each key speed interval corresponding to the key area, determining the corresponding key area as the important area; calculating a third product of the third weight of each important area and the fourth weight of the corresponding important speed interval, and summing the third products to obtain a sum of the products; When the sum of the products is not greater than a preset threshold, selecting a minimum third product from the third products, and determining the important area corresponding to the minimum third product as the final passing area; The target vehicle is controlled to turn right into the second road according to a final selected lane in the second road and the actual driving speed, wherein the final selected lane is a lane reached by passing through the final passing area.

8. A road intersection cooperative control device, characterized in that: include: A speed acquisition module (11) is used to acquire an actual driving speed of a target vehicle in a first lane, wherein the target vehicle is a vehicle that is about to turn right from the first lane to a second lane, and a first road to which the first lane belongs and a second road to which the second lane belongs are in an intersecting relationship; A time determination module (12) is configured to determine a first estimated time range for a first vehicle going straight to reach the second lane based on a first remaining time, a key speed range, and at least one corresponding key time range, wherein the first vehicle going straight is the first vehicle that is preparing to go straight through a target intersection to reach the second lane, the target intersection being the intersection of the first road and the second road, the first remaining time being the remaining time of the straight green light when the first vehicle going straight is preparing to go straight through the target intersection, the key speed range being the speed range in which the average speed of the first vehicle going straight is likely to fall when going straight through the target intersection, and the key time range being the time range in which the remaining time of the straight green light is likely to fall when the average speed falls within the corresponding key speed range; A speed determination module (13) is used to determine a first estimated time for the target vehicle to reach the second lane based on the actual driving speed, and to determine an appropriate driving speed corresponding to the target vehicle when the first estimated time is within the first estimated time range; A speed control module (14) is used to adjust the actual driving speed to the appropriate driving speed so that a second estimated time for the target vehicle to reach the second lane is not within the first estimated time range.

9. A computer-readable storage medium storing a computer program, wherein: When the computer program is loaded and executed by a processor, the method according to any one of claims 1 to 7 is implemented.

10. An electronic device comprising a memory, a processor, and a computer program stored in the memory and capable of running on the processor, characterized in that: When the processor loads and executes the computer program, the method according to any one of claims 1 to 7 is implemented.

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