Bus priority signal and track cooperative control method and device under dynamic road right distribution

Abstract

The invention relates to the technical field of intelligent traffic, and provides a public transport priority signal and track cooperative control method and device under dynamic road right distribution, and the method comprises the steps: constructing a historical data set of traffic signal information and vehicle information; according to the phase of the historical data set and the vehicle information of the corresponding lane in the direction from the stop line to the lane entrance, constructing a motorcade according to the constraint that the maximum number of vehicles allowed by phase timing is not exceeded; inputting the vehicle information and the traffic signal information of the motorcade in the historical data set into a signal timing and road right distribution model to obtain signal timing decision information, road right distribution decision information and vehicle decision information of at least a next period; controlling traffic lights according to the signal timing decision information and the right of road distribution decision information; and controlling the vehicle to run according to the right-of-way distribution decision information and the vehicle decision information. According to the invention, the passenger passing efficiency is considered, the lane right is dynamically allocated, and the traffic signal timing is optimized.

Description

Technical Field

[0001] This invention relates to the field of intelligent transportation technology, and in particular to a method and apparatus for coordinated control of bus priority signals and trajectories under dynamic right-of-way allocation. Background Technology

[0002] With the development of intelligent connected transportation technology, connected and automated vehicles (CAVs) and connected and automated buses (CABs) are gradually becoming important components of intelligent transportation systems. In traditional traffic control schemes, dedicated vehicle lane rights are allocated in a fixed manner, resulting in uneven utilization rates between dedicated lanes and ordinary lanes under different CAV penetration rates, which affects overall traffic efficiency.

[0003] Existing research has proposed dynamic lane allocation strategies based on CAV (Car Access Vehicle), but these strategies focus on car systems and ignore the priority needs of buses. Since buses carry a large number of passengers, their traffic efficiency has a significant impact on overall passenger travel time.

[0004] Therefore, dynamic allocation of vehicle and road rights and signal optimization strategies that take into account passenger traffic efficiency are important issues that the industry urgently needs to address. Summary of the Invention

[0005] In view of this, embodiments of this specification provide a method for coordinated control of bus priority signals and trajectories under dynamic right-of-way allocation. One or more embodiments of this specification also relate to a device for coordinated control of bus priority signals and trajectories under dynamic right-of-way allocation, a computing device, a computer-readable storage medium, and a computer program, to address the technical deficiencies existing in the prior art.

[0006] According to a first aspect of the embodiments of this specification, a method for coordinated control of bus priority signals and trajectories under dynamic right-of-way allocation is provided, comprising:

[0007] Construct a historical dataset: Collect traffic signal information for at least one cycle, as well as vehicle information for each vehicle in both lane-changing and non-lane-changing areas to construct a historical dataset. The vehicle information includes one or more of the vehicle's position, speed, acceleration, passenger capacity, and driving lane. The traffic signal information includes the phase and cycle of the traffic signal.

[0008] Fleet construction: Based on the phases in the historical dataset and the corresponding vehicle information from the stop line to the lane entrance, the fleet is constructed according to the constraint of not exceeding the maximum number of vehicles allowed by the phase timing.

[0009] Traffic signal and right-of-way decision-making: Vehicle information and traffic signal information from historical datasets are input into the signal timing and right-of-way allocation model to obtain signal timing decision information, right-of-way allocation decision information, and vehicle decision information for at least the next cycle. The signal timing decision information includes traffic signal status, the right-of-way allocation decision information includes vehicle and lane rights, and the vehicle decision information includes vehicle arrival time and lane. The signal timing and right-of-way allocation model is a decision-making model with the objective function of minimizing total passenger delay. The total passenger delay is obtained by linearly combining the time delay of passengers crossing the stop line in lane-changeable areas and the time delay of passengers crossing the stop line in non-lane-changeable areas.

[0010] Traffic light control: Based on the signal timing decision information and right-of-way allocation decision information output by the signal timing and right-of-way allocation model, control the traffic lights for the next cycle;

[0011] Vehicle control: Control the movement of vehicles in the convoy based on the right-of-way allocation decision information and vehicle decision information output by the signal timing and right-of-way allocation model.

[0012] In one possible implementation, the method for coordinated control of bus priority signals and trajectories under dynamic right-of-way allocation further includes one or more of the following steps:

[0013] Real-time data acquisition: During the next cycle, traffic signal information and vehicle information of each convoy in lane-changing and non-lane-changing areas are acquired in real time.

[0014] The acceleration of the convoy's lead vehicle is determined by inputting real-time data of the convoy's vehicle information and the lead vehicle's arrival time (output from the signal timing and right-of-way allocation model) into a vehicle trajectory planning model to obtain the lead vehicle's acceleration. The vehicle trajectory planning model is a decision model with the objective function of minimizing fuel consumption and acceleration. In the vehicle control step, the speed of the convoy's vehicles is controlled based on the lead vehicle's acceleration output from the vehicle trajectory planning model.

[0015] Lane changing decision: Vehicle decision information for the lane-changing area in the next cycle is obtained from the signal timing decision information, right-of-way allocation decision information, and vehicle decision information output by the signal timing and right-of-way allocation model. This information is then combined with vehicle information collected in real time and input into the vehicle lane-changing control model, which outputs a lane-changing decision. In the vehicle control step, lane changing of vehicles in the platoon is controlled according to the lane-changing decision output by the vehicle lane-changing control model.

[0016] In one possible implementation, the step of determining the acceleration of the convoy's lead vehicle includes:

[0017] The objective function is constructed by weighting and combining the speed, acceleration, and fuel consumption of each vehicle in the convoy.

[0018] Based on the above objective function, the vehicle information of the convoy collected in real time and the arrival time of the lead vehicle output by the right-of-way allocation model are input into the vehicle trajectory planning model to obtain the acceleration of the lead vehicle.

[0019] In one possible implementation, the step of deciding on a vehicle to change lanes includes:

[0020] The vehicle decision information for the lane-changeable area in the next cycle is obtained from the signal timing decision information, right-of-way allocation decision information and vehicle decision information output from the signal timing and right-of-way allocation model, thereby obtaining the vehicle's decision driving lane.

[0021] Obtain the vehicle's real-time driving lane from the vehicle information collected in real time:

[0022] Determine if the real-time driving lane is the same as the decision driving lane:

[0023] If the real-time driving lane is the same as the decision driving lane, the vehicle will not change lanes;

[0024] If the real-time driving lane is different from the decision driving lane, the vehicle will change lanes.

[0025] In one possible implementation, the steps of constructing the fleet include:

[0026] The maximum number of vehicles in a platoon for each phase is obtained based on the timing of each phase in the traffic signal cycle and the minimum safe headway between adjacent vehicles.

[0027] The vehicles in each phase are divided into lanes from the stop line to the lane entrance according to the principle of not exceeding the maximum number of vehicles mentioned above, so as to obtain the initial platoon for each phase.

[0028] In one possible implementation, the steps for deciding on traffic signals and right-of-way include:

[0029] Based on the stop line position of each phase, the vehicle position of each convoy in the lane-change area, the vehicle arrival time, and the passenger capacity, the bus passenger delay and car passenger delay in the lane-change area of ​​each phase are obtained, thereby obtaining the passenger delay in the lane-change area.

[0030] Based on the stop line position of each phase, the vehicle position, arrival time, and passenger capacity of manually driven vehicles and autonomous convoy leaders of each convoy in the non-lane-changing area, the passenger delays of manually driven vehicles, buses, and cars in the non-lane-changing area of ​​each phase are obtained, thereby obtaining the passenger delay in the non-lane-changing area.

[0031] The total passenger delay is obtained by linearly combining the passenger delays in the lane-change area and the passenger delays in the non-lane-change area.

[0032] Using the minimum total passenger delay as the objective function, the vehicle information and traffic signal information of the fleet from the historical dataset are input into the signal timing and right-of-way allocation model to obtain signal timing decision information, right-of-way allocation decision information, and vehicle decision information for at least the next cycle.

[0033] According to a second aspect of the embodiments of this specification, a device for coordinated control of bus priority signals and trajectory under dynamic right-of-way allocation is provided, comprising:

[0034] The data acquisition module is configured to collect traffic signal information and vehicle information of each vehicle in lane-changing and non-lane-changing areas. The vehicle information includes the vehicle's position, speed, acceleration, passenger capacity, and one or more of the driving lanes. The traffic signal information includes the phase and period of the traffic signal.

[0035] The fleet building module is configured to build a fleet based on the phase and corresponding lane vehicle information from the stop line to the lane entrance direction collected by the data acquisition module, in accordance with the constraint of not exceeding the maximum number of vehicles allowed by the phase timing.

[0036] The first decision module is configured to input historical data from the data acquisition module corresponding to the fleet constructed by the fleet construction module into the signal timing and right-of-way allocation model to obtain signal timing decision information, right-of-way allocation decision information, and vehicle decision information for at least the next cycle. The signal timing decision information includes traffic signal status, the right-of-way allocation decision information includes vehicle lane rights, and the vehicle decision information includes vehicle arrival time and driving lane. The signal timing and right-of-way allocation model is a decision model with the objective function of minimizing total passenger delay. The total passenger delay is obtained by linearly combining the time delay of passengers crossing the stop line in lane-changeable areas and the time delay of passengers crossing the stop line in non-lane-changeable areas.

[0037] The control module is configured to control the traffic lights in the next cycle based on the signal timing decision information and right-of-way allocation decision information output by the first decision module; and to control vehicle movement in the next cycle based on the right-of-way allocation decision information and vehicle decision information output by the first decision module.

[0038] In one possible implementation, the bus priority signal and trajectory coordinated control device under dynamic right-of-way allocation further includes one or more of the following modules:

[0039] The second decision module is configured to input the vehicle information of the convoy for the next cycle, which is collected in real time by the data acquisition module, and the arrival time of the lead vehicle, which is output by the signal timing and right-of-way allocation model of the first decision module, into the vehicle trajectory planning model to obtain the acceleration of the lead vehicle; the vehicle trajectory planning model is a decision model with minimizing fuel consumption and acceleration as the objective function; wherein, the control module also controls the speed of the convoy vehicles according to the acceleration of the lead vehicle output by the second decision module;

[0040] The third decision module is configured to obtain vehicle decision information for the lane-changing area in the next cycle from the signal timing decision information, right-of-way allocation decision information, and vehicle decision information output by the signal timing and right-of-way allocation model of the first decision module, and input the vehicle lane-changing control model with the vehicle information of the next cycle collected in real time by the data acquisition module. The vehicle lane-changing control model outputs a lane-changing decision. The control module also controls the lane-changing of vehicles in the convoy based on the lane-changing decision output by the third decision module.

[0041] According to a third aspect of the embodiments of this specification, a computing device is provided, comprising:

[0042] Memory and processor;

[0043] The memory is used to store computer-executable instructions, and the processor is used to execute the computer-executable instructions. When the computer-executable instructions are executed by the processor, they implement the steps of the above-described method for coordinated control of bus priority signals and trajectories under dynamic right-of-way allocation.

[0044] According to a fourth aspect of the embodiments of this specification, a computer-readable storage medium is provided that stores computer-executable instructions, which, when executed by a processor, implement the steps of the above-described method for coordinated control of bus priority signals and trajectories under dynamic right-of-way allocation.

[0045] According to a fifth aspect of the embodiments of this specification, a computer program is provided, wherein when the computer program is executed in a computer, it causes the computer to perform the steps of the above-described method for coordinated control of bus priority signals and trajectories under dynamic right-of-way allocation.

[0046] The method and device for coordinated control of bus priority signals and trajectories under dynamic right-of-way allocation described in this invention makes future decisions on signal timing, right-of-way allocation, and vehicles in lane-changing areas through a signal timing and right-of-way allocation model with the objective function of minimizing total passenger delay. The objective function of minimizing total passenger delay mainly considers passenger traffic efficiency. Dynamic green light signal timing is achieved through future decisions on signal timing; dynamic vehicle right-of-way allocation for bus lanes and shared lanes is achieved through future decisions on right-of-way allocation. The combined dynamic right-of-way allocation of bus priority signals and trajectories effectively improves the traffic efficiency of vehicles with a large number of passengers (such as buses), effectively reduces total passenger delay at intersections, improves traffic flow efficiency, and enhances passenger experience. Attached Figure Description

[0047] Figure 1 This is a schematic diagram of a scenario illustrating a method for coordinated control of bus priority signals and trajectories under dynamic right-of-way allocation, provided in one embodiment of this specification.

[0048] Figure 2 This is a flowchart illustrating a method for coordinated control of bus priority signals and trajectories under dynamic right-of-way allocation, provided in one embodiment of this specification.

[0049] Figure 3 This is a schematic diagram of a scenario illustrating a method for constructing a fleet of vehicles provided in one embodiment of this specification;

[0050] Figure 4 This is a flowchart of a method for coordinated control of bus priority signals and trajectories under dynamic right-of-way allocation, provided in the second embodiment of this specification.

[0051] Figure 5 This is a flowchart of a method for coordinated control of bus priority signals and trajectories under dynamic right-of-way allocation, provided in the third embodiment of this specification.

[0052] Figure 6 This is a schematic diagram of a road area division method provided in one embodiment of this specification;

[0053] Figure 7 This is a flowchart of an embodiment of the LCZ vehicle lane-changing control method provided in this specification;

[0054] Figure 8 This is a schematic diagram of a scenario for an LCZ vehicle lane-changing control method provided in one embodiment of this specification;

[0055] Figure 9 This is a flowchart of a rolling optimization two-layer control model method provided in one embodiment of this specification;

[0056] Figure 10 This is a schematic diagram of movement in traffic provided in one embodiment of this specification;

[0057] Figure 11 This is a schematic diagram of the structure of a bus priority signal and trajectory coordinated control device under dynamic right-of-way allocation, provided in one embodiment of this specification.

[0058] Figure 12 This is a structural block diagram of a computing device provided according to one embodiment of this specification. Detailed Implementation

[0059] Many specific details are set forth in the following description to provide a full understanding of this specification. However, this specification can be implemented in many other ways than those described herein, and those skilled in the art can make similar extensions without departing from the spirit of this specification. Therefore, this specification is not limited to the specific implementations disclosed below.

[0060] The terminology used in one or more embodiments of this specification is for the purpose of describing particular embodiments only and is not intended to be limiting of the one or more embodiments of this specification. The singular forms “a” and “the” as used in one or more embodiments of this specification and the appended claims are also intended to include the plural forms, unless the context clearly indicates otherwise. It should also be understood that the term “and / or” as used in one or more embodiments of this specification refers to and includes any or all possible combinations of one or more associated listed items.

[0061] It should be understood that although the terms first, second, step S1, step S2, etc., may be used to describe various information in one or more embodiments of this specification, such information should not be limited to these terms. These terms are only used to distinguish information of the same type from one another. For example, without departing from the scope of one or more embodiments of this specification, first, second, step S1, step S2, etc., do not indicate a limitation on the order; first may also be referred to as second, and similarly, second may also be referred to as first. Depending on the context, the word "if" as used herein can be interpreted as "when," "when," or "in response to a determination."

[0062] First, the terms and concepts used in one or more embodiments of this specification will be explained:

[0063] Traffic signal cycle: The signal cycle is the time it takes for the red, yellow, and green traffic lights to complete one full cycle;

[0064] Traffic signal phase: The time period during which traffic lights allocate non-conflicting right-of-way to traffic flows in different directions at an intersection;

[0065] Free Flow Speed: The comfortable driving speed that a driver naturally chooses based on road conditions under ideal conditions where there is no interference from other traffic flows and no obvious external constraints (such as speed enforcement or environmental restrictions).

[0066] This specification provides a method for coordinated control of bus priority signals and trajectories under dynamic right-of-way allocation. This specification also relates to a device for coordinated control of bus priority signals and trajectories under dynamic right-of-way allocation, a computing device, and a computer-readable storage medium, which will be described in detail in the following embodiments.

[0067] See Figure 1 , Figure 1 The illustration shows a scenario diagram of a method for coordinated control of bus priority signals and trajectories under dynamic right-of-way allocation according to an embodiment of this specification.

[0068] exist Figure 1 In the application scenario, the computing device 100 can acquire traffic signal information 101 and vehicle information 102. Then, the computing device 100 can construct a vehicle fleet based on the traffic signal information 101 and vehicle information 102, obtaining fleet information 103. Next, the computing device 100 inputs the fleet information 103 into a signal timing and right-of-way allocation model to obtain decision information 104, which includes signal timing decision information, right-of-way allocation decision information, and vehicle decision information for at least the next cycle. Finally, the computing device 100 can control traffic lights and vehicles based on the decision information 104.

[0069] It should be noted that the aforementioned computing device 100 can be either hardware or software. When the computing device 100 is hardware, it can be implemented as a distributed cluster consisting of multiple servers or terminal devices, or as a single server or a single terminal device. When the computing device 100 is software, it can be installed in the hardware devices listed above. It can be implemented as, for example, multiple software programs or software modules used to provide distributed services, or as a single software program or software module. No specific limitations are made here.

[0070] See Figure 2 , Figure 2 The flowchart illustrates a method for coordinated control of bus priority signals and trajectories under dynamic right-of-way allocation according to an embodiment of this specification, specifically including the following steps:

[0071] Step S1, construct a historical dataset: Collect traffic signal information for at least one cycle and vehicle information for each vehicle in the lane-changing area and the non-lane-changing area to construct a historical dataset. The vehicle information includes one or more of the vehicle's position, speed, acceleration, passenger capacity, and driving lane. The traffic signal information includes the phase and cycle of the traffic signal.

[0072] Step S2, construct the fleet: Based on the phase of the historical dataset and the corresponding vehicle information from the stop line to the lane entrance, construct the fleet according to the constraint of not exceeding the maximum number of vehicles allowed by the phase timing;

[0073] Step S3, Traffic Signal and Right-of-Way Decision: Input the vehicle information and traffic signal information of the fleet from the historical dataset into the signal timing and right-of-way allocation model to obtain signal timing decision information, right-of-way allocation decision information, and vehicle decision information for at least the next cycle. The signal timing decision information includes traffic signal status, and the right-of-way allocation decision information includes vehicle and road rights. The vehicle decision information includes vehicle arrival time and driving lane. The signal timing and right-of-way allocation model is a decision model with the objective function of minimizing total passenger delay. It can adopt a decision model based on reinforcement learning or a decision model based on genetic algorithm. The total passenger delay is obtained by linearly combining the time delay of passengers crossing the stop line in lane-change areas and the time delay of passengers crossing the stop line in non-lane-change areas.

[0074] Step S4, control traffic lights: Control the traffic lights for the next cycle based on the signal timing decision information and right-of-way allocation decision information output by the signal timing and right-of-way allocation model. For example, control the timing of the green, red, and yellow lights for each phase based on the signal timing decision information; control the timing of the lights for bus lanes based on the right-of-way allocation decision information; and control the timing of the lights for shared bus lanes based on the right-of-way allocation decision information.

[0075] Step S5, Real-time data acquisition: During the next cycle, real-time acquisition of traffic signal information and vehicle information of each convoy in lane-changing and non-lane-changing areas;

[0076] Step S6, determine the acceleration of the convoy's leader vehicle: input the vehicle information of the convoy collected in real time and the arrival time of the leader vehicle output by the signal timing and right-of-way allocation model into the vehicle trajectory planning model to obtain the acceleration of the leader vehicle; the vehicle trajectory planning model is a decision model with minimizing fuel consumption and acceleration as the objective function, and can be a decision model based on dynamic programming or a decision model based on random forest.

[0077] Step S7, Control Vehicles: Control the movement of vehicles in the convoy based on the right-of-way allocation decision information and vehicle decision information output by the signal timing and right-of-way allocation model; control the acceleration of the lead vehicle or the lead vehicle and its following vehicles based on the acceleration of the lead vehicle output by the vehicle trajectory planning model; for example, control the speed and acceleration of vehicles based on the vehicle arrival time in the vehicle decision information; or, for example, control vehicles to change lanes to the right-of-way with the green light timing based on the driving lane in the vehicle decision information and the right-of-way with the green light timing in the right-of-way allocation decision information.

[0078] The signal timing and right-of-way allocation model of this invention takes the minimum total passenger delay as the objective function, considers the case of a large number of bus passengers, and takes into account the dynamic allocation of vehicle and road rights with bus priority and dynamic optimization of traffic signal timing. It can effectively reduce passenger passage delays at traffic intersections (such as road junctions) and improve traffic flow efficiency.

[0079] The following is in conjunction with the appendix Figure 2 Taking the application of the bus priority signal and trajectory coordinated control method under dynamic right-of-way allocation provided in this specification in traffic control as an example, the method will be further explained.

[0080] In one possible implementation, such as Figure 3 As shown, step S2 includes:

[0081] The maximum number of vehicles in a platoon for each phase is obtained based on the timing of each phase in the traffic signal cycle and the minimum safe headway between adjacent vehicles.

[0082] The vehicles in each phase are divided into lanes from the stop line to the lane entrance according to the principle of not exceeding the maximum number of vehicles mentioned above, so as to obtain the initial platoon for each phase.

[0083] In one possible implementation, such as Figure 3 As shown, step S2 further includes:

[0084] The distance between adjacent vehicles is determined based on the position of the vehicles in the convoy.

[0085] Determine whether the distance between adjacent vehicles is greater than the critical distance between vehicles;

[0086] Adjacent vehicles within the initial platoon that are no larger than the critical distance between vehicles are grouped into a sub-platoon.

[0087] Adjacent vehicles in the initial platoon that are larger than the critical distance between vehicles are divided into different sub-platoons.

[0088] In one possible implementation, step S3 includes:

[0089] Based on the stop line position of each phase, the vehicle position of each convoy in the lane-change area, the vehicle arrival time, and the passenger capacity, the bus passenger delay and car passenger delay in the lane-change area of ​​each phase are obtained, thereby obtaining the passenger delay in the lane-change area.

[0090] Based on the stop line position of each phase, the vehicle position, arrival time, and passenger capacity of manually driven vehicles and autonomous convoy leaders of each convoy in the non-lane-changing area, the passenger delays of manually driven vehicles, buses, and cars in the non-lane-changing area of ​​each phase are obtained, thereby obtaining the passenger delay in the non-lane-changing area.

[0091] The total passenger delay is obtained by linearly combining the passenger delays in the lane-change area and the passenger delays in the non-lane-change area.

[0092] Using the minimum total passenger delay as the objective function, the vehicle information and traffic signal information of the fleet from the historical dataset are input into the signal timing and right-of-way allocation model to obtain signal timing decision information, right-of-way allocation decision information, and vehicle decision information for at least the next cycle.

[0093] In one possible implementation, step S6 includes:

[0094] The objective function is constructed by weighting and combining the speed, acceleration, and fuel consumption of each vehicle in the convoy.

[0095] Based on the above objective function, the vehicle information of the convoy collected in real time and the arrival time of the lead vehicle output by the right-of-way allocation model are input into the vehicle trajectory planning model to obtain the acceleration of the lead vehicle.

[0096] In the context of intelligent connected vehicles, this invention constructs a collaborative optimization model for bus priority signals and vehicle trajectories to simultaneously optimize signal timing, vehicle-road right-of-way allocation, and vehicle trajectories.

[0097] Figure 4 A flowchart of a method for coordinated control of bus priority signals and trajectories under dynamic right-of-way allocation according to a second embodiment of this specification is shown, as follows: Figure 4 As shown, the method for coordinated control of bus priority signals and trajectories under dynamic right-of-way allocation specifically includes the following steps:

[0098] Step S10, Data Acquisition: Historical and real-time data acquisition of traffic signal information and vehicle information of each vehicle in lane-changing and non-lane-changing areas.

[0099] Step S20, construct the fleet: Based on the phase data of historical data and the corresponding vehicle information from the stop line to the lane entrance, construct the fleet according to the constraint of not exceeding the maximum number of vehicles allowed by the phase timing;

[0100] Step S30, Traffic Signal and Right-of-Way Decision: Input the vehicle information and traffic signal information of the fleet from the historical dataset into the signal timing and right-of-way allocation model to obtain signal timing decision information, right-of-way allocation decision information, and vehicle decision information for at least the next cycle. The signal timing decision information includes traffic signal status, the right-of-way allocation decision information includes vehicle and road rights, and the vehicle decision information includes vehicle arrival time and driving lane. The signal timing and right-of-way allocation model is a decision model with the objective function of minimizing total passenger delay. The total passenger delay is obtained by linearly combining the time delay of passengers crossing the stop line in lane-change areas and the time delay of passengers crossing the stop line in non-lane-change areas.

[0101] Step S40, control traffic lights: control the traffic lights for the next cycle based on the signal timing decision information output by the signal timing and right-of-way allocation model;

[0102] Step S50, determine the acceleration of the convoy's leader vehicle: input the vehicle information of the convoy collected in real time and the arrival time of the leader vehicle output by the signal timing and right-of-way allocation model into the vehicle trajectory planning model to obtain the acceleration of the leader vehicle; the vehicle trajectory planning model is a decision model with minimizing fuel consumption and acceleration as the objective function.

[0103] Step S60, Decision-making for lane changing: Obtain vehicle decision information for the lane-changing area in the next cycle from the signal timing decision information, right-of-way allocation decision information, and vehicle decision information output by the signal timing and right-of-way allocation model. Combine this with vehicle information collected in real time and input it into the vehicle lane-changing control model. The vehicle lane-changing control model outputs a lane-changing decision. The vehicle lane-changing control model can be a decision model constrained by lane-changing safety conditions. It can be a decision model based on dynamic programming or a decision model based on random forest. The function of the vehicle lane-changing control model can also be implemented through a vehicle trajectory planning model.

[0104] Step S70, Control the vehicles: In the next cycle, control the vehicles in the convoy according to the lane change policy output by the vehicle lane change control model and the acceleration of the lead vehicle output by the vehicle trajectory planning model.

[0105] The signal timing and right-of-way allocation model described in this invention primarily considers passenger traffic efficiency with the objective function of minimizing total passenger delay. It achieves dynamic green light signal timing through future decisions in signal timing and dynamic right-of-way allocation for bus lanes and shared lanes through future decisions in right-of-way allocation. The vehicle trajectory planning model, based on the decision output of the signal timing and right-of-way allocation model, provides decision data on the acceleration of the convoy's leader vehicle. This decision data controls the convoy speed, ensuring that the maximum number of vehicles can pass quickly during green light timings. The vehicle lane-changing control model determines which lanes vehicles will change in the future if they are in a lane-changing area, effectively alleviating traffic congestion. The combined dynamic right-of-way allocation and coordinated control of bus priority signals and trajectories effectively improves the traffic efficiency of vehicles with a large number of passengers (e.g., buses), effectively reduces total passenger delay at intersections, improves traffic flow efficiency, and enhances passenger experience.

[0106] In one possible implementation, step S60 includes:

[0107] The vehicle decision information for the lane-changeable area in the next cycle is obtained from the signal timing decision information, right-of-way allocation decision information and vehicle decision information output from the signal timing and right-of-way allocation model, thereby obtaining the vehicle's decision driving lane.

[0108] Obtain the vehicle's real-time driving lane from the vehicle information collected in real time:

[0109] Determine if the real-time driving lane is the same as the decision driving lane:

[0110] If the real-time driving lane is the same as the decision driving lane, the vehicle will not change lanes;

[0111] If the real-time driving lane is different from the decision driving lane, the vehicle will change lanes.

[0112] In one possible implementation, step S60 further includes:

[0113] When the real-time driving lane of a vehicle is different from the decision driving lane, the vehicle is judged to meet the lane-changing safety conditions based on the speed and position of the vehicle and its adjacent vehicles. The lane-changing safety conditions include one or more of the following: being located in a lane-changing area, the distance between the vehicle and the vehicle in front meets the first safety distance requirement, the distance between the vehicle and the vehicle behind meets the second safety distance requirement, and the distance between the vehicle in front and the vehicle behind in the lane to be changed meets the third safety distance requirement.

[0114] In a preferred embodiment of the present invention, such as Figure 5 As shown, the method for coordinated control of bus priority signals and trajectories under dynamic right-of-way allocation specifically includes the following steps:

[0115] Step S100, refer to Figure 6 The non-solid line lane-changing areas of the road are designated as LCZ (Lane Changing Zone), and the solid line lane-changing areas are designated as TCZ (Trajectory Control Zone), in order to collect vehicle information and traffic signal information.

[0116] Step S200: Based on the maximum number of vehicles η allowed to pass through according to the green light timing of each cycle. k (Refer to formula (1)), vehicles that can pass the stop line in the same period are initialized into a platoon, and K platoons are initialized sequentially from the stop line toward the lane entrance; then the spacing between vehicles in the initial platoon is determined. (See formula (2)) Whether the distance is greater than the critical vehicle spacing, the initial platoon is divided into multiple sub-platoons, such as Figure 3 As shown:

[0117]

[0118] Where k is the initial fleet index; The timing of the p-th phase in the r-th cycle is generated based on the signal timing determined in the previous cycle. η is the minimum safe headway between adjacent vehicles; k This represents the maximum number of vehicles that sequentially pass through during the timing of the p-th phase in the r-th cycle.

[0119]

[0120] Where, Δx c The critical vehicle spacing; Let n be the distance between the nth car and the (n-1th car) in the kth initial convoy. Let n be the position of the nth car in car team k; Let l be the position of the (n-1)th car in car team k; veh s is the vehicle length; s0 is the stationary distance between vehicles; v n Let be the speed of the nth vehicle.

[0121] Step S300 involves inputting the preprocessed data from step S100 into a two-layer control model that includes a signal timing and right-of-way allocation model and a vehicle trajectory planning model. Specifically, this includes:

[0122] Step S310, the upper-level model is the signal timing and right-of-way allocation model, which is responsible for traffic signal timing and vehicle-road right-of-way allocation. Its objective function is shown in the following equation (3):

[0123] min Delay = D LCZ +D TCZ (3)

[0124] Among them, D LCZ For passenger delays within LCZ, D TCZ For passenger delays in TCZ, Delay is the total passenger delay;

[0125] Passenger delays within the LCZ are obtained using the following formula (4):

[0126]

[0127] Where E is the set of buses on the LCZ; C is the set of cars on the LCZ; x n Let D be the position of vehicle n, with the origin of the position coordinate system at the lane entrance of LCZ; D is the position of the stop line; o cn Let n be the number of passengers carried by vehicles belonging to the set of cars; bn Let n be the number of passengers carried by vehicles belonging to the bus set; v0 be the free-flow velocity. t is the time it takes for vehicle n to reach the stop line at free-flow velocity. n This refers to the actual time it takes for the vehicle to reach the stop line.

[0128] Passenger delays within the TCZ are obtained using the following formula (5):

[0129]

[0130] Where h is the index of the queued HDV (Human-Driven Vehicle); L is the total number of movements, where movement indicates the specific traffic pattern of the vehicle, such as going straight east, turning left south, etc.; d hl For the time delay of the h-th vehicle queuing in the l-th movement, x hl Let t be the position of the h-th HDV in the l-th motion. hl The actual time when the h-th HDV in the l-th motion reaches the stop line; bh d represents the number of passengers in the h-th HDV queue; il For the delay of the lead vehicle of the i-th convoy in the l-th motion, which is an autonomous driving system. x il Let t be the position of the lead vehicle of the i-th team in the l-th movement. il S represents the actual time it takes for the lead vehicle of the i-th convoy to reach the stop line during the l-th movement; l Let l represent the number of teams in the motion; The total number of HDVs in the queue during the movement; o il Let l represent the number of passengers in the i-th convoy of motion, for example: in, and These represent the number of autonomous buses (CBVs) and cars (including CAVs and CHVs, connected human-driven vehicles) in the i-th fleet of the l-th movement, respectively. b and o c These represent the average passenger capacity of autonomous buses and cars, respectively.

[0131] Step S320: The lower-level model is a vehicle trajectory planning model. Based on the information output from the upper level, it determines the acceleration of the lead vehicle of the CAV convoy. Its objective function is:

[0132]

[0133] Wherein, the F function is the vehicle fuel consumption model; v n (t) represents the speed of the nth vehicle; a n (t) represents the acceleration of the nth vehicle; u n (t) represents the jerk of the nth vehicle, and a is the acceleration of the vehicle. n The derivative of (t), where ω1 and ω2 are the weights of fuel consumption and jerk, respectively; t f t0 is the time when the lead vehicle arrives at the stop line; t0 is the time when the lead vehicle arrives at the lane entrance; N is the total number of vehicles in the convoy.

[0134] In one embodiment of the present invention, a vehicle fuel consumption model is constructed using the following formula:

[0135]

[0136] Where α1 is the idling fuel consumption rate of vehicle n; β1 is the engine efficiency parameter; β2 is the fuel consumption parameter with respect to acceleration; M veh Let R be the mass of vehicle n. n (t) represents the total traction force of vehicle n. d roll For sliding friction, d air For air resistance, d gra Let θ be the acceleration due to gravity. road This refers to the road surface slope.

[0137] In one feasible implementation, step S300 further includes: step S330, where the lower-level model in the dual-layer control model further includes a vehicle lane-changing control model. After the traffic signal and right-of-way allocation control determines the LCZ vehicle's driving lane for the next cycle, it decides whether to change lanes while ensuring safety. Specifically, as follows... Figure 7 and Figure 8 As shown, the LCZ vehicle lane change control method includes:

[0138] Step S331, input the lane index I of vehicle z. z Original lane index z ori Speed ​​v z With position x z ;

[0139] Step S332, determine I z With z ori If they are the same, proceed to step S333: the vehicle continues to travel in the original lane; if they are not the same, proceed to step S334.

[0140] Step S334: Determine whether vehicle z meets the lane-changing safety conditions. If it meets the lane-changing safety conditions, proceed to step S335: Vehicle changes lane to lane I. z If the lane change safety conditions are not met, proceed to step S336: the vehicle continues to travel in the original lane and proceeds to step S337.

[0141] Step S337: Determine whether vehicle z has entered the TCZ. If it has not entered the TCZ, proceed to step S338; otherwise, end the process.

[0142] Step S338: Update the vehicle status information, which includes the vehicle's speed and position, and return to step S334.

[0143] In one feasible implementation, the lane-changing safety condition is constructed by the following formula:

[0144]

[0145] Where z is the vehicle index; z-1 and z+1 are the preceding and following vehicles in lane z, respectively; x z-1 and v z-1 These represent the position and velocity of the vehicle at z-1, respectively; x z+1 and v z+1 These represent the vehicle's position and velocity at z+1, respectively; x z and v z These represent the position and velocity of vehicle z, respectively; a max s is the maximum acceleration of the vehicle; s0 is the stationary distance between vehicles.

[0146] If the decision information from the signal timing and right-of-way allocation model and / or the vehicle trajectory planning model and / or the vehicle lane-changing control model in step S300 is used to control vehicle driving, frequent updates to lane rights may cause vehicles to constantly change lanes, which could easily lead to traffic accidents. Therefore, in step S400, the signal timing and right-of-way allocation model and / or the vehicle trajectory planning model and / or the vehicle lane-changing control model are continuously optimized:

[0147] For example, a signal cycle is selected as the optimization cycle. At the beginning of each signal cycle, a genetic algorithm is used to solve the dynamic allocation control model of traffic signals and right-of-way. At each time step, the solved traffic signal timing information is transmitted to the intersection signal timing system to dynamically adjust the duration and phase sequence of green, yellow, and red lights. The vehicle target trajectory information solved at each time step is transmitted to the vehicle controller to control the driving trajectory of buses and other vehicles based on vehicle dynamics and safety constraints.

[0148] For example, a signal cycle is selected as the optimization cycle. At the beginning of each signal cycle, a genetic algorithm is used to solve the dynamic allocation control model of traffic signals and right-of-way. At each time step, the vehicle trajectory control model of the TCZ lane is solved, and lane-changing control is performed for vehicles in the LCZ lane. Specifically, such as... Figure 9 As shown, step S400 includes:

[0149] Step S410, Initialize parameters: Set initial system variables, including time variables and related control parameters. The time variables include one or more of the following: passenger delay, vehicle delay, convoy delay, number of cycles for model training, shortest time for vehicles to reach the stop line, minimum safe headway, cycle length, and shortest time for the approach direction CAB to reach the LCZ. The related control parameters include one or more of the following: vehicle free-flow speed, average number of passengers in cars, average number of passengers in buses, number of passengers in the convoy, number of buses, number of cars, number of vehicles in the convoy, approach direction, driving lane, vehicle position, vehicle speed, lane stop line position, lane entrance position, total number of lanes within the approach entrance, number of CABs reaching the LCZ in the approach direction within the signal cycle, nearest CAB position reaching the LCZ in the approach direction, vehicle length, stationary vehicle spacing, maximum acceleration, maximum speed, vehicle motion, lane permissible motion, and number of CHVs.

[0150] Step S420: Determine whether time t is an integer multiple of traffic signal cycle r: If t%r = 0, proceed to step S430; otherwise, proceed to step S440.

[0151] Step S430: The signal timing and right-of-way allocation model based on the genetic algorithm outputs decision information and updates parameters. The output decision information includes outputting and optimizing vehicle right-of-way, traffic signal status, vehicle arrival time, and driving lanes. The updated parameters include vehicle jerk, vehicle acceleration, vehicle speed, vehicle position, leader vehicle arrival time at the stop line, fuel consumption weight, jerk weight, vehicle initial position, vehicle initial speed, initial moment of trajectory control, minimum safe distance, minimum vehicle acceleration, maximum vehicle acceleration, and one or more of the following: vehicle trajectory planning time from the total number of steps and vehicle trajectory planning distance from the total number of steps. After updating the parameters, proceed to step S440.

[0152] Step S440 outputs decision information based on the dynamic programming vehicle trajectory planning model: outputs trajectory optimization decision information for vehicles within the TCZ area to ensure optimized driving path and speed;

[0153] Step S450, LCZ vehicle lane change control: Execute LCZ vehicle lane change decision based on vehicle driving needs and safety constraints;

[0154] Step S460, Vehicle Status Update: Update the motion status of all vehicles, including information such as position, speed, and acceleration;

[0155] Step S470: Check if the current time t has reached the end time t. end If t <t end Execute step S480, and update the time to t = t + ΔT. s ΔT s To set the time interval, return to step S420 and continue executing the loop.

[0156] In step S500, during the traffic control execution process, steps S100 to S400 are repeated in cycles based on the green light time to achieve closed-loop optimization control based on real-time feedback, which can continuously ensure the optimal effect of bus priority passage and dynamic allocation of right-of-way.

[0157] In the above embodiments, the signal timing and right-of-way allocation model also includes one or more of the following constraints:

[0158] Signal timing constraints: The time interval for movement must be no less than the minimum green light interval and no greater than the maximum green light interval.

[0159] g min ≤t l ≤g max (9)

[0160] Among them, t l Timing for the l-th motion; g min With g max These are the minimum and maximum green light timings, respectively.

[0161] Cycle length constraint: The sum of the green light timings for each intersection is equal to the signal cycle length. For example, see [link to relevant documentation]. Figure 10 ,

[0162] t WBT +t EBT +t NBL +t SBT =C (10)

[0163] t WBTl +t EBTl +t SBL+t NBT =C (11)

[0164] Where C is the period length; WBT, EBT, NBL, and SBT represent the motions of westward straight travel, eastward straight travel, northward left turn, and southward straight travel, respectively, and t WBT t EBT t NBL and t SBT These represent the green light timings for WBT, EBT, NBL, and SBT at an intersection; WBTL, EBTL, SBL, and NBT represent the movement of westbound straight and left turn, eastbound straight and left turn, southbound left turn, and northbound straight, respectively. WBTl t EBTl t SBL and t NBT The green light timings for WBT1, EBT1, SBL, and NBT at a given intersection are specified.

[0165] Vehicle arrival time green light time window constraints in TCZ:

[0166]

[0167] Where r is the periodic index, R opti τ is the number of historical data cycles used in the signal timing and right-of-way allocation model. il t is the time when the i-th convoy of the l-th movement reaches the stop line; l For the phase timing of motion l.

[0168] Vehicle arrival time green light time window constraint in LCZ: A vehicle in LCZ arrives at the intersection between the start and end of the green light in the r-th cycle.

[0169]

[0170]

[0171] Where X(·) represents the lane index corresponding to the phase motion; I z Index for the vehicle's z-lane. u is the lane index, U is the total number of lanes, δ zu Let τ be a 0-1 variable representing the lane z is traveling in, where 1 indicates vehicle z is traveling in lane u and 0 indicates vehicle z is not traveling in lane u. R is the set of vehicles CAV, CHV, and CAB within LCZ. z Let Ω be the time it takes for vehicle z to reach the stop line. z Let z be the direction of vehicle z's approach.

[0172] To avoid collisions between vehicles and those moving in conflict phases, it's necessary to ensure vehicles pass through the intersection during the green light period. Therefore, vehicle arrival times must be constrained to fall within the green light window. To guarantee all vehicles can pass through the intersection within the green light window, the model needs to consider future R values ​​during the first optimization. opti One cycle.

[0173] Safe headway constraint: Adjacent vehicles must maintain a safe headway when crossing the stop line.

[0174]

[0175] Where, N (i-1)l Let be the number of vehicles in the (i-1)th convoy during the l-th movement.

[0176] LCZ vehicle safe headway constraint: When passing the stop line, LCZ vehicles must maintain a safe headway from the vehicle in front in the same lane.

[0177]

[0178] Where, τ z-1 Let z be the time when the vehicle preceding z reaches the stop line, z-1∈R; Ω z-1 The direction the vehicle in front is heading; Ω z For vehicle z, the direction of entry; I z For the driving lane index of vehicle z; I z-1 This indexes the lane for the vehicle ahead.

[0179] Safe headway constraints between LCZ and TCZ vehicles: LCZ vehicles must maintain a safe headway with the convoy leader vehicle in TCZ when crossing the stop line.

[0180]

[0181] Formula (26) indicates that in the westbound direction, vehicles in the LCZ must maintain a safe headway from the TCZ convoy leader vehicle; Formula (27) is used to ensure that the LCZ and TCZ convoy leader vehicles maintain a safe headway in the eastbound direction.

[0182] Minimum arrival time constraint:

[0183]

[0184] in, Let be the minimum time for the lead vehicle of the i-th team in motion l to reach the stop line. Based on whether the distance between the vehicle and the stop line is sufficient for acceleration to reach maximum speed, the following two cases are considered.

[0185]

[0186] Where, x il With v il Let v be the position and speed of the lead vehicle of the i-th team in motion l. max This is the maximum speed.

[0187] Minimum time constraint for LCZ vehicle arrival:

[0188]

[0189] in, The shortest time for vehicle z to reach the stop line is determined by whether the distance between the vehicle and the stop line is sufficient to accelerate to the maximum speed. This is divided into two cases, which are obtained through formula (31):

[0190]

[0191] Constraints on the number of shared dedicated lanes:

[0192]

[0193] in, For 0-1 variables, This indicates that within one signal cycle C, a bus will arrive at LCZ from the direction of approach Ω; This indicates that within one signal cycle C, no bus will arrive at LCZ from the Ω approach direction. Δ Ωu Let be the right-of-way 0-1 variable for the u-th lane in the Ω-th approach direction, where 1 indicates that the lane is a shared dedicated lane and 0 indicates that the lane is a regular lane, and ∏ is the set of approach directions for the dynamic allocation of right-of-way for shared dedicated vehicles.

[0194] Based on the location of the nearest bus to LCZ in the Ω approach direction To determine, for example, by obtaining the following formula (33):

[0195]

[0196] Where, x LCZ Let v0 be the location at the entrance of LCZ; v0 is the free-flow velocity of the vehicle. Formulas (1) and (2) can be used to determine whether the bus closest to LCZ will arrive at LCZ in the next cycle.

[0197] Lane uniqueness constraint:

[0198]

[0199] Adjacent lane driving constraint: Vehicle z did not select the original lane (u=z) ori ), right lane (u=z) ori +1) or left lane (u=z)ori -1) Driving, then δ zu =0:

[0200]

[0201] Among them, z ori This indicates the index of the original lane that vehicle z was traveling in.

[0202] Lane movement constraints:

[0203]

[0204] in, For the motion of vehicle z; Ξ u The permitted movement for lane u.

[0205] CHV driving lane constraints: If the u-th lane in the Ω approach direction is a shared dedicated lane (Δ Ωu =1), then CHV(Y) z =1) Driving in this lane is prohibited, i.e., δ zu ≤0:

[0206] δ zu ≤1-Y z Δ Ωu (37)

[0207] Among them, Y z Y is a 0-1 variable. z =1 indicates that vehicle z is CHV, Y z =0 indicates that vehicle z is a CAV or CAB.

[0208] CAB driving lane constraint: If vehicle z is in CAB (i.e., T) z =0), then δ zu With Δ Ωu If the sum of the products is greater than or equal to 1, it indicates that the CAB has chosen to travel in the shared dedicated lane.

[0209]

[0210] Among them, T z T is a 0-1 variable. z =0 indicates that vehicle z is CAB, T z =1 indicates that vehicle z is a CAV or CHV.

[0211] Dynamic bus lane constraints: When vehicle z travels in a shared dedicated bus lane (i.e., Δ... Ωu =1), and at the same time, the vehicle obstructs the bus from moving (i.e., κ). z =1), then vehicle z cannot travel in that lane (i.e., δ = 1). zu ≤0):

[0212] δ zu ≤1-κ z Δ Ωu (39)

[0213] Among them, κ z κ is a 0-1 variable. z =1 indicates that vehicle z belongs to the set of cars Γ that obstruct the movement of bus b. b Conversely, κ z =0.

[0214] In the above embodiments, the vehicle trajectory planning model satisfies one or more of the following constraints:

[0215] Initial constraints:

[0216]

[0217] Where t0 is the initial time; x n (t) represents the position of the nth vehicle; and Let be the initial position and velocity of the nth vehicle.

[0218] Terminal condition constraints: Terminal condition constraints are designed to ensure that the convoy leader vehicle reaches the intersection stop line position within the arrival time determined by the higher-level decision. At time t... f At that time, the lead vehicle (vehicle 1) should arrive at the stop line position D at the intersection to meet the time scheduling requirements planned by the upper-level system.

[0219] x1(t f )=D (42);

[0220] Queue dissipation constraint: The queue dissipation constraint is proposed to prevent vehicles at the back of the HDV queue from arriving at the end of the queue too early and then stopping and idling, thus wasting energy.

[0221] x1(t d )=Dl queue -l veh -d safe (43)

[0222] Among them, l veh d is the vehicle body length; safe Minimum safe distance; t d For the time it takes for the queue to dissipate; queue x1(t) represents the queue length. d The ) indicates the time t is the time it takes for the lead vehicle (vehicle 1) to dissipate from the queue. d The position at that time.

[0223] State equation constraints: State equation constraints are designed to ensure that the vehicle's position and velocity update rules satisfy fundamental physical laws, as shown below:

[0224]

[0225] Acceleration constraints for following vehicles:

[0226] a n (t)=f(Δx n (t), v n (t), Δv n (t))n=2,3,...,N (46)

[0227] Where, Δx n (t) represents the position difference between vehicle n and the vehicle in front; Δv n (t) represents the speed difference between vehicle n and the vehicle in front; the f function represents the vehicle following model;

[0228] Speed ​​constraints:

[0229] 0≤v n (t)≤v max n = 1, 2, ..., N (47)

[0230] Acceleration constraints:

[0231] a min ≤a n (t)≤a max n = 1, 2, ..., N (48)

[0232] Among them, a min This is the minimum acceleration of the vehicle.

[0233] Safety distance constraints:

[0234] x n (t)-x n-1 (t)≥l veh +d safe n = 2, 3, ..., N (49).

[0235] The present invention provides a method for coordinated control of bus priority signals and vehicle trajectories under dynamic right-of-way allocation. This method considers the dynamic allocation of vehicle and road rights and can solve the problems of insufficient consideration of bus priority passage needs, uneven lane utilization caused by fixed vehicle and road rights, and excessive vehicle delays in existing intelligent connected traffic control methods.

[0236] In a specific embodiment of the present invention, the above-described dynamic right-of-way allocation method for coordinated control of bus priority signals and trajectories under dynamic right-of-way allocation is used to control traffic at an urban intersection. Vehicle data is collected and transmitted through onboard terminals, RSUs (Roadside Units), V2X communication, traffic signal controllers, and other equipment. The dynamic right-of-way allocation method for coordinated control of bus priority signals and trajectories under dynamic right-of-way allocation of the present invention is compared with existing CAV-based dynamic lane allocation traffic control methods that do not consider total passenger delay, using average vehicle delay and lane utilization. The comparison data are shown in Tables 1 and 2 below:

[0237] Table 1

[0238]

[0239]

[0240] Table 2

[0241]

[0242] As shown in Table 1, under different CAV penetration rates, the present invention can effectively reduce the average vehicle delay compared to the prior art. The effect is particularly prominent when the CAV penetration rate is low, even reducing it by more than 10%. This shows that the present invention can effectively reduce vehicle delay in public transportation systems and also reduce passenger delay, thereby improving vehicle throughput efficiency (e.g., passenger delay in TCZ) by 10%-15%.

[0243] As shown in Table 2, under different CAV penetration rates, the lane utilization rate of the present invention does not exceed 80% compared with the prior art, which greatly reduces the risk of traffic jams; and the absolute value of the difference between lane utilization rates of lane 1 and lane 2 in the present invention is much smaller than that of the prior art, indicating that the bus priority signal and trajectory coordinated control method under dynamic right-of-way allocation in the present invention makes the traffic flow distribution more reasonable.

[0244] Therefore, this invention effectively improves traffic flow by constructing a fleet optimization vehicle platooning model, employing signal timing and right-of-way allocation models, vehicle trajectory planning models, and vehicle lane-changing models. This promotes balanced lane utilization and smooth vehicle passage, enhancing public transport priority while also considering the efficiency of other traffic participants. This invention is applicable to scenarios where different autonomous vehicles (CAVs, CHVs) and public transport vehicles (CABs) coexist, thereby improving the effectiveness of public transport priority control.

[0245] This invention considers the dynamic allocation of bus priority signals and coordinated control of vehicle trajectories, applicable to traffic optimization at urban intersections in intelligent connected vehicle environments. It employs a two-layer coordinated optimization control architecture (upper-layer signal timing and right-of-way allocation model, lower-layer vehicle trajectory planning model). The upper layer optimizes the dynamic allocation of dedicated bus lanes and traffic signal timing; the lower layer optimizes vehicle trajectories, achieving coordinated optimization of signal control and vehicle movement. A rolling optimization solution is used to solve the two-layer optimization control model, combined with V2X vehicle-to-infrastructure communication, to adjust signal cycles, green light durations, phase sequences, and vehicle trajectories in real time, ensuring bus priority and improving overall traffic efficiency. By constructing a TCZ (Trajectory Control Zone) and LCZ (Lane Change Zone), lanes are rationally allocated and the lane-changing process is optimized, allowing buses to pass through intersections with priority, reducing overall passenger delays. This method effectively reduces bus passenger delays at signalized intersections, improves intersection capacity, reduces energy consumption, and enhances vehicle driving comfort, making it suitable for traffic organization optimization at signalized intersections in complex intelligent connected vehicle environments.

[0246] Corresponding to the above method embodiments, this specification also provides an embodiment of a bus priority signal and trajectory coordinated control device under dynamic right-of-way allocation. Figure 11 This specification illustrates a schematic diagram of a bus priority signal and trajectory coordinated control device according to an embodiment of this specification. Figure 11 As shown, the device includes:

[0247] Data acquisition module 1 is configured to collect traffic signal information and vehicle information of each vehicle in lane-changing and non-lane-changing areas. The vehicle information includes one or more of the vehicle's position, speed, acceleration, passenger capacity, and driving lane. The traffic signal information includes the phase and period of the traffic signal.

[0248] The fleet building module 2 is configured to build a fleet based on the phase and the corresponding vehicle information of the lane from the stop line to the lane entrance direction collected by the data acquisition module 1, in accordance with the constraint of not exceeding the maximum number of vehicles allowed by the phase timing.

[0249] The first decision module 3 is configured to input historical data from the data acquisition module 1 corresponding to the fleet constructed by the fleet construction module 2 into the signal timing and right-of-way allocation model to obtain signal timing decision information, right-of-way allocation decision information, and vehicle decision information for at least the next cycle. The signal timing decision information includes traffic signal status, the right-of-way allocation decision information includes vehicle and road rights, and the vehicle decision information includes vehicle arrival time and driving lane. The signal timing and right-of-way allocation model is a decision model with the objective function of minimizing total passenger delay. The total passenger delay is obtained by linearly combining the time delay of passengers crossing the stop line in lane-changeable areas and the time delay of passengers crossing the stop line in non-lane-changeable areas.

[0250] The control module 6 is configured to control the traffic lights in the next cycle based on the signal timing decision information and right-of-way allocation decision information output by the first decision module 3; and to control the vehicle movement in the next cycle based on the right-of-way allocation decision information and vehicle decision information output by the first decision module 3.

[0251] In one possible implementation, the bus priority signal and trajectory coordinated control device under dynamic right-of-way allocation also includes:

[0252] The second decision module 4 is configured to input the vehicle information of the convoy in the next cycle collected in real time by the data acquisition module 1 and the vehicle arrival time of the leader vehicle output by the signal timing and right-of-way allocation model of the first decision module 3 into the vehicle trajectory planning model to obtain the acceleration of the leader vehicle; the vehicle trajectory planning model is a decision model with minimizing fuel consumption and acceleration as the objective function.

[0253] The control module 6 also controls the speed of the convoy vehicles based on the acceleration of the lead vehicle output by the second decision module 4.

[0254] In one possible implementation, the bus priority signal and trajectory coordinated control device under dynamic right-of-way allocation also includes:

[0255] The third decision module 5 is configured to obtain vehicle decision information of the lane-changing area in the next cycle from the signal timing decision information, right-of-way allocation decision information and vehicle decision information output by the signal timing and right-of-way allocation model of the first decision module 3, and input the vehicle information of the next cycle collected in real time by the data acquisition module 1 into the vehicle lane-changing control model, and the vehicle lane-changing control model outputs lane-changing decisions.

[0256] The control module 6 also controls the lane changing of the fleet vehicles based on the lane changing decision output by the third decision module 5.

[0257] The above is a schematic scheme of a bus priority signal and trajectory coordinated control device under dynamic right-of-way allocation according to this embodiment. It should be noted that the technical solution of this bus priority signal and trajectory coordinated control device under dynamic right-of-way allocation belongs to the same concept as the technical solution of the aforementioned bus priority signal and trajectory coordinated control method under dynamic right-of-way allocation. Details not described in detail in the technical solution of the bus priority signal and trajectory coordinated control device under dynamic right-of-way allocation can be found in the description of the technical solution of the aforementioned bus priority signal and trajectory coordinated control method under dynamic right-of-way allocation.

[0258] The first decision module of the dynamic right-of-way allocation bus priority signal and trajectory coordinated control device of this invention combines a dynamic bus lane strategy to reduce bus delays at intersections, improve traffic efficiency, and enhance the bus priority control effect. The first and second decision modules of this invention, while optimizing signal timing and vehicle trajectories, reduce total passenger delays at intersections, improve traffic flow efficiency, and lower overall passenger delays. The first and third decision modules, combined with the dynamic allocation of shared dedicated lanes and vehicle lane changing, achieve more balanced lane utilization, avoid resource waste caused by fixed lane allocation, and optimize lane utilization. This invention can dynamically adjust to different levels of autonomous vehicle penetration, improving model adaptability and adapting to environments with varying CAV penetration rates.

[0259] Figure 12 A structural block diagram of a computing device according to one embodiment of this specification is shown. The components of the computing device 100 include, but are not limited to, a memory 110 and a processor 120. The processor 120 is connected to the memory 110 via a bus 130, and a database 150 is used to store data.

[0260] The computing device 100 also includes an access device 140, which enables the computing device 100 to communicate via one or more networks 160. Examples of these networks include V2X communication, V2I communication, Public Switched Telephone Network (PSTN), Local Area Network (LAN), Wide Area Network (WAN), Personal Area Network (PAN), or combinations of communication networks such as the Internet. The access device 540 may include one or more of any type of wired or wireless network interface (e.g., a network interface card (NIC)), such as an IEEE 802.11 Wireless Local Area Network (WLAN) wireless interface, a Wi-MAX (Worldwide Interoperability for Microwave Access) interface, an Ethernet interface, a Universal Serial Bus (USB) interface, a cellular network interface, a Bluetooth interface, or a Near Field Communication (NFC) interface.

[0261] In one embodiment of this specification, the aforementioned components of the computing device 100 and Figure 12Other components, not shown, can also be connected to each other, for example, via a bus. It should be understood that... Figure 12 The block diagram of the computing device shown is for illustrative purposes only and is not intended to limit the scope of this specification. Those skilled in the art can add or replace other components as needed.

[0262] The computing device 100 can be any type of stationary or mobile computing device, including mobile computers or mobile computing devices (e.g., tablet computers, personal digital assistants, laptop computers, notebook computers, netbooks, etc.), mobile phones (e.g., smartphones), wearable computing devices (e.g., smartwatches, smart glasses, etc.) or other types of mobile devices, or stationary computing devices such as desktop computers or personal computers (PCs). The computing device 100 can also be a mobile or stationary server.

[0263] The processor 120 executes computer-executable instructions, which, when executed by the processor, implement the steps of the aforementioned method for coordinated control of bus priority signals and trajectories under dynamic right-of-way allocation. The above is an illustrative scheme of a computing device according to this embodiment. It should be noted that the technical solution of this computing device and the technical solution of the aforementioned method for coordinated control of bus priority signals and trajectories under dynamic right-of-way allocation belong to the same concept. Details not described in detail in the technical solution of the computing device can be found in the description of the technical solution of the aforementioned method for coordinated control of bus priority signals and trajectories under dynamic right-of-way allocation.

[0264] An embodiment of this specification also provides a computer-readable storage medium storing computer-executable instructions that, when executed by a processor, implement the steps of the above-described method for coordinated control of bus priority signals and trajectories under dynamic right-of-way allocation.

[0265] The above is an illustrative scheme of a computer-readable storage medium according to this embodiment. It should be noted that the technical solution of this storage medium belongs to the same concept as the technical solution of the above-described method for coordinated control of bus priority signals and trajectories under dynamic right-of-way allocation. For details not described in detail in the technical solution of the storage medium, please refer to the description of the technical solution of the above-described method for coordinated control of bus priority signals and trajectories under dynamic right-of-way allocation.

[0266] An embodiment of this specification also provides a computer program, wherein when the computer program is executed in a computer, it causes the computer to perform the steps of the above-described method for coordinated control of bus priority signals and trajectories under dynamic right-of-way allocation.

[0267] The above is an illustrative scheme of a computer program according to this embodiment. It should be noted that the technical solution of this computer program belongs to the same concept as the technical solution of the above-described method for coordinated control of bus priority signals and trajectories under dynamic right-of-way allocation. For details not described in detail in the technical solution of the computer program, please refer to the description of the technical solution of the above-described method for coordinated control of bus priority signals and trajectories under dynamic right-of-way allocation.

[0268] This invention provides a more efficient solution for traffic congestion management, which can effectively reduce vehicle delays and optimize traffic flow. Its effect is even more prominent in intelligent connected traffic environments, especially in traffic control scenarios at urban intersections.

[0269] The foregoing has described specific embodiments of this specification. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recited in the claims may be performed in a different order than that shown in the embodiments and may still achieve the desired result. Furthermore, the processes depicted in the drawings do not necessarily require the specific or sequential order shown to achieve the desired result. In some embodiments, multitasking and parallel processing are possible or may be advantageous.

[0270] The computer instructions include computer program code, which may be in the form of source code, object code, executable file, or some intermediate form. The computer-readable medium may include: any entity or device capable of carrying the computer program code, recording media, USB flash drive, portable hard drive, magnetic disk, optical disk, computer memory, read-only memory (ROM), random access memory (RAM), electrical carrier signals, telecommunication signals, and software distribution media, etc. It should be noted that the content included in the computer-readable medium may be appropriately added to or subtracted according to the requirements of legislation and patent practice in the jurisdiction. For example, in some jurisdictions, according to legislation and patent practice, computer-readable media may not include electrical carrier signals and telecommunication signals.

[0271] It should be noted that, for the sake of simplicity, the foregoing method embodiments are all described as a series of actions. However, those skilled in the art should understand that the embodiments in this specification are not limited to the described order of actions, because according to the embodiments in this specification, some steps can be performed in other orders or simultaneously. Furthermore, those skilled in the art should also understand that the embodiments described in this specification are all preferred embodiments, and the actions and modules involved are not necessarily essential to the embodiments in this specification.

[0272] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0273] The preferred embodiments disclosed above are merely illustrative of this specification. The optional embodiments do not exhaustively describe all details, nor do they limit the invention to the specific implementations described. Clearly, many modifications and variations can be made based on the embodiments described herein. These embodiments are selected and specifically described in this specification to better explain the principles and practical applications of the embodiments, thereby enabling those skilled in the art to better understand and utilize this specification. This specification is limited only by the claims and their full scope and equivalents.

Claims

1. A method for coordinated control of bus priority signals and trajectory under dynamic right-of-way allocation, characterized in that, include: Construct a historical dataset: Collect traffic signal information for at least one cycle, as well as vehicle information for each vehicle in both lane-changing and non-lane-changing areas to construct a historical dataset. The vehicle information includes one or more of the vehicle's position, speed, acceleration, passenger capacity, and driving lane. The traffic signal information includes the phase and cycle of the traffic signal. Fleet construction: Based on the phases in the historical dataset and the corresponding vehicle information from the stop line to the lane entrance, the fleet is constructed according to the constraint of not exceeding the maximum number of vehicles allowed by the phase timing. Traffic signal and right-of-way decision-making: Vehicle information and traffic signal information from historical datasets are input into the signal timing and right-of-way allocation model to obtain signal timing decision information, right-of-way allocation decision information, and vehicle decision information for at least the next cycle. The signal timing decision information includes traffic signal status; the right-of-way allocation decision information includes vehicle and road rights; and the vehicle decision information includes vehicle arrival time and driving lane. The signal timing and right-of-way allocation model is a decision-making model with the objective function of minimizing total passenger delay. The total passenger delay is obtained by linearly combining the time delay of passengers crossing the stop line in lane-change areas and the time delay of passengers crossing the stop line in non-lane-change areas. Traffic light control: Based on the signal timing decision information and right-of-way allocation decision information output by the signal timing and right-of-way allocation model, control the traffic lights for the next cycle; Vehicle control: Control the movement of vehicles in the convoy based on the right-of-way allocation decision information and vehicle decision information output by the signal timing and right-of-way allocation model.

2. The method for coordinated control of bus priority signals and trajectory under dynamic right-of-way allocation according to claim 1, characterized in that, It also includes one or more of the following steps: Real-time data acquisition: During the next cycle, traffic signal information and vehicle information of each convoy in lane-changing and non-lane-changing areas are acquired in real time. The acceleration of the convoy's lead vehicle is determined by inputting real-time data of the convoy's vehicle information and the lead vehicle's arrival time (output from the signal timing and right-of-way allocation model) into a vehicle trajectory planning model to obtain the lead vehicle's acceleration. The vehicle trajectory planning model is a decision model with the objective function of minimizing fuel consumption and acceleration. In the vehicle control step, the speed of the convoy's vehicles is controlled based on the lead vehicle's acceleration output from the vehicle trajectory planning model. Lane changing decision: Vehicle decision information for the lane-changing area in the next cycle is obtained from the signal timing decision information, right-of-way allocation decision information, and vehicle decision information output by the signal timing and right-of-way allocation model. This information is then combined with vehicle information collected in real time and input into the vehicle lane-changing control model, which outputs a lane-changing decision. In the vehicle control step, lane changing of vehicles in the platoon is controlled according to the lane-changing decision output by the vehicle lane-changing control model.

3. The method for coordinated control of bus priority signals and trajectory under dynamic right-of-way allocation according to claim 2, characterized in that, The steps for determining the acceleration of the lead vehicle in the convoy include: The objective function is constructed by weighting and combining the speed, acceleration, and fuel consumption of each vehicle in the convoy. Based on the above objective function, the vehicle information of the convoy collected in real time and the arrival time of the lead vehicle output by the right-of-way allocation model are input into the vehicle trajectory planning model to obtain the acceleration of the lead vehicle.

4. The method for coordinated control of bus priority signals and trajectory under dynamic right-of-way allocation according to claim 2, characterized in that, The steps for deciding whether a vehicle should change lanes include: The vehicle decision information for the lane-changeable area in the next cycle is obtained from the signal timing decision information, right-of-way allocation decision information and vehicle decision information output from the signal timing and right-of-way allocation model, thereby obtaining the vehicle's decision driving lane. Obtain the vehicle's real-time driving lane from the vehicle information collected in real time: Determine if the real-time driving lane is the same as the decision driving lane: If the real-time driving lane is the same as the decision driving lane, the vehicle will not change lanes; If the real-time driving lane is different from the decision driving lane, the vehicle will change lanes.

5. The method for coordinated control of bus priority signals and trajectory under dynamic right-of-way allocation according to claim 1, characterized in that, The steps for building the fleet include: The maximum number of vehicles in a platoon for each phase is obtained based on the timing of each phase in the traffic signal cycle and the minimum safe headway between adjacent vehicles. The vehicles in each phase are divided into lanes from the stop line to the lane entrance according to the principle of not exceeding the maximum number of vehicles mentioned above, so as to obtain the initial platoon for each phase.

6. The method for coordinated control of bus priority signals and trajectory under dynamic right-of-way allocation according to claim 1, characterized in that, The steps for deciding on traffic signals and right-of-way include: Based on the stop line position of each phase, the vehicle position of each convoy in the lane-change area, the vehicle arrival time, and the passenger capacity, the bus passenger delay and car passenger delay in the lane-change area of ​​each phase are obtained, thereby obtaining the passenger delay in the lane-change area. Based on the stop line position of each phase, the vehicle position, arrival time, and passenger capacity of manually driven vehicles and autonomous convoy leaders of each convoy in the non-lane-changing area, the passenger delays of manually driven vehicles, buses, and cars in the non-lane-changing area of ​​each phase are obtained, thereby obtaining the passenger delay in the non-lane-changing area. The total passenger delay is obtained by linearly combining the passenger delays in the lane-change area and the passenger delays in the non-lane-change area. Using the minimum total passenger delay as the objective function, the vehicle information and traffic signal information of the fleet from the historical dataset are input into the signal timing and right-of-way allocation model to obtain signal timing decision information, right-of-way allocation decision information, and vehicle decision information for at least the next cycle.

7. A device for coordinated control of bus priority signals and trajectory under dynamic right-of-way allocation, characterized in that, include: The data acquisition module is configured to collect traffic signal information and vehicle information of each vehicle in lane-changing and non-lane-changing areas. The vehicle information includes the vehicle's position, speed, acceleration, passenger capacity, and one or more of the driving lanes. The traffic signal information includes the phase and period of the traffic signal. The fleet building module is configured to build a fleet based on the phase and corresponding lane vehicle information from the stop line to the lane entrance direction collected by the data acquisition module, in accordance with the constraint of not exceeding the maximum number of vehicles allowed by the phase timing. The first decision module is configured to input historical data from the data acquisition module corresponding to the fleet constructed by the fleet construction module into the signal timing and right-of-way allocation model to obtain signal timing decision information, right-of-way allocation decision information, and vehicle decision information for at least the next cycle. The signal timing decision information includes traffic signal status, the right-of-way allocation decision information includes vehicle lane rights, and the vehicle decision information includes vehicle arrival time and driving lane. The signal timing and right-of-way allocation model is a decision model with the objective function of minimizing total passenger delay. The total passenger delay is obtained by linearly combining the time delay of passengers crossing the stop line in lane-changeable areas and the time delay of passengers crossing the stop line in non-lane-changeable areas. The control module is configured to control the traffic lights for the next cycle based on the signal timing decision information and right-of-way allocation decision information output by the first decision module. The vehicle driving in the next cycle is controlled based on the right-of-way allocation decision information and vehicle decision information output by the first decision module.

8. The bus priority signal and trajectory coordinated control device under dynamic right-of-way allocation according to claim 7, characterized in that, It also includes one or more of the following modules: The second decision module is configured to input the vehicle information of the convoy for the next cycle, which is collected in real time by the data acquisition module, and the arrival time of the lead vehicle, which is output by the signal timing and right-of-way allocation model of the first decision module, into the vehicle trajectory planning model to obtain the acceleration of the lead vehicle; the vehicle trajectory planning model is a decision model with minimizing fuel consumption and acceleration as the objective function; wherein, the control module also controls the speed of the convoy vehicles according to the acceleration of the lead vehicle output by the second decision module; The third decision module is configured to obtain vehicle decision information for the lane-changing area in the next cycle from the signal timing decision information, right-of-way allocation decision information, and vehicle decision information output by the signal timing and right-of-way allocation model of the first decision module, and input the vehicle lane-changing control model with the vehicle information of the next cycle collected in real time by the data acquisition module. The vehicle lane-changing control model outputs a lane-changing decision. The control module also controls the lane-changing of vehicles in the convoy based on the lane-changing decision output by the third decision module.

9. A computing device, characterized in that, include: Memory and processor; The memory is used to store computer-executable instructions, and the processor is used to execute the computer-executable instructions. When the computer-executable instructions are executed by the processor, they implement the steps of the bus priority signal and trajectory coordinated control method under dynamic right-of-way allocation as described in any one of claims 1 to 6.

10. A computer-readable storage medium storing computer-executable instructions that, when executed by a processor, implement the steps of the method for coordinated control of bus priority signals and trajectories under dynamic right-of-way allocation as described in any one of claims 1 to 6.

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