Intersection dynamic interaction information management method and system based on digital twinning

Abstract

The application discloses a method and system for managing dynamic interactive information of an intersection based on digital twinning, and belongs to the technical field of intelligent transportation. In order to solve the problem of generating accurate dynamic information at the lane level and the vehicle level. The application comprises the following steps: constructing an intersection lane function dynamic modeling model, a signal intersection road dynamic signal phase and lane binding model, a time-space conflict dynamic deduction model, and a special vehicle priority right of way collaborative decision model; continuously collecting real-time data by a computing terminal / RSU and sending the real-time data to a digital twin for real-time data flow circulation; calling a model by the digital twin to obtain a traffic instruction set and / or a priority right of way decision scheme, sending the traffic instruction set to all connected vehicles, and sending the priority right of way decision scheme to a signal controller; after receiving the traffic instruction set and executing the control instruction, the connected vehicle obtains a new running state, and the new running state is collected by the computing terminal / RSU again to form updated real-time data for circulation calculation, so that dynamic closed-loop control of intersection management and control is realized.

Description

Technical Field

[0001] This invention belongs to the field of intelligent transportation technology, specifically relating to a method and system for dynamic interactive information management at intersections based on digital twins. Background Technology

[0002] With the acceleration of urbanization, traffic congestion and safety issues are becoming increasingly prominent. Intelligent Transportation Systems (ITS) have become a core solution for improving road traffic efficiency and safety. In recent years, Vehicle-to-Everything (V2X) technology has become a key focus of ITS development, aiming to achieve comprehensive perception, holographic interconnection, and global optimization of the transportation system through the deep integration of "smart vehicles" and "intelligent roads." Digital twin technology, as an emerging digital modeling method, has been introduced into the transportation field, aiming to build a parallel system with real-time mapping and virtual-real interaction between the physical and information worlds, providing a high-fidelity simulation testing environment and a comprehensive control tool for traffic management decisions.

[0003] Digital twin-based panoramic monitoring and simulation technology for intersections focuses on building a 3D visualization model of the intersection in the cloud, integrating roadside perception data such as cameras and radar to achieve real-time monitoring and historical review of traffic flow. Its main functions include vehicle trajectory tracking, traffic event detection (such as congestion and accidents), and offline traffic simulation to evaluate the effectiveness of signal control schemes. However, its functionality emphasizes monitoring and post-event analysis; its model is static or quasi-static, unable to generate dynamic and precise lane-level control commands, making it difficult to provide real-time guidance and control for connected vehicles, and exhibiting weak interactivity with vehicles.

[0004] In speed guidance technology based on SPaT broadcasting, the RSU receives real-time information from the signal controller, generates a standard SPaT message (including signal phase ID, current status, remaining time, etc.), and broadcasts it to surrounding vehicles. The onboard terminal calculates a suggested speed based on the received SPaT information, the vehicle's current status, and location, guiding the driver to drive at an economical speed to try and pass through the intersection within the green light window. However, the information granularity is coarse; its SPaT information only reaches the direction level, making it unsuitable for complex scenarios such as tidal lanes and reversible lanes. Furthermore, it only provides time information, completely lacking spatial geographic information, so vehicles cannot know the specific passage area, thus failing to support high-precision safety applications. Summary of the Invention

[0005] The problem this invention aims to solve is to generate precise dynamic information at the lane and vehicle levels, providing dynamic information interaction for roadside and vehicle-side environments. It proposes a method and system for managing dynamic interactive information at intersections based on digital twins.

[0006] To achieve the above objectives, the present invention provides the following technical solution:

[0007] A method for managing dynamic interactive information at intersections based on digital twins includes the following steps:

[0008] S1. Construct a dynamic modeling model of the intersection lane functions;

[0009] S2. Construct a dynamic signal phase and lane dynamic binding model for signalized intersections;

[0010] S3. Construct a dynamic simulation model of spatiotemporal conflict;

[0011] S4. Construct a collaborative decision-making model for priority passage of special vehicles;

[0012] S5. Arrange the model constructed in steps S1-S4 in the data twin;

[0013] S6. The computing terminal / RSU sends the static data of the intersection to the digital twin to complete the system initialization. Then the computing terminal / RSU continuously collects real-time data and sends it to the digital twin for real-time data stream circulation.

[0014] S7. Based on the received real-time data stream, the digital twin calls the intersection lane function dynamic modeling model to calculate lane functions, calls the signalized intersection dynamic signal phase and lane dynamic binding model to calculate spatiotemporal right-of-way, and calls the spatiotemporal conflict dynamic deduction model to calculate conflict probability and obtain a set of passage instructions. If a special vehicle is detected, the digital twin calls the special vehicle priority right-of-way collaborative decision-making model to calculate the priority passage strategy and obtain a priority passage decision scheme. The digital twin sends the set of passage instructions to the relevant connected vehicles. If a priority passage decision scheme is generated, the signal control instructions in the scheme are sent to the signal controller, and the vehicle avoidance instructions in the scheme are sent to the relevant connected vehicles.

[0015] S8. After the connected vehicle receives the passage instruction set and executes the control instructions, the new operating status is collected again by the computing terminal / RSU to form updated real-time data and return it to step S6 for cyclic calculation to realize dynamic closed-loop control of intersection management.

[0016] Furthermore, the specific implementation method of step S1 includes the following steps:

[0017] S1.1. Set the intersection to have Several lanes, forming a lane set ,in For the i-th lane, where i is any one of n, set the lane function state vector including the direction of travel, lane type, and availability status;

[0018] The functional state vector of the i-th lane at time t The expression is:

[0019]

[0020] in, For the direction of passage, Lane type, It is in an available state;

[0021] S1.2. Construct a dynamic modeling model of intersection lane functions based on lane function state vectors. The update of lane function state vectors is determined by a state transition function. The decision is made, resulting in the expression:

[0022]

[0023] in, For lane i at the initial time Functional state vector, For the signal scheme at time t, Let i be the set of rules that apply to the i-th lane. For special events, This is the functional state vector of all lanes at time t, excluding the i-th lane;

[0024]

[0025] in, Let j be the release state tuple at time t; This represents the total number of phases under the signal scheme.

[0026]

[0027] in, Let j be the light color state at time t. For the lane release function group, To allow the main direction of traffic to proceed. Let j be the remaining time for phase j. This indicates the duration of the yellow light in phase j. This represents the duration of full red in phase j.

[0028] Furthermore, the specific implementation method of step S2 includes the following steps:

[0029] S2.1. Based on the real-time data from the computing terminal / RSU, the lane function state vectors of all lanes obtained from the intersection lane function dynamic modeling model, and the static geographic information of the intersection, determine the binding conditions. Proceed to the next step when the following three binding conditions are met.

[0030] Binding condition one is function matching: the travel direction of the i-th lane must belong to the release lane function group in the release status tuple. ;

[0031] The second binding condition is direction matching: the geographical orientation of the i-th lane must be consistent with the dominant release direction in the release status tuple;

[0032] Binding condition three is availability matching: the current availability state of lane i must be [condition missing]. ;

[0033] S2.2. Based on the lanes that meet the binding conditions obtained in step S3.1, define the spatiotemporal traffic zone, with the expression:

[0034]

[0035] in, Let i be the spatiotemporal traffic zone of the i-th lane at time t. For the i-th lane, the geometric polygon region extends from the stop line to the exit boundary or the point of conflict with the turn; geospatial coordinates For time variables, This is the start time for the passage zone to take effect. This refers to the end time of the passage zone's effective period;

[0036]

[0037] ;

[0038] S2.3. Based on the spatiotemporal traffic zone obtained in step S3.2, construct a vehicle-level right-of-way determination method and set vehicle... Located in the i-th lane, by vehicle The expected driving path is proactively reported via V2X communication. Determine the vehicle right of passage The formula for determining this is as follows:

[0039]

[0040] in, The prediction time length set for the system. For vehicles The reported planned and intended ideal route; For when the vehicle is within the predicted time period If the expected travel path actively reported via V2X communication is within the spatiotemporal travel zone, then passage is permitted.

[0041] Set for each signal cycle, or whenever Changes or During the countdown update, for Recalculate and broadcast the updated information.

[0042] Furthermore, the specific implementation method of step S3 includes the following steps:

[0043] S3.1. Based on the spatiotemporal traffic zone set of all lanes obtained in step S2, the real-time vehicle list information data of the computing terminal / RSU, and the static geographic information set of conflict points, first define the conflict area and set the conflict points. The associated geographic polygon region is ;

[0044] S3.2. Based on the real-time vehicle list information data obtained in step S3.1, design the vehicle... future Predicted trajectory within a time period The expression is:

[0045]

[0046] in, For a future point in time, , This is the vehicle's current heading angle. For vehicles The current position x-axis coordinate, For vehicles The current position's y-axis coordinate;

[0047] S3.3. Calculate the collision probability based on the predicted vehicle trajectory for any two vehicles. , and points of conflict Conflict probability The calculation is as follows:

[0048]

[0049] in, This represents the estimated time difference between the arrival times of the two vehicles at the point of conflict. The indicator function is used when two predicted trajectories are in the conflict region. If there is an intersection, take 1; otherwise, take 0. This is the time tolerance threshold parameter;

[0050] S3.4. Calculate the conflict probability based on the vehicle prediction trajectory obtained in step S3.3 to generate traffic suggestions. If... Exceeding the danger threshold For low-priority vehicles Generate travel suggestions and provide suggested speeds. The expression is:

[0051]

[0052] in, It is a vehicle to the conflict zone distance, It is a preset safe time interval. For vehicles calculated based on current speed, position, and the assumption of uniform motion. Expected arrival time at the point of conflict.

[0053] Furthermore, the specific implementation method of step S4 includes the following steps:

[0054] S4.1. Based on special vehicles Based on the priority request information data, the current signaling scheme, and the current traffic status, the priority decision is transformed into a multi-objective optimization problem, resulting in the expression:

[0055]

[0056]

[0057] in, Let be the objective function, representing minimizing the total weighted delay; , Special vehicles and ordinary vehicles Prediction delay, These are the decision variables for the signaling scheme. It is an ordinary vehicle A set of behavioral instructions , They are and The feasible solution space. This is the maximum permitted passage time for special vehicles. For the collection of social vehicles, The vehicle is calculated based on its current speed, position, and the assumption of uniform motion. Expected time of arrival at the point of conflict;

[0058] S4.2. The collaborative decision-making process based on the multi-objective optimization problem is constructed as follows:

[0059] For special vehicles Calculate the optimal path through the intersection;

[0060] based on The trajectory is calculated to determine the required spatiotemporal resources. ;

[0061] Adjustment of decision variables based on signal scheme Generate an optimized signal scheme ,make sure The path direction is green; towards Conflicting ordinary vehicles Send avoidance command To make its trajectory avoid Use heuristic algorithms or constraint solvers to find the conditions that satisfy all constraints. , To minimize the objective function Z.

[0062] Furthermore, the real-time data in step S6 includes the data acquired from the signal control unit at time t. and the real-time vehicle list obtained through roadside sensing units. , This includes vehicle ID, location, speed, and heading angle.

[0063] Furthermore, the specific implementation method of step S7 includes the following steps:

[0064] S7.1. Call the intersection lane function dynamic modeling model to calculate lane functions, traverse all lanes, and calculate the lane function state vector for each lane. ;

[0065] The system invokes the dynamic signal phase and lane dynamic binding model at signalized intersections to calculate spatiotemporal right-of-way. It iterates through all lanes, determines binding conditions, and calculates the spatiotemporal traffic strip for lanes that meet the conditions. ;

[0066] The spatiotemporal conflict dynamic simulation model is invoked to calculate the conflict probability and obtain the passage instruction set, based on the received real-time vehicle list. Based on static collision point information, predict vehicle trajectories and calculate the collision probability between any two vehicles at any collision point. ;

[0067] Obtaining the passage instruction set includes broadcasting general information to all connected vehicles, the general information including the dynamic function state vectors of all lanes. and its corresponding spacetime access zone Personalized instructions for specific vehicles will be issued to the corresponding vehicles. These personalized instructions include conflict warning information and suggested speed.

[0068] S7.2. If a special vehicle is detected, the special vehicle priority right-of-way collaborative decision-making model is invoked to calculate the priority strategy, aiming to minimize the total weighted delay, and the optimized signal scheme adjustment is calculated. and avoidance instructions First, obtain the priority passage decision scheme; then, optimize the signal scheme. The command is sent to the signal controller, which executes the command and simultaneously broadcasts the avoidance instruction to the relevant connected vehicles.

[0069] A dynamic interactive information management system for intersections based on digital twins, implemented using the aforementioned dynamic interactive information management method for intersections based on digital twins, includes a computing terminal / RSU, a digital twin, and a signal controller. The computing terminal / RSU is connected to the digital twin, and the digital twin is connected to the signal controller and connected vehicles respectively.

[0070] The beneficial effects of this invention are:

[0071] This invention presents a digital twin-based dynamic interactive information management method for intersections, achieving precise digital control at the lane level. It overcomes the shortcomings of existing technologies in dynamic lane management, improving the efficiency and flexibility of road space utilization. It provides vehicle-side, directly understandable spatiotemporal right-of-way instructions, transforming abstract signals into concrete green channels, reducing the complexity of connected vehicle perception and decision-making systems, and improving traffic efficiency. It achieves a leap from passive alerts to proactive warnings, significantly reducing intersection conflict risks and improving traffic safety through dynamic risk quantification and personalized suggestions. Furthermore, it implements a globally optimal priority passage strategy, ensuring efficient passage for special vehicles while minimizing interference with social traffic flow, demonstrating the superiority of collaborative intelligence. Attached Figure Description

[0072] Figure 1 This is a flowchart of a method for managing dynamic interactive information at intersections based on digital twins, as described in this invention.

[0073] Figure 2 This is an architecture diagram of a digital twin-based intersection dynamic interactive information management method according to the present invention.

[0074] Figure 3 This is a schematic diagram of the structure of a digital twin-based dynamic interactive information management system for intersections as described in this invention. Detailed Implementation

[0075] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings and specific embodiments. It should be understood that the specific embodiments described herein are only for explaining the invention and are not intended to limit the invention; that is, the described specific embodiments are merely a part of the embodiments of the invention, and not all of them. The components of the specific embodiments of the invention described and shown in the accompanying drawings can generally be arranged and designed in various different configurations, and the invention may also have other embodiments.

[0076] Therefore, the following detailed description of specific embodiments of the invention provided in the accompanying drawings is not intended to limit the scope of the claimed invention, but merely to illustrate selected specific embodiments of the invention. All other specific embodiments obtained by those skilled in the art based on these specific embodiments without inventive effort are within the scope of protection of this invention.

[0077] To further understand the invention's content, features, and effects, the following specific embodiments are provided, along with accompanying drawings. Figure 1 -Appendix Figure 3 Detailed explanation is as follows:

[0078] Example 1:

[0079] A method for managing dynamic interactive information at intersections based on digital twins includes the following steps:

[0080] S1. Construct a dynamic modeling model of the intersection lane functions;

[0081] Furthermore, the specific implementation method of step S1 includes the following steps:

[0082] S1.1. Set the intersection to have Several lanes, forming a lane set ,in For the i-th lane, where i is any one of n, set the lane function state vector including the direction of travel, lane type, and availability status;

[0083] The functional state vector of the i-th lane at time t The expression is:

[0084]

[0085] in, For the direction of passage, Lane type, It is in an available state;

[0086] Furthermore, the direction of travel: This direction of travel is the direction indicated by the physical lane markings.

[0087] Lane type: Available status: : Whether it is currently available (1 for available, 0 for unavailable).

[0088] S1.2. Construct a dynamic modeling model of intersection lane functions based on lane function state vectors. The update of lane function state vectors is determined by a state transition function. The decision is made, resulting in the expression:

[0089]

[0090] in, For lane i at the initial time Functional state vector, For the signal scheme at time t, Let i be the set of rules that apply to the i-th lane. For special events, This is the functional state vector of all lanes at time t, excluding the i-th lane;

[0091]

[0092] in, Let j be the release state tuple at time t; This represents the total number of phases under the signal scheme.

[0093]

[0094] in, Let j be the light color state at time t. For the lane release function group, To allow the main direction of traffic to proceed. Let j be the remaining time for phase j. This indicates the duration of the yellow light in phase j. This represents the duration of full red in phase j.

[0095] Furthermore, It accurately describes the state of each phase at any time t, and its output is a set containing all currently active phases and their states. A complete signal period C is composed of... Each phase It consists of state sequence switching. It precisely describes which phase of the period each phase is in at any given time t. For each phase, the total number of phases under the signal scheme is given. , It is a state tuple;

[0096] Furthermore, Including green light, flashing green light, yellow light, flashing yellow light, red light, etc.;

[0097] The set of lane functions controlled by phase j is a static logical grouping. For example, ; Including the directions of east, west, south, and north; It is an inherent property of phase j, not a globally fixed parameter. The duration of the yellow light can be different for different phases. The clearing time during phase switching is an important safety buffer for conflict calculation. It is necessary to specify the rules according to the actual traffic rules and the specific scenarios. For example, if turning left from 7:00 to 9:00 on weekdays is considered using another lane, then the rule would be "This lane..." Must meet: ① Oncoming lane (i.e., in the red light phase); ② Based on roadside sensing units or vehicle trajectory prediction data, determine that there are no vehicles in the conflict area of ​​the oncoming lane, or that the estimated time difference to the conflict point is greater than the safety threshold. . An example is emergency vehicle priority.

[0098] S2. Construct a dynamic signal phase and lane dynamic binding model for signalized intersections;

[0099] Furthermore, the specific implementation method of step S2 includes the following steps:

[0100] S2.1. Based on the real-time data from the computing terminal / RSU, the lane function state vectors of all lanes obtained from the intersection lane function dynamic modeling model, and the static geographic information of the intersection, determine the binding conditions. Proceed to the next step when the following three binding conditions are met.

[0101] Binding condition one is function matching: the travel direction of the i-th lane must belong to the release lane function group in the release status tuple. ;

[0102] The second binding condition is direction matching: the geographical orientation of the i-th lane must be consistent with the dominant release direction in the release status tuple;

[0103] Binding condition three is availability matching: the current availability state of lane i must be [condition missing]. ;

[0104] S2.2. Based on the lanes that meet the binding conditions obtained in step S3.1, define the spatiotemporal traffic zone, with the expression:

[0105]

[0106] in, Let i be the spatiotemporal traffic zone of the i-th lane at time t. For the i-th lane, the geometric polygon region extends from the stop line to the exit boundary or the point of conflict with the turn; geospatial coordinates For time variables, This is the start time for the passage zone to take effect. This refers to the end time of the passage zone's effective period;

[0107]

[0108] ;

[0109] S2.3. Based on the spatiotemporal traffic zone obtained in step S3.2, construct a vehicle-level right-of-way determination method and set vehicle... Located in the i-th lane, by vehicle The expected driving path is proactively reported via V2X communication. Determine the vehicle right of passage The formula for determining this is as follows:

[0110]

[0111] in, The prediction time length set for the system. For vehicles The reported planned and intended ideal route; For when the vehicle is within the predicted time period If the expected travel path actively reported via V2X communication is within the spatiotemporal travel zone, then passage is permitted. Used to determine whether a vehicle can completely pass through the conflict zone before the passageway fails. It can be estimated based on the vehicle's current speed and distance to the point of conflict;

[0112] Set for each signal cycle, or whenever Changes or During the countdown update, for Recalculate and broadcast the updated information.

[0113] Furthermore, the inputs to the dynamic signal phase and lane dynamic binding model at signalized intersections are: firstly, real-time data from the computing terminal / RSU, including the current time. signal scheme The second is the output data from Model 1, namely the current dynamic functional state vectors of all lanes. Thirdly, static geographic information of the intersection, including each lane. The geometric area from the stop line to the exit boundary or other points of conflict with turning. Output of the dynamic signal phase and lane dynamic binding model at signalized intersections: For each lane Calculate its spatiotemporal transit band This is a dynamically updated data object. It can be encapsulated as a structure or message and broadcast to connected vehicles.

[0114] Furthermore, priority interruption: If the special vehicle priority right-of-way collaborative decision-making model (road-level priority) is triggered, the computing terminal will send a new signal scheme. This model will immediately interrupt the current calculation, based on... Re-execute binding conditions and Calculate and generate priority TSTs for lanes occupied by special vehicles.

[0115] S3. Construct a dynamic simulation model of spatiotemporal conflict;

[0116] Furthermore, the specific implementation method of step S3 includes the following steps:

[0117] S3.1. Based on the spatiotemporal traffic zone set of all lanes obtained in step S2, the real-time vehicle list information data of the computing terminal / RSU, and the static geographic information set of conflict points, first define the conflict area and set the conflict points. The associated geographic polygon region is ;

[0118] S3.2. Based on the real-time vehicle list information data obtained in step S3.1, design the vehicle... future Predicted trajectory within a time period The expression is:

[0119]

[0120] in, For a future point in time, , This is the vehicle's current heading angle. For vehicles The current position x-axis coordinate, For vehicles The current position's y-axis coordinate;

[0121] S3.3. Calculate the collision probability based on the predicted vehicle trajectory for any two vehicles. , and points of conflict Conflict probability The calculation is as follows:

[0122]

[0123] in, This represents the estimated time difference between the arrival times of the two vehicles at the point of conflict. The indicator function is used when two predicted trajectories are in the conflict region. If there is an intersection, take 1; otherwise, take 0. This is the time tolerance threshold parameter;

[0124] The value of can be determined based on the Time to Collision (TTC) theory in traffic engineering. The smaller the value, the closer the exponent term is to 1, and the higher the probability of conflict.

[0125] S3.4. Calculate the conflict probability based on the vehicle prediction trajectory obtained in step S3.3 to generate traffic suggestions. If... Exceeding the danger threshold For low-priority vehicles Generate travel suggestions and provide suggested speeds. The expression is:

[0126]

[0127] in, It is a vehicle to the conflict zone distance, It is a preset safe time interval. For vehicles calculated based on current speed, position, and the assumption of uniform motion. Expected arrival time at the point of conflict.

[0128] Furthermore, this model aims to calculate and visualize the potential conflict probability between different traffic flows within an intersection in real time. Going beyond static conflict point markings, it provides connected vehicles with quantified risk levels and personalized traffic recommendations through dynamic simulation, forming the core of active safety. Inputs: Spatiotemporal traffic strip set of all lanes from Model 2; real-time vehicle list from the computing terminal / RSU. Including each vehicle Status (position, speed, heading, acceleration, vehicle type); static geographic information set of conflict points Each point of conflict Associate a geographic polygon region Output: Dynamic conflict probability set , indicating the point of conflict The probability of a conflict between vehicle k and vehicle l. Conflict warning message: A warning and traffic advice sent to a specific vehicle (such as a suggestion to slow down or give way).

[0129] S4. Construct a collaborative decision-making model for priority passage of special vehicles;

[0130] Furthermore, the specific implementation method of step S4 includes the following steps:

[0131] S4.1. Based on special vehicles Based on the priority request information data, the current signaling scheme, and the current traffic status, the priority decision is transformed into a multi-objective optimization problem, resulting in the expression:

[0132]

[0133]

[0134] in, Let be the objective function, representing minimizing the total weighted delay; , Special vehicles and ordinary vehicles Prediction delay, These are the decision variables for the signaling scheme. It is an ordinary vehicle A set of behavioral instructions , They are and The feasible solution space. This is the maximum permitted passage time for special vehicles. For the collection of social vehicles, The vehicle is calculated based on its current speed, position, and the assumption of uniform motion. Expected time of arrival at the point of conflict;

[0135] Furthermore, (e.g., 100:1). It is the original signal scheme Adjustments (such as extending the green light duration). Decision variables, for ordinary vehicles A set of behavioral instructions. For example... The constraints include the minimum green light time for the signal phase and the maximum green light time, etc. Vehicle dynamics constraints include maximum vehicle deceleration and comfort acceleration thresholds.

[0136] S4.2. The collaborative decision-making process based on the multi-objective optimization problem is constructed as follows:

[0137] For special vehicles Calculate the optimal path through the intersection;

[0138] based on The trajectory is calculated to determine the required spatiotemporal resources. ;

[0139] Adjustment of decision variables based on signal scheme Generate an optimized signal scheme ,make sure The path direction is green; towards Conflicting ordinary vehicles Send avoidance command To make its trajectory avoid Use heuristic algorithms or constraint solvers to find the conditions that satisfy all constraints. , To minimize the objective function Z.

[0140] Furthermore, when emergency vehicles (such as ambulances and fire trucks) request priority passage, this model solves a multi-objective optimization problem, coordinating signal timing and the behavior of ordinary vehicles to ensure the rapid passage of emergency vehicles while minimizing the negative impact on the overall intersection efficiency. Input to the emergency vehicle priority right-of-way collaborative decision-making model: emergency vehicle... Priority passage request (ID, location, speed, destination, urgency level); current signal status Current traffic conditions (all data from Models 1, 2, and 3). Output of the special vehicle priority right-of-way collaborative decision-making model: optimized signal scheme. Includes phase extension and insertion commands customized for special vehicles; vehicle cooperative avoidance command set. Instructions such as slowing down, yielding, and lane changing are sent to affected ordinary vehicles.

[0141] S5. Arrange the model constructed in steps S1-S4 in the data twin;

[0142] S6. The computing terminal / RSU sends the static data of the intersection to the digital twin to complete the system initialization. Then the computing terminal / RSU continuously collects real-time data and sends it to the digital twin for real-time data stream circulation.

[0143] Furthermore, the real-time data in step S6 includes the data acquired from the signal control unit at time t. and the real-time vehicle list obtained through roadside sensing units. , This includes vehicle ID, location, speed, and heading angle.

[0144] S7. Based on the received real-time data stream, the digital twin calls the intersection lane function dynamic modeling model to calculate lane functions, calls the signalized intersection dynamic signal phase and lane dynamic binding model to calculate spatiotemporal right-of-way, and calls the spatiotemporal conflict dynamic deduction model to calculate conflict probability and obtain a set of passage instructions. If a special vehicle is detected, the digital twin calls the special vehicle priority right-of-way collaborative decision-making model to calculate the priority passage strategy and obtain a priority passage decision scheme. The digital twin sends the set of passage instructions to the relevant connected vehicles. If a priority passage decision scheme is generated, the signal control instructions in the scheme are sent to the signal controller, and the vehicle avoidance instructions in the scheme are sent to the relevant connected vehicles.

[0145] Furthermore, the specific implementation method of step S7 includes the following steps:

[0146] S7.1. Call the intersection lane function dynamic modeling model to calculate lane functions, traverse all lanes, and calculate the lane function state vector for each lane. ;

[0147] The system invokes the dynamic signal phase and lane dynamic binding model at signalized intersections to calculate spatiotemporal right-of-way. It iterates through all lanes, determines binding conditions, and calculates the spatiotemporal traffic strip for lanes that meet the conditions. ;

[0148] The spatiotemporal conflict dynamic simulation model is invoked to calculate the conflict probability and obtain the passage instruction set, based on the received real-time vehicle list. Based on static collision point information, predict vehicle trajectories and calculate the collision probability between any two vehicles at any collision point. ;

[0149] Obtaining the passage instruction set includes broadcasting general information to all connected vehicles, the general information including the dynamic function state vectors of all lanes. and its corresponding spacetime access zone Personalized instructions for specific vehicles will be issued to the corresponding vehicles. These personalized instructions include conflict warning information and suggested speed.

[0150] S7.2. If a special vehicle is detected, the special vehicle priority right-of-way collaborative decision-making model is invoked to calculate the priority strategy, aiming to minimize the total weighted delay, and the optimized signal scheme adjustment is calculated. and avoidance instructions First, obtain the priority passage decision scheme; then, optimize the signal scheme. The command is sent to the signal controller, which executes the command and simultaneously broadcasts the avoidance instruction to the relevant connected vehicles.

[0151] S8. After the connected vehicle receives the passage instruction set and executes the control instructions, the new operating status is collected again by the computing terminal / RSU to form updated real-time data and return it to step S6 for cyclic calculation to realize dynamic closed-loop control of intersection management.

[0152] Furthermore, new operational statuses (such as new location and speed) are sensed again by the computing terminal / RSU, forming an updated vehicle list. The updated data is then incorporated into the real-time data stream of step S6, initiating a new round of cyclical calculations, thereby achieving dynamic closed-loop and continuous optimization of intersection management.

[0153] Example 2:

[0154] A dynamic interactive information management system for intersections based on digital twins, implemented according to the dynamic interactive information management method for intersections based on digital twins described in Embodiment 1, includes a computing terminal / RSU, a digital twin, and a signal controller. The computing terminal / RSU is connected to the digital twin, and the digital twin is connected to the signal controller and connected vehicles respectively.

[0155] It should be noted that relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0156] Although this application has been described above with reference to specific embodiments, various modifications can be made and components can be replaced with equivalents without departing from the scope of this application. In particular, as long as there is no structural conflict, the features in the specific embodiments disclosed in this application can be combined with each other in any way. The lack of an exhaustive description of these combinations in this specification is merely for the sake of brevity and resource conservation. Therefore, this application is not limited to the specific embodiments disclosed herein, but includes all technical solutions falling within the scope of the claims.

Claims

1. A method for dynamic interactive information management at intersections based on digital twins, characterized in that, Includes the following steps: S1. Construct a dynamic modeling model of the intersection lane functions; The specific implementation method of step S1 includes the following steps: S1.

1. Set the intersection to have Several lanes, forming a lane set ,in For the i-th lane, where i is any one of n, set the lane function state vector including the direction of travel, lane type, and availability status; The functional state vector of the i-th lane at time t The expression is: ； in, For the direction of passage, Lane type, It is in an available state; S1.

2. Construct a dynamic modeling model of intersection lane functions based on lane function state vectors. The update of lane function state vectors is determined by a state transition function. The decision is made, resulting in the expression: ； in, For lane i at the initial time The functional state vector, For the signal scheme at time t, Let i be the set of rules that apply to the i-th lane. For special events, This is the functional state vector of all lanes at time t, excluding the i-th lane; ； in, Let j be the release state tuple at time t; This represents the total number of phases under the signal scheme. ； in, Let j be the light color state at time t. For the lane release function group, To allow the main direction of traffic to proceed. Let j be the remaining time for phase j. This indicates the duration of the yellow light in phase j. This represents the duration of full red in phase j; S2. Construct a dynamic signal phase and lane dynamic binding model for signalized intersections; S3. Construct a dynamic simulation model of spatiotemporal conflict; S4. Construct a collaborative decision-making model for priority passage of special vehicles; S5. Arrange the model constructed in steps S1-S4 in the data twin; S6. The computing terminal / RSU sends the static data of the intersection to the digital twin to complete the system initialization. Then the computing terminal / RSU continuously collects real-time data and sends it to the digital twin for real-time data stream circulation. S7. Based on the received real-time data stream, the digital twin calls the intersection lane function dynamic modeling model to calculate lane functions, calls the signalized intersection dynamic signal phase and lane dynamic binding model to calculate spatiotemporal right-of-way, and calls the spatiotemporal conflict dynamic deduction model to calculate conflict probability and obtain a set of passage instructions. If a special vehicle is detected, the digital twin calls the special vehicle priority right-of-way collaborative decision-making model to calculate the priority passage strategy and obtain a priority passage decision scheme. The digital twin sends the set of passage instructions to the relevant connected vehicles. If a priority passage decision scheme is generated, the signal control instructions in the scheme are sent to the signal controller, and the vehicle avoidance instructions in the scheme are sent to the relevant connected vehicles. S8. After the connected vehicle receives the passage instruction set and executes the control instructions, the new operating status is collected again by the computing terminal / RSU to form updated real-time data and return it to step S6 for cyclic calculation to realize dynamic closed-loop control of intersection management.

2. The method for dynamic interactive information management at intersections based on digital twins according to claim 1, characterized in that, The specific implementation method of step S2 includes the following steps: S2.

1. Based on the real-time data from the computing terminal / RSU, the lane function state vectors of all lanes obtained from the intersection lane function dynamic modeling model, and the static geographic information of the intersection, determine the binding conditions. Proceed to the next step when the following three binding conditions are met. Binding condition one is function matching: the travel direction of the i-th lane must belong to the release lane function group in the release status tuple. ; The second binding condition is direction matching: the geographical orientation of the i-th lane must be consistent with the dominant release direction in the release status tuple; Binding condition three is availability matching: the current availability state of lane i must be [condition missing]. 1; S2.

2. Based on the lanes that meet the binding conditions obtained in step S3.1, define the spatiotemporal traffic zone, with the expression: ； in, Let i be the spatiotemporal traffic zone of the i-th lane at time t. For the i-th lane, the geometric polygon region extends from the stop line to the exit boundary or the point of conflict with the turn; geospatial coordinates For time variables, This is the start time for the passage zone to take effect. This refers to the end time of the passage zone's effective period; ； ； S2.

3. Based on the spatiotemporal traffic zone obtained in step S3.2, construct a vehicle-level right-of-way determination method and set vehicle... Located in the i-th lane, by vehicle The expected driving path is proactively reported via V2X communication. Determine the vehicle right of passage The formula for determining this is as follows: ； in, The prediction time length set for the system. For vehicles The reported planned and intended ideal route; For when the vehicle is within the predicted time period If the expected travel path actively reported via V2X communication is within the spatiotemporal travel zone, then passage is permitted. Set for each signal cycle, or whenever Changes or During the countdown update, for Recalculate and broadcast the updated information.

3. The method for dynamic interactive information management at intersections based on digital twins according to claim 2, characterized in that, The specific implementation method of step S3 includes the following steps: S3.

1. Based on the spatiotemporal traffic zone set of all lanes obtained in step S2, the real-time vehicle list information data of the computing terminal / RSU, and the static geographic information set of conflict points, first define the conflict area and set the conflict points. The associated geographic polygon region is ; S3.

2. Based on the real-time vehicle list information data obtained in step S3.1, design the vehicle... future Predicted trajectory within a time period The expression is: ； in, , This is the vehicle's current heading angle. For vehicles The current position x-axis coordinate, For vehicles The current position's y-axis coordinate; S3.

3. Calculate the collision probability based on the predicted vehicle trajectory for any two vehicles. , and points of conflict Conflict probability The calculation is as follows: ； in, This represents the estimated time difference between the arrival times of the two vehicles at the point of conflict. The indicator function is used when two predicted trajectories are in the conflict region. If there is an intersection, take 1; otherwise, take 0. This is the time tolerance threshold parameter; S3.

4. Calculate the conflict probability based on the vehicle prediction trajectory obtained in step S3.3 to generate traffic suggestions. If... Exceeding the danger threshold For low-priority vehicles Generate travel suggestions and provide suggested speeds. The expression is: ； in, It is a vehicle to the conflict zone distance, It is a preset safe time interval. For vehicles calculated based on current speed, position, and the assumption of uniform motion. Expected arrival time at the point of conflict.

4. The method for dynamic interactive information management at intersections based on digital twins according to claim 3, characterized in that, The specific implementation method of step S4 includes the following steps: S4.

1. Based on special vehicles Based on the priority request information data, the current signaling scheme, and the current traffic status, the priority decision is transformed into a multi-objective optimization problem, resulting in the expression: ； ； in, Let be the objective function, representing minimizing the total weighted delay; , Special vehicles and ordinary vehicles Prediction delay, These are the decision variables for the signaling scheme. It is an ordinary vehicle A set of behavioral instructions , They are and The feasible solution space. This is the maximum permitted passage time for special vehicles. For the collection of social vehicles, The vehicle is calculated based on its current speed, position, and the assumption of uniform motion. Expected time of arrival at the point of conflict; S4.

2. The collaborative decision-making process based on the multi-objective optimization problem is constructed as follows: For special vehicles Calculate the optimal path through the intersection; based on The trajectory is calculated to determine the required spatiotemporal resources. ; Adjustment of decision variables based on signal scheme Generate optimized signal scheme ,make sure The path direction is green; towards Conflicting ordinary vehicles Send avoidance command To make its trajectory avoid Use heuristic algorithms or constraint solvers to find the conditions that satisfy all constraints. , To minimize the objective function Z.

5. The method for dynamic interactive information management at intersections based on digital twins according to claim 4, characterized in that, The real-time data in step S6 includes the data acquired from the signal control unit at time t. and the real-time vehicle list obtained through roadside sensing units. , This includes vehicle ID, location, speed, and heading angle.

6. The method for dynamic interactive information management at intersections based on digital twins according to claim 5, characterized in that, The specific implementation method of step S7 includes the following steps: S7.

1. Call the intersection lane function dynamic modeling model to calculate lane functions, traverse all lanes, and calculate the lane function state vector for each lane. ; The system invokes the dynamic signal phase and lane dynamic binding model at signalized intersections to calculate spatiotemporal right-of-way. It iterates through all lanes, determines binding conditions, and calculates the spatiotemporal traffic strip for lanes that meet the conditions. ; The spatiotemporal conflict dynamic simulation model is invoked to calculate the conflict probability and obtain the passage instruction set, based on the received real-time vehicle list. Based on static collision point information, predict vehicle trajectories and calculate the collision probability between any two vehicles at any collision point. ; Obtaining the passage instruction set includes broadcasting general information to all connected vehicles, the general information including the dynamic function state vectors of all lanes. and its corresponding spacetime access zone Personalized instructions for specific vehicles will be issued to the corresponding vehicles. These personalized instructions include conflict warning information and suggested speed. S7.

2. If a special vehicle is detected, the special vehicle priority right-of-way collaborative decision-making model is invoked to calculate the priority strategy, aiming to minimize the total weighted delay, and the optimized signal scheme adjustment is calculated. and avoidance instructions The decision-making scheme that prioritizes passage is obtained; Then the optimized signal scheme The command is sent to the signal controller, which executes the command and simultaneously broadcasts the avoidance instruction to the relevant connected vehicles.

7. A dynamic interactive information management system for intersections based on digital twins, implemented using the dynamic interactive information management method for intersections based on digital twins as described in any one of claims 1-6, characterized in that... It includes a computing terminal / RSU, a digital twin, and a signal controller. The computing terminal / RSU is connected to the digital twin, and the digital twin is connected to the signal controller and the connected vehicle, respectively.

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