An intelligent green wave band control method and system based on vehicle networking data and related equipment

Abstract

The application provides a kind of intelligent green wave band control method, system and related equipment based on Internet of Vehicles data, it is related to intelligent green wave band control technical field, the method comprises: when monitoring the initial vehicle group formed by multiple Internet of Vehicles vehicles exists in target section, the initial formation parameter of initial vehicle group is acquired, in the process that initial vehicle group travels to the downstream intersection of target section, the real-time formation parameter of initial vehicle group is continuously acquired;According to real-time formation parameter, the real-time vehicle group length and real-time average speed of initial vehicle group are determined, the initial vehicle group length is compared with the initial vehicle group length of initial vehicle group, and the vehicle group length change rate is obtained, and the formation dispersion index of initial vehicle group is determined according to vehicle group length change rate;The dispersion degree classification analysis of initial vehicle group is carried out using formation dispersion index, and the vehicle group control mode of initial vehicle group is determined;Green wave band linkage control operation is executed on the signal lamp of downstream intersection using vehicle group control mode.

Description

Technical Field

[0001] This application relates to the field of intelligent green wave control technology, and in particular to an intelligent green wave control method, system and related equipment based on vehicle network data. Background Technology

[0002] With the increasing complexity of modern urban transportation systems, improving the efficiency of main roads to alleviate traffic congestion has become an urgent need in the field of traffic management. Especially in urban road networks with dense signalized intersections, green wave traffic is a key technology for improving continuous traffic capacity, and its control precision and adaptability are directly related to the operational efficiency of the entire regional road network.

[0003] In related technologies, a fixed timing scheme is typically used to control intersection traffic lights to achieve coordinated control of green wave traffic. Specifically, historical traffic flow data for the target road segment is collected in advance, and the average traffic volume and average speed for each time period are determined through statistical analysis. The theoretical travel time is calculated based on the road segment distance between adjacent intersections and the preset design speed. This theoretical travel time is used as the time difference for the green light to illuminate at adjacent intersections, generating a fixed green wave coordinated timing scheme. During actual operation, the traffic light phases at each intersection are periodically switched according to the fixed timing scheme. When the green light at the upstream intersection illuminates, the downstream intersections sequentially illuminate their green lights according to the preset time difference.

[0004] However, when using the above-mentioned fixed timing scheme, signal control is based on the preset theoretical travel time and fixed green light duration. In actual driving, the convoy will exhibit dynamic and discrete spatial distribution characteristics due to factors such as differences in driving behavior and vehicle performance. These fixed parameters are difficult to adapt to the real-time changes in convoy formation, resulting in low traffic efficiency of green wave control in related technologies. Summary of the Invention

[0005] This application provides an intelligent green wave control method, system, and related equipment based on vehicle network data, which can improve the traffic efficiency of green wave control.

[0006] Firstly, this application provides an intelligent green wave control method based on vehicle-to-everything (V2X) data, applied to the aforementioned intelligent green wave control system. The method includes: when an initial convoy of multiple V2X vehicles is detected within a target road segment, acquiring initial convoy formation parameters; and continuously acquiring real-time convoy formation parameters as the initial convoy travels towards the downstream intersection of the target road segment. The initial convoy formation parameters characterize the spatial distribution of each V2X vehicle's queue when the initial convoy is detected within the target road segment, while the real-time convoy formation parameters characterize the spatial distribution of each V2X vehicle's queue as the initial convoy travels towards the downstream intersection. Based on the real-time convoy formation parameters, the real-time convoy length and real-time average speed of the initial convoy are determined; the real-time convoy length is compared with the initial convoy length to obtain a convoy length change rate; and a convoy formation dispersion index is determined based on the convoy length change rate. The convoy formation dispersion index characterizes the degree of dispersion of the initial convoy as it travels towards the downstream intersection. The convoy formation dispersion index is used to perform a dispersion level analysis on the initial convoy to determine the convoy control mode. The convoy control mode is then used to perform green wave linkage control operations on the traffic lights at the downstream intersection.

[0007] By adopting the above technical solution, real-time platooning parameters are continuously acquired as the initial platoon travels downstream to the intersection, enabling dynamic capture of changes in the spatial distribution of each vehicle's platoon. By comparing the real-time platoon length with the initial platoon length to obtain the platoon length change rate, the platoon's platooning evolution trend during travel can be quantified. Based on the platoon length change rate, a platooning dispersion index is determined, transforming the platoon's dispersion into a measurable numerical indicator. Using this dispersion index for graded analysis to determine the platoon control mode allows for the matching of differentiated control strategies to different dispersion states. The platoon control mode is then used to execute green wave band linkage control operations, enabling traffic light control to adapt to the real-time changes in platooning formation. This solves the technical problem of low traffic efficiency in green wave band control in related technologies, achieving the technical effect of improving traffic efficiency.

[0008] Secondly, embodiments of this application provide an intelligent green wave control system, which includes: one or more processors and a memory; the memory is coupled to one or more processors, the memory is used to store computer program code, the computer program code includes computer instructions, and the one or more processors call the computer instructions to cause the intelligent green wave control system to perform the method described in the first aspect and any possible implementation thereof.

[0009] Thirdly, embodiments of this application provide a computer program product containing instructions that, when the computer program product is run on an intelligent green wave control system, cause the intelligent green wave control system to perform the method described in the first aspect and any possible implementation thereof.

[0010] Fourthly, embodiments of this application provide a computer-readable storage medium including instructions that, when executed on an intelligent green wave control system, cause the intelligent green wave control system to perform the method described in the first aspect and any possible implementation thereof. Attached Figure Description

[0011] Figure 1 This is a flowchart illustrating an intelligent green wave control method based on vehicle network data in an embodiment of this application. Figure 2 This is a schematic diagram of the physical device structure of an intelligent green wave control system in the embodiments of this application. Detailed Implementation

[0012] The terminology used in the following embodiments of this application is for the purpose of describing particular embodiments only and is not intended to be limiting of this application. As used in the specification and appended claims of this application, the singular expressions “a,” “an,” “the,” “the,” “the,” and “this” are intended to include the plural expressions as well, unless the context clearly indicates otherwise. It should also be understood that the term “and / or” as used in this application refers to any or all possible combinations including one or more of the listed items.

[0013] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting relative importance or implicitly indicating the number of indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature, and in the description of the embodiments of this application, unless otherwise stated, "multiple" means two or more.

[0014] This application provides an intelligent green wave control method based on vehicle network data, see reference. Figure 1 , Figure 1 This is a flowchart illustrating an intelligent green wave control method based on vehicle network data in an embodiment of this application, including the following steps: Step S101: When an initial convoy consisting of multiple connected vehicles is detected in the target road segment, the initial convoy formation parameters are obtained. As the initial convoy travels towards the downstream intersection of the target road segment, the real-time convoy formation parameters are continuously obtained. The initial convoy formation parameters represent the queue spatial distribution state of each connected vehicle when the initial convoy is detected in the target road segment, and the real-time convoy formation parameters represent the queue spatial distribution state of each connected vehicle as the initial convoy travels towards the downstream intersection. Step S102: Determine the real-time fleet length and real-time average speed of the initial fleet based on the real-time fleet formation parameters. Compare the real-time fleet length with the initial fleet length of the initial fleet to obtain the fleet length change rate. Determine the fleet formation dispersion index of the initial fleet based on the fleet length change rate. The fleet formation dispersion index characterizes the degree of dispersion of the initial fleet as it travels downstream to the intersection. Step S103: Use the formation dispersion index to perform a dispersion level analysis on the initial convoy and determine the convoy control mode of the initial convoy. Step S104: Use the fleet control mode to perform green wave linkage control operation on the traffic lights at the downstream intersection.

[0015] In the above embodiment, the target road segment is a section of road between two adjacent signalized intersections on an urban arterial road, with a length of 800 meters and a speed limit of 60 km / h. A roadside unit (RSU) is installed at the upstream end of the target road segment for V2X communication with connected vehicles traveling within the segment. The downstream end of the target road segment is a downstream intersection, where a traffic light controller is installed, which is communicatively connected to the intelligent green wave control system. When the RSU detects an initial convoy of multiple connected vehicles within the target road segment via V2X communication, the intelligent green wave control system acquires the initial convoy's initial formation parameters. Assuming the initial convoy consists of 8 connected vehicles, each vehicle reports its location, speed, and heading information in real time via its onboard terminal. After receiving the location information reported by each connected vehicle, the intelligent green wave control system determines the positions of the lead and tail vehicles in the initial convoy based on the longitudinal coordinates of each connected vehicle in its direction of travel on the target road segment. When the initial convoy was detected, the lead vehicle was 650 meters from the stop line at the downstream intersection, and the last vehicle was 720 meters from the stop line. Therefore, the initial convoy length was calculated to be 70 meters. Simultaneously, the intelligent green wave control system calculated the initial average speed of the initial convoy at the time of detection as 52 km / h based on the speed information reported by each connected vehicle. The initial convoy parameters include the longitudinal position coordinates of each connected vehicle in the initial convoy, the initial convoy length, and the initial average speed. These parameters characterize the spatial distribution of the connected vehicles in the convoy when the initial convoy is detected within the target road segment.

[0016] In the above embodiment, as the initial convoy travels towards the downstream intersection of the target road segment, the intelligent green wave control system continuously acquires the real-time formation parameters of the initial convoy at a fixed sampling period. The sampling period is set to 1 second (it can also be 1.5 seconds, 1.8 seconds, 2 seconds, etc., and is not limited here). The intelligent green wave control system receives the position and speed information reported by each connected vehicle every 1 second. The real-time formation parameters include the real-time longitudinal position coordinates of each connected vehicle, the real-time convoy length, and the real-time average speed. The real-time formation parameters characterize the spatial distribution of the convoy of connected vehicles as the initial convoy travels towards the downstream intersection. Due to differences in driving habits and vehicle power performance among the drivers of the connected vehicles in the initial convoy, the relative positions between the connected vehicles will change during the journey. Therefore, the real-time formation parameters usually differ from the initial formation parameters. The intelligent green wave control system determines the real-time convoy length and real-time average speed of the initial convoy based on the real-time formation parameters. Specifically, the intelligent green wave control system extracts the real-time longitudinal position coordinates of each connected vehicle from the real-time platoon parameters. It then identifies the vehicle at the very front as the lead vehicle and the vehicle at the very back as the tail vehicle, calculating the difference in longitudinal distance between the lead and tail vehicles as the real-time platoon length. When the initial platoon reaches 300 meters from the stop line at the downstream intersection, the lead vehicle is 295 meters from the stop line, and the tail vehicle is 382 meters away, resulting in a calculated real-time platoon length of 87 meters. Simultaneously, the intelligent green wave control system calculates the arithmetic average of the real-time speeds of each connected vehicle, yielding a real-time average speed of 48 km / h.

[0017] In the above embodiments, the intelligent green wave control system compares the real-time platoon length with the initial platoon length to obtain the platoon length change rate. The platoon length change rate is calculated by dividing the difference between the real-time platoon length and the initial platoon length by the initial platoon length; that is, the platoon length change rate equals the difference between 87 meters and 70 meters divided by 70 meters, resulting in a platoon length change rate of 24.3%. A positive platoon length change rate indicates that the initial platoon has experienced stretching dispersion during travel, while a negative platoon length change rate indicates that the initial platoon has experienced compression and convergence. The intelligent green wave control system determines the formation dispersion index of the initial platoon based on the platoon length change rate. In one embodiment, the formation dispersion index can be directly obtained using the platoon length change rate, i.e., the formation dispersion index equals the platoon length change rate of 24.3%. In another embodiment, the calculation of the formation dispersion index can also comprehensively consider the platoon's travel distance; specifically, it is calculated by dividing the platoon length change rate by the ratio of the platoon's traveled distance to the total length of the target road segment, to eliminate the influence of travel distance on the dispersion assessment. The initial convoy has traveled from the detected position to its current position. The lead vehicle has traveled 650 meters minus 295 meters, which equals 355 meters. The ratio of the convoy's traveled distance to the total length of the target road segment is 355 meters divided by 800 meters, which equals 44.4%. Therefore, the convoy dispersion index is calculated to be 24.3% divided by 44.4%, which equals 54.7%. Those skilled in the art can choose an appropriate calculation method for the convoy dispersion index based on the actual application scenario, or use other calculation methods that reflect the correlation between the convoy's dispersion and the rate of change of convoy length. The convoy dispersion index characterizes the degree of dispersion of the initial convoy as it travels downstream to the intersection. A higher convoy dispersion index indicates a higher degree of dispersion and a more unstable formation.

[0018] In the above embodiments, the intelligent green wave control system uses the formation dispersion index to perform a dispersion level analysis on the initial convoy and determine the convoy control mode. The convoy control modes include three types: overall traffic mode, dynamic splitting mode, and independent release mode. The intelligent green wave control system pre-sets control modes corresponding to three dispersion levels: when the formation dispersion index is less than a first preset dispersion threshold, it is determined to be a low dispersion level, corresponding to the overall traffic mode; when the formation dispersion index is greater than or equal to the first preset dispersion threshold and less than a second preset dispersion threshold, it is determined to be a medium dispersion level, corresponding to the dynamic splitting mode; when the formation dispersion index is greater than or equal to the second preset dispersion threshold, it is determined to be a high dispersion level, corresponding to the independent release mode. The first and second preset dispersion thresholds can be set according to actual road conditions, traffic flow characteristics, and control requirements. In this embodiment, the first preset dispersion threshold is set to 20%, and the second preset dispersion threshold is set to 50%. Based on the formation dispersion index of 54.7% calculated in this embodiment, the intelligent green wave control system determines that the initial convoy belongs to the high dispersion level and determines the convoy control mode to be the independent release mode. The intelligent green wave control system utilizes platoon control modes to perform green wave linkage control operations on the traffic lights at downstream intersections. Different platoon control modes correspond to different green light duration configuration strategies and green light activation timing calculation methods. For the overall passage mode, the intelligent green wave control system calculates the estimated arrival time of the lead vehicle at the stop line based on the real-time average speed and the distance of the lead vehicle from the stop line, and uses this estimated time as the green light activation time. It also calculates the overall platoon passage time required for the platoon to cross the stop line based on the real-time platoon length and real-time average speed, adding a preset safety margin to this overall platoon passage time to determine the green light duration, ensuring that the initial platoon passes through the downstream intersection as a single unit. For the dynamic splitting mode, the intelligent green wave control system identifies locations where the distance exceeds a preset distance threshold as platoon breakpoints based on the real-time vehicle spacing between the connected vehicles in the initial platoon. Using these breakpoints as boundaries, the initial platoon is split into at least two sub-platoons. For each sub-platoon, the estimated arrival time and passage time are calculated separately, and green light windows are provided to each sub-platoon sequentially according to their arrival sequence.

[0019] In the above embodiments, for the independent release mode, the intelligent green wave control system switches the traffic lights to a discrete sensing control mode. Instead of coordinating the initial convoy as a whole, it performs dynamic control vehicle-by-vehicle based on the real-time location information of each connected vehicle. Since the initial convoy control mode is independent release mode, the intelligent green wave control system calculates the estimated time for the lead vehicle to reach the stop line as 22.1 seconds, based on the real-time distance of the lead vehicle from the stop line (295 meters) and the real-time average speed (48 km / h). The intelligent green wave control system sends a green light request command to the traffic light controller at the downstream intersection, specifying that the green light will illuminate 22 seconds after the current time. In discrete sensing control mode, when a target connected vehicle in the initial convoy is detected to have reached the stop line, the intelligent green wave control system determines a local discrete index based on the real-time vehicle distance between the target connected vehicle and its adjacent connected vehicles, and compares the local discrete index with a preset local discrete threshold. If the local dispersion index is less than the preset local dispersion threshold, it indicates that the adjacent connected vehicles behind can reach the stop line in a short time. The intelligent green wave control system extends the green light duration by the preset duration to ensure the continuous passage of adjacent connected vehicles behind. If the local dispersion index is greater than or equal to the preset local dispersion threshold, it indicates that the adjacent connected vehicles behind are far away. The intelligent green wave control system switches the traffic light from green to red to provide passage opportunities for vehicles in intersecting directions. After receiving the green light request command, the traffic light controller switches the traffic light in the corresponding direction of the downstream intersection to green at the specified time and dynamically adjusts the green light duration based on the judgment result of the dispersion sensing control mode. Through the above green wave linkage control operation, the eight connected vehicles in the initial convoy obtain the corresponding green light passage window when they arrive at the downstream intersection according to their actual dispersion state, realizing adaptive passage of the downstream intersection based on dispersion degree and improving the traffic efficiency of the target road segment.

[0020] Through the above steps, by continuously acquiring real-time platoon parameters as the initial platoon travels downstream to the intersection, the changes in the spatial distribution of each vehicle in the platoon can be dynamically captured. By comparing the real-time platoon length with the initial platoon length to obtain the platoon length change rate, the platoon formation evolution trend during the journey can be quantified. Based on the platoon length change rate, a platoon dispersion index is determined, converting the platoon's dispersion into a measurable numerical indicator. Using the platoon dispersion index for dispersion level analysis to determine the platoon control mode, differentiated control strategies can be matched for different dispersion states. The platoon control mode is used to execute green wave band linkage control operations, enabling traffic light control to adapt to the real-time changes in platoon formation. This solves the technical problem of low traffic efficiency in green wave band control in related technologies, achieving the technical effect of improving the traffic efficiency of green wave band control.

[0021] The entity performing the above steps can be a system, such as an intelligent green wave control system, or a device, or a controller or processor in a device or system, or a standalone controller or processor, or other processing devices or processing units with similar processing functions, but is not limited to these.

[0022] In an optional embodiment, the initial convoy is analyzed for dispersion level using a convoy dispersion index to determine the convoy control mode. Specifically, this includes: determining whether the convoy dispersion index is less than a first preset dispersion threshold; if the convoy dispersion index is less than the first preset dispersion threshold, the convoy control mode is determined to be an overall passage mode; if the convoy dispersion index is greater than or equal to the first preset dispersion threshold, it is determined whether the convoy dispersion index is less than a second preset dispersion threshold, where the second preset dispersion threshold is greater than the first preset dispersion threshold; if the convoy dispersion index is greater than or equal to the first preset dispersion threshold and less than the second preset dispersion threshold, the convoy control mode is determined to be a dynamic split mode; if the convoy dispersion index is greater than or equal to the second preset dispersion threshold, the convoy control mode is determined to be an independent release mode.

[0023] In the above embodiment, the intelligent green wave control system first determines whether the formation dispersion index is less than a first preset dispersion threshold. The first preset dispersion threshold is a critical value used to distinguish between low-dispersion and medium-dispersion vehicle fleets, and its value range is usually between 10% and 25%. In this embodiment, it is assumed that the first preset dispersion threshold is set to 15%. The specific value of the first preset dispersion threshold can be calibrated according to the actual road conditions and traffic characteristics of the target road segment. The calibration method includes: collecting historical vehicle fleet driving data of the target road segment, statistically analyzing the distribution of the formation dispersion index of the vehicle fleet during driving, and using the upper limit of the formation dispersion index corresponding to the sample of vehicle fleets that maintain good formation and can achieve overall passage as the reference value of the first preset dispersion threshold; it can also be comprehensively determined based on factors such as the design speed of the target road segment, the length of the road segment, and traffic flow, combined with traffic engineering experience. When the formation dispersion index of the vehicle fleet is lower than the first preset dispersion threshold, it indicates that the vehicle fleet maintains a relatively compact formation during driving, the spacing between each vehicle network vehicle changes little, the spatial span of the vehicle fleet from the front vehicle to the rear vehicle increases only slightly, the overall vehicle fleet is relatively stable, and it is suitable for coordinated control as a whole.

[0024] In the above embodiments, if the formation dispersion index is less than the first preset dispersion threshold, the intelligent green wave control system determines the convoy control mode as the overall traffic mode. The overall traffic mode is suitable for convoys with compact formations and low dispersion. In this mode, the intelligent green wave control system treats the initial convoy as a whole for green wave control, determines the green light activation time based on the estimated arrival time of the lead vehicle at the downstream intersection, and determines the green light duration based on the time required for the entire convoy to cross the stop line. In the overall traffic mode, due to the compact convoy formation, the green light duration only needs to cover the time window of the entire convoy crossing the stop line, eliminating the need for additional green light extension time. This reduces the occupation of green light resources and provides more travel time for traffic flows in intersecting directions. For example, when the initial convoy formation dispersion index is 12%, which is less than the first preset dispersion threshold of 15%, the intelligent green wave control system determines that the initial convoy maintains good formation stability and determines the convoy control mode as the overall traffic mode. Assuming the initial convoy consists of 6 connected vehicles, with a real-time convoy length of 48 meters and a real-time average speed of 50 kilometers per hour, the intelligent green wave control system calculates that the entire convoy will take approximately 3.5 seconds to pass through the downstream intersection. After adding a preset safety margin of 2 seconds, the green light duration is set to 5.5 seconds. Compared to the 15 to 20 seconds of green light duration typically set in fixed timing schemes, this significantly reduces the waste of green light resources.

[0025] In the above embodiments, if the formation dispersion index is greater than or equal to the first preset dispersion threshold, the intelligent green wave control system further determines whether the formation dispersion index is less than the second preset dispersion threshold. The second preset dispersion threshold is a critical value used to distinguish between medium-dispersion and high-dispersion convoys. The second preset dispersion threshold is greater than the first preset dispersion threshold, and its value range is usually between 35% and 60%. In this embodiment, it is assumed that the second preset dispersion threshold is set to 40%. The specific value of the second preset dispersion threshold is determined based on the convoy splitting capability and signal timing efficiency. The calibration method includes: analyzing the spacing distribution law of the sub-vehicle groups formed after the convoy is dispersed on the target road segment. When the formation dispersion index exceeds a certain critical value, multiple breakpoints with significantly larger spacing than the normal following distance will appear within the convoy. At this time, the dynamic splitting mode can split the convoy into multiple relatively compact sub-convoys for separate release, achieving a better traffic efficiency than the overall traffic mode. When the formation dispersion index further increases beyond the second preset dispersion threshold, there are too many breakpoints within the convoy and the sub-vehicle group size is too small. The signal timing efficiency of the dynamic splitting mode will decrease significantly. At this time, the independent release mode should be switched. When the convoy formation dispersion index is between the first and second preset dispersion thresholds, it indicates that the convoy has experienced a moderate degree of dispersion. The overall length of the convoy is significantly stretched compared to the initial state, but there are still several relatively compact sub-groups within the convoy. The distance between vehicles within each sub-group remains within the normal following distance range, while a large gap appears between the sub-groups. In this case, dynamically splitting the convoy can achieve better traffic efficiency. If the formation dispersion index is greater than or equal to the first preset dispersion threshold and less than the second preset dispersion threshold, the intelligent green wave control system determines the convoy control mode to be dynamic split mode. Dynamic split mode is suitable for convoys with a moderate degree of dispersion. In dynamic split mode, the intelligent green wave control system identifies the spacing change points within the convoy based on the real-time spacing distribution between each connected vehicle, that is, the positions where the distance between two adjacent connected vehicles is significantly greater than the preset spacing threshold. The initial convoy is split into multiple sub-convoys with the spacing change points as the boundaries, and green wave control is applied to each sub-convoy separately.

[0026] In the above embodiments, under the dynamic splitting mode, each sub-vehicle group obtains a green light window sequentially according to its expected arrival time. The duration of the green light for each sub-vehicle group is determined based on its actual length and speed, thus avoiding the problem of idle green light time caused by excessive gaps within the vehicle group. For example, when the initial vehicle group's formation dispersion index is 28%, which is greater than or equal to the first preset dispersion threshold of 15% and less than the second preset dispersion threshold of 40%, the intelligent green wave control system determines that the initial vehicle group has experienced a moderate degree of dispersion and determines the vehicle group control mode to be the dynamic splitting mode. Assuming that the initial vehicle group contains 8 connected vehicles, the intelligent green wave control system detects that the distance between the 3rd and 4th vehicles in the initial vehicle group is 52 meters, which is significantly greater than the preset distance threshold of 40 meters, while the distances between other adjacent vehicles are all within the range of 8 to 15 meters. The intelligent green wave control system uses the position of the 4th vehicle as the breakpoint to split the initial vehicle group into a first sub-vehicle group consisting of the first 3 vehicles and a second sub-vehicle group consisting of the last 5 vehicles. The first sub-vehicle group has a length of 24 meters, and the second sub-vehicle group has a length of 38 meters. The intelligent green wave control system calculates the time window for the arrival of each sub-vehicle group at the downstream intersection, allocating a green light duration of 4 seconds for the first sub-vehicle group and 5 seconds for the second sub-vehicle group. The interval between the two green lights is used for vehicles traveling in intersecting directions. Compared to the green light duration required when releasing all 8 vehicles as a whole, the dynamic split mode results in a shorter sum of green light durations for the two sub-vehicle groups and provides passage opportunities for intersecting directions between the two green lights, thus improving the overall traffic efficiency of the intersection.

[0027] In the above embodiments, if the formation dispersion index is greater than or equal to the second preset dispersion threshold, the intelligent green wave control system determines the fleet control mode as the independent release mode. The independent release mode is suitable for fleets with high dispersion. When the formation dispersion index reaches or exceeds the second preset dispersion threshold, it indicates that the fleet has experienced severe dispersion during operation. The overall length of the fleet is significantly stretched compared to the initial state, and the spacing between the connected vehicles within the fleet is generally large and unevenly distributed. There may be multiple breakpoints within the fleet with spacing much larger than the normal following distance. Even if a dynamic splitting mode is used to divide the fleet into sub-fleets, the resulting number of sub-fleets is too large, and each sub-fleet contains too few vehicles. Frequent signal light switching will lead to a decrease in signal timing efficiency. Furthermore, the passage of too many small-scale sub-fleets will severely affect traffic flow in intersecting directions. In the independent release mode, because the spacing between the connected vehicles within the fleet is already too large, the fleet no longer has the conditions for overall passage or split passage. The intelligent green wave control system no longer uses the initial fleet as the object of coordinated control. Instead, it switches the signal lights to a dispersion-sensing control mode based on the real-time position and speed of each connected vehicle. In the discreteness sensing control mode, the intelligent green wave control system continuously monitors the real-time location information of each connected vehicle. When a connected vehicle is detected to be near the stop line at the downstream intersection, the system dynamically determines whether the green light should continue or terminate based on the local discreteness between the connected vehicle and its adjacent connected vehicles, achieving refined control through vehicle-by-vehicle sensing. For example, when the initial platoon's formation discreteness index is 56%, which is greater than or equal to the second preset discreteness threshold of 40%, the intelligent green wave control system determines that the initial platoon has experienced severe discreteness, indicating weak correlation between the connected vehicles, and therefore sets the platoon control mode to independent release mode.

[0028] In the above embodiment, assuming the initial convoy contains 10 connected vehicles and the real-time convoy length is 285 meters, there are 4 breakpoints within the convoy with a distance exceeding 40 meters. If a dynamic splitting mode is adopted, it will form 5 sub-convoys, with each sub-convoy containing only 2 connected vehicles on average. Frequent green light switching will severely compress the passage time for intersecting directions. After the intelligent green wave control system determines the convoy control mode as the independent release mode, the traffic lights enter the discrete sensing control mode. When the first connected vehicle reaches the stop line, the green light is activated. The intelligent green wave control system detects that the distance between the first and second vehicles is 12 meters, with a local discreteness index of 0.8, which is less than the preset local discreteness threshold of 2.0, and the green light continues. When the second connected vehicle passes the stop line, the system detects that the distance between the second and third vehicles is 58 meters, with a local discreteness index of 3.87, which is greater than the preset local discreteness threshold of 2.0, and the traffic light switches to red, providing passage opportunities for intersecting directions. Through the above-mentioned discreteness classification analysis process, the intelligent green wave control system can adaptively select the most suitable platoon control mode according to the actual discrete state of the initial platoon, thereby ensuring platoon traffic efficiency while avoiding the waste of green light time due to excessive platoon dispersion, and improving the signal timing efficiency and overall traffic capacity of downstream intersections.

[0029] In an optional embodiment, the green wave linkage control operation of the traffic lights at the downstream intersection is performed using the fleet control mode. Specifically, this includes: when the fleet control mode is the overall traffic mode, obtaining the real-time road segment distance between the connected vehicle at the head of the initial fleet and the downstream intersection, and determining the estimated arrival time of the connected vehicle at the head of the fleet based on the real-time road segment distance and the real-time average speed; determining the overall fleet passage time required for the initial fleet to pass through the downstream intersection based on the real-time fleet length and the real-time average speed; controlling the traffic lights to turn green at the estimated arrival time, and setting the first green light duration of the traffic lights to be the sum of the overall fleet passage time and the preset safety margin duration.

[0030] In the above embodiment, the intelligent green wave control system first obtains the real-time road segment distance between the lead vehicle in the initial convoy and the downstream intersection. Assuming the initial convoy consists of 8 connected vehicles, each continuously reports its real-time location and speed information to the roadside unit (RSU) via its onboard terminal. The intelligent green wave control system extracts the longitudinal position coordinates from the real-time location information of each connected vehicle and identifies the connected vehicle with the longitudinal position coordinates closest to the downstream intersection as the lead vehicle in the convoy. The intelligent green wave control system calculates the distance difference between the longitudinal position coordinates of the lead vehicle and the position coordinates of the stop line at the downstream intersection as the real-time road segment distance. In this embodiment, the mileage marker corresponding to the longitudinal position coordinates of the lead vehicle is K2+450, and the mileage marker for the stop line at the downstream intersection is K2+680, thus calculating a real-time road segment distance of 230 meters. The intelligent green wave control system determines the estimated arrival time of the lead vehicle in the convoy based on the real-time road segment distance and the real-time average speed. It should be noted that, since the initial convoy formation dispersion index is low under the overall traffic mode, it indicates that the connected vehicles in the convoy maintain a relatively tight following state and the driving speed of each connected vehicle tends to be consistent. Therefore, the real-time average speed of the initial convoy can be used as the speed parameter for calculating the expected arrival time.

[0031] In the above embodiment, the intelligent green wave control system obtains the initial average speed of the convoy from the real-time formation parameters as 50 km / h, which, after conversion to meters per second, yields approximately 13.89 meters per second. In other embodiments, the intelligent green wave control system can also directly obtain the real-time speed of the connected vehicle at the head of the convoy as the speed parameter for calculating the estimated arrival time, thereby improving the accuracy of the estimated arrival time. The intelligent green wave control system divides the real-time road segment distance by the real-time average speed to calculate the estimated travel time required for the connected vehicle at the head of the convoy to travel from its current position to the stop line at the downstream intersection, which is approximately 230 meters divided by 13.89 meters per second, equaling 16.6 seconds. The intelligent green wave control system adds the estimated travel time to the current time to obtain the estimated arrival time of the connected vehicle at the head of the convoy. In this embodiment, the current time is 10:15:30, and the estimated travel time is 16.6 seconds, thus calculating the estimated arrival time of the connected vehicle at the head of the convoy as 10:15:46.6 seconds.

[0032] In the above embodiment, the intelligent green wave control system determines the overall platoon passage time required for the initial platoon to pass through the downstream intersection based on the real-time platoon length and real-time average speed. The intelligent green wave control system obtains the real-time platoon length of the initial platoon from the real-time platoon formation parameters as 75 meters, and the real-time average speed as 13.89 meters per second. The calculation logic for the overall platoon passage time is as follows: the calculation begins when the connected vehicle at the head of the platoon reaches the stop line and ends when the connected vehicle at the tail of the platoon has completely passed the stop line; this duration is the travel time corresponding to the platoon length. Since the initial platoon maintains a low platoon formation dispersion under the overall traffic flow mode, the platoon formation changes little during the remaining travel process. Therefore, the overall platoon passage time can be estimated based on the current real-time platoon length and real-time average speed. The intelligent green wave control system divides the real-time platoon length by the real-time average speed to calculate the basic value of the overall platoon passage time, i.e., 75 meters divided by 13.89 meters per second is approximately 5.4 seconds. Considering that each connected vehicle requires a certain amount of time to pass the stop line, the intelligent green wave control system also incorporates the vehicle length of the last vehicle in the platoon when calculating the overall platoon passage time. Assuming a vehicle length of 5 meters, the overall platoon passage time is corrected to 80 meters divided by 13.89 meters per second, approximately 5.8 seconds. In other embodiments, the calculation of the overall platoon passage time can also consider possible formation changes within the remaining travel distance, dynamically correcting the overall platoon passage time by introducing a formation change prediction factor.

[0033] In the above embodiment, the intelligent green wave control system controls the traffic lights to turn green at the expected arrival time, and sets the duration of the first green light to the sum of the overall convoy passage time and the preset safety margin duration. Assuming the preset safety margin duration is set to 3 seconds, this duration is used to address uncertainties such as speed fluctuations during convoy travel, brief deceleration of individual vehicles, slight dispersion of the convoy during the remaining travel time, and the deviation between the actual arrival time and the expected arrival time of the connected vehicle at the head of the convoy. This ensures that all connected vehicles in the initial convoy can smoothly pass through the downstream intersection during the green light period. In practical applications, the preset safety margin duration can be adjusted according to the traffic characteristics of the target road segment, historical traffic data, and signal control accuracy requirements. In scenarios with complex traffic conditions or lower signal control accuracy requirements, the preset safety margin duration can be appropriately increased; in scenarios with stable traffic conditions or higher signal control accuracy requirements, the preset safety margin duration can be appropriately decreased.

[0034] In the above embodiment, the intelligent green wave control system adds the overall platoon passage time of 5.8 seconds to the preset safety margin of 3 seconds to obtain the first green light duration of 8.8 seconds, which is then rounded down to 9 seconds. In other embodiments, the intelligent green wave control system can also adaptively adjust the first green light duration based on the signal cycle constraints of the downstream intersection and the traffic demand in the intersecting directions, optimizing the overall traffic efficiency of the intersection while ensuring the smooth passage of the initial platoon. The intelligent green wave control system sends a green wave linkage control command to the signal light controller of the downstream intersection, the command including the green light start time of 10:15:46.6 seconds and the first green light duration of 9 seconds. After receiving the command, the signal light controller switches the signal light of the corresponding travel direction at the downstream intersection to green at 10:15:46.6 seconds, maintains the green light state for 9 seconds, and then switches to yellow light state. In other embodiments, the intelligent green wave control system can also activate the green light with a preset lead time before the expected arrival time to ensure that the connected vehicle at the head of the convoy is in a stable green light state when it reaches the stop line. This preset lead time can be set to 1 to 2 seconds. Through the green wave linkage control operation of the above-mentioned overall traffic mode, the connected vehicle at the head of the initial convoy encounters the green light activating precisely when it reaches the stop line at the downstream intersection. All eight connected vehicles in the initial convoy pass through the stop line sequentially during the green light duration, achieving non-stop continuous passage. Simultaneously, since the duration of the first green light is precisely calculated based on the actual convoy formation parameters, it avoids wasting signal resources caused by setting the green light time too long, improving the signal timing efficiency of the downstream intersection.

[0035] In an optional embodiment, the green wave linkage control operation of the traffic lights at the downstream intersection is performed using the fleet control mode. Specifically, this includes: when the fleet control mode is dynamic splitting mode, obtaining the real-time position coordinates of each connected vehicle from the real-time formation parameters, and determining the real-time vehicle spacing between two adjacent connected vehicles in the initial fleet; comparing the real-time vehicle spacing with a preset spacing threshold, so that when the real-time vehicle spacing is greater than the preset spacing threshold, the real-time position coordinates of the connected vehicle located behind in the two adjacent connected vehicles are determined as the formation break point; using the formation break point as the boundary, the initial fleet is split into at least two sub-fleets, and the sub-fleet head position and sub-vehicle position of each sub-fleet in the at least two sub-fleets are obtained. The system calculates the tail position of the convoy and the average speed of the sub-convoy; determines the estimated arrival time of each sub-convoy based on its head position and average speed; sorts each sub-convoy according to its estimated arrival time to obtain the sub-convoy arrival sequence; controls the traffic lights to turn green at the estimated arrival time of each sub-convoy in sequence, and determines the required passage time of each sub-convoy to pass through the downstream intersection based on its length and average speed; sets the duration of the second green light of the traffic lights as the sum of the sub-convoy passage time and the preset safety margin duration; the sub-convoy passage time is the time required from the arrival of the connected vehicle at the head of the convoy at the downstream intersection to the passage of the connected vehicle at the tail of the convoy at the downstream intersection.

[0036] In the above embodiment, the intelligent green wave control system first obtains the real-time position coordinates of each connected vehicle from the real-time formation parameters. Assuming the initial convoy consists of 10 connected vehicles, each vehicle is numbered sequentially from front to back according to its longitudinal position in the direction of travel on the target road segment, from vehicle 1 to vehicle 10. Vehicle 1 is at the front of the convoy, closest to the downstream intersection, while vehicle 10 is at the rear, furthest from the downstream intersection. The intelligent green wave control system receives the real-time position information reported by each connected vehicle through its onboard terminal and extracts the real-time position coordinates of each vehicle. A one-dimensional coordinate system is established with the downstream intersection stop line as the origin and the opposite direction of vehicle travel as the positive direction. The coordinate value represents the distance of the vehicle from the stop line; the smaller the coordinate value, the closer the vehicle is to the stop line. The real-time location coordinates of each connected vehicle are as follows: Vehicle 1 185 meters, Vehicle 2 198 meters, Vehicle 3 212 meters, Vehicle 4 225 meters, Vehicle 5 280 meters, Vehicle 6 295 meters, Vehicle 7 308 meters, Vehicle 8 365 meters, Vehicle 9 378 meters, and Vehicle 10 392 meters. Based on the real-time location coordinates of each connected vehicle, the intelligent green wave control system determines the real-time vehicle spacing between adjacent connected vehicles in the initial platoon. The intelligent green wave control system calculates the difference in location coordinates between adjacent numbered vehicles as the real-time vehicle spacing. The real-time vehicle spacing between vehicles 1 and 2 is 198 meters minus 185 meters, which equals 13 meters. The real-time vehicle spacing between vehicles 2 and 3 is 212 meters minus 198 meters, which equals 14 meters. The real-time vehicle spacing between vehicles 3 and 4 is 225 meters minus 212 meters, which equals 13 meters. The real-time vehicle spacing between vehicles 4 and 5 is 280 meters minus 225 meters, which equals 55 meters. The real-time vehicle spacing between vehicles 5 and 6 is 295 meters minus 280 meters, which equals 15 meters. The real-time vehicle spacing between vehicles 6 and 7 is 308 meters minus 295 meters, which equals 13 meters. The real-time vehicle spacing between vehicles 7 and 8 is 365 meters minus 308 meters, which equals 57 meters. The real-time vehicle spacing between vehicles 8 and 9 is 378 meters minus 365 meters, which equals 13 meters. The real-time vehicle spacing between vehicles 9 and 10 is 392 meters minus 378 meters, which equals 14 meters.

[0037] In the above embodiment, the intelligent green wave control system compares the real-time vehicle spacing with a preset spacing threshold. When the real-time vehicle spacing exceeds the preset spacing threshold, the real-time position coordinates of the rearmost vehicle in a pair of adjacent connected vehicles are identified as the formation breakpoint. The preset spacing threshold is set to 40 meters. This threshold is determined based on the normal following distance on urban arterial roads and the efficiency of green light time utilization. When the spacing between adjacent vehicles exceeds 40 meters, it indicates a significant gap between the two vehicles. Arranging the two vehicles to pass through the same green light window would waste green light time. The intelligent green wave control system sequentially compares each real-time vehicle spacing with the preset spacing threshold of 40 meters. It finds that the real-time vehicle spacing between vehicles 4 and 5 is 55 meters, which is greater than the preset spacing threshold of 40 meters, and the real-time vehicle spacing between vehicles 7 and 8 is 57 meters, which is also greater than the preset spacing threshold of 40 meters. Since the spacing between vehicles 4 and 5 exceeds the threshold, the intelligent green wave control system identifies the real-time position coordinates of vehicle 5, which is rearmost in a pair of adjacent connected vehicles, at 280 meters as the first formation breakpoint. Because the distance between vehicles No. 7 and No. 8 exceeded the threshold, the intelligent green wave control system determined the real-time position coordinates of vehicle No. 8, which was located at the rear among the two adjacent connected vehicles, at 365 meters as the second formation break point.

[0038] In the above embodiment, the intelligent green wave control system divides the initial convoy into at least two sub-convoys using the formation breakpoint as a boundary. The intelligent green wave control system further divides the initial convoy into three sub-convoys based on the two formation breakpoints. The first sub-convoy includes vehicles 1, 2, 3, and 4 located before the first formation breakpoint; the spacing between these four connected vehicles does not exceed a preset spacing threshold, forming a relatively compact sub-convoy. The second sub-convoy includes vehicles 5, 6, and 7 located between the first and second formation breakpoints; the spacing between these three connected vehicles does not exceed a preset spacing threshold. The third sub-convoy includes vehicles 8, 9, and 10 located after the second formation breakpoint; the spacing between these three connected vehicles does not exceed a preset spacing threshold. The intelligent green wave control system acquires the sub-convoy head position, sub-convoy tail position, and average sub-convoy speed for each of the at least two sub-convoys. The head position of the sub-convoy is the coordinate of the connected vehicle closest to the stop line, and the tail position is the coordinate of the connected vehicle furthest from the stop line. The head position of the first sub-convoy is 185 meters from the real-time coordinate of vehicle number 1, and the tail position is 225 meters from the real-time coordinate of vehicle number 4. The real-time speeds of the four connected vehicles in the first sub-convoy are 52 km / h, 50 km / h, 51 km / h, and 49 km / h, respectively. The arithmetic mean of these speeds gives the average speed of the first sub-convoy as 50.5 km / h. The head position of the second sub-convoy is 280 meters from the real-time coordinate of vehicle number 5, and the tail position is 308 meters from the real-time coordinate of vehicle number 7. The real-time speeds of the three connected vehicles in the second sub-convoy are 47 km / h, 48 km / h, and 46 km / h, respectively. The average speed of the second sub-convoy is 47 km / h. The head of the third sub-team is located at the real-time coordinates of car number 8 at 365 meters, and the tail is located at the real-time coordinates of car number 10 at 392 meters. The real-time speeds of the three connected vehicles in the third sub-team are 44 km / h, 45 km / h, and 43 km / h, respectively. The calculated average speed of the third sub-team is 44 km / h.

[0039] In the above embodiment, the intelligent green wave control system determines the estimated arrival time of each sub-vehicle group based on the position of the head of the sub-vehicle group and the average speed of the sub-vehicle group. The estimated arrival time of the sub-vehicle group is the time when the connected vehicle at the head of the sub-vehicle group is expected to arrive at the stop line of the downstream intersection. This time is calculated by dividing the estimated travel time of the head of the sub-vehicle group by the average speed of the sub-vehicle group, and then adding the estimated travel time to the current time. The current time is 14:22:10. The head of the first sub-vehicle group is 185 meters away, and the average speed of the sub-vehicle group is 50.5 kilometers per hour, which is equivalent to 14.03 meters per second. The estimated travel time of the head of the first sub-vehicle group to reach the stop line is 185 meters divided by 14.03 meters per second, which is approximately 13.2 seconds. The estimated arrival time of the first sub-vehicle group is 14:22:10 plus 13.2 seconds, which equals 14:22:23.2 seconds. The second sub-convoy's lead position is 280 meters. Its average speed is 47 km / h, which translates to 13.06 m / s. The estimated travel time for the lead sub-convoy to reach the stop line is 280 meters divided by 13.06 m / s, approximately 21.4 seconds. The estimated arrival time for the second sub-convoy is 14:22:10 plus 21.4 seconds, equaling 14:22:31.4 seconds. The third sub-convoy's lead position is 365 meters. Its average speed is 44 km / h, which translates to 12.22 m / s. The estimated travel time for the lead sub-convoy to reach the stop line is 365 meters divided by 12.22 m / s, approximately 29.9 seconds. The estimated arrival time for the third sub-convoy is 14:22:10 plus 29.9 seconds, equaling 14:22:39.9 seconds.

[0040] In the above embodiment, the intelligent green wave control system sorts each sub-vehicle group according to its estimated arrival time, resulting in a sub-vehicle group arrival sequence. This sequence determines the order in which each sub-vehicle group receives the green light. The estimated arrival time for the first sub-vehicle group is 14:22:23.2, for the second sub-vehicle group it is 14:22:31.4, and for the third sub-vehicle group it is 14:22:39.9. The intelligent green wave control system sorts the three sub-vehicle groups in ascending order of their estimated arrival times, resulting in the sub-vehicle group arrival sequence: first sub-vehicle group, second sub-vehicle group, and third sub-vehicle group. It should be noted that in some scenarios, due to differences in the average speed of the sub-vehicle groups, a later sub-vehicle group may arrive at the stop line earlier than the one in front due to its higher average speed. In such cases, the sorting operation ensures that the green light is given according to the actual arrival order. Since the first sub-convoy is closest to the stop line and has the fastest average speed, while the third sub-convoy is farthest from the stop line and has the slowest average speed, the sorted arrival sequence of the sub-convoys is consistent with their spatial arrangement. The intelligent green wave control system sequentially controls the traffic lights to turn green at the expected arrival times of each sub-convoy, and determines the required passage time for each sub-convoy to cross the downstream intersection based on its length and average speed. The duration of the second green light is set to the sum of the passage time and a preset safety margin. The passage time of a sub-convoy is the time required from the arrival of the leading vehicle in the sub-convoy at the downstream intersection to the passage of the trailing vehicle. Because the vehicles in the sub-convoy travel at similar speeds, when the leading vehicle reaches the stop line, the distance between the trailing vehicle and the stop line is approximately equal to the sub-convoy length plus the length of the trailing vehicle. Therefore, the passage time can be calculated by dividing the corrected sub-convoy length by the average speed of the sub-convoy.

[0041] In the above embodiment, the preset safety margin duration is set to 2 seconds to compensate for the deviation between the actual driving speed and the average speed of the vehicle, as well as the acceleration and deceleration time when the vehicle passes the stop line, ensuring that all connected vehicles in the sub-platform can smoothly pass through the downstream intersection during the green light period. The sub-platform length of the first sub-platform is 225 meters at the rear of the sub-platform minus 185 meters at the front of the sub-platform, which equals 40 meters. Considering the 5-meter body length of the vehicle at the rear of the platform, it is corrected to 45 meters. The sub-platform passage time is 45 meters divided by 14.03 meters per second, which is approximately 3.2 seconds. The duration of the second green light is 3.2 seconds plus the preset safety margin duration of 2 seconds, which equals 5.2 seconds, rounded down to 6 seconds. The length of the second sub-convoy is calculated by subtracting the 280 meters from the 208 meters at the front of the convoy (308 meters at the rear), which equals 28 meters. After correction, this is 33 meters. The passage time for the sub-convoy is 33 meters divided by 13.06 meters per second, approximately 2.5 seconds. The duration of the second green light is 2.5 seconds plus 2 seconds, equaling 4.5 seconds, rounded down to 5 seconds. The length of the third sub-convoy is calculated by subtracting the 365 meters from the 392 meters at the rear of the convoy (392 meters at the rear), which equals 27 meters. After correction, this is 32 meters. The passage time for the sub-convoy is 32 meters divided by 12.22 meters per second, approximately 2.6 seconds. The duration of the second green light is 2.6 seconds plus 2 seconds, equaling 4.6 seconds, rounded down to 5 seconds.

[0042] In the above embodiment, the intelligent green wave control system sends a green wave linkage control command sequence to the traffic light controller at the downstream intersection. The command sequence includes three green light control commands. The first command is to turn on the green light at 14:22:23.2 and keep it on for 6 seconds; the second command is to turn on the green light at 14:22:31.4 and keep it on for 5 seconds; and the third command is to turn on the green light at 14:22:39.9 and keep it on for 5 seconds. After receiving the command sequence, the traffic light controller executes the green light turning on and off operations sequentially according to the command content. Specifically, the traffic light controller turns on the green light at 14:22:23.2 to allow the first convoy to pass. The green light lasts for 6 seconds and ends at 14:22:29.2. Subsequently, the traffic light switches to yellow and red, providing a brief opportunity for vehicles in the intersecting directions to pass. At 14:22:31.4, the traffic light controller turned on the green light again to allow the second sub-convoy to proceed. The green light lasted for 5 seconds, ending at 14:22:36.4, after which the traffic light switched back to yellow and red. At 14:22:39.9, the traffic light controller turned on the green light for the third time to allow the third sub-convoy to proceed. The green light lasted for 5 seconds, ending at 14:22:44.9. Through the above-described dynamic splitting mode of green wave band linkage control operation, the intelligent green wave band control system split the initial convoy with moderate dispersion into three relatively compact sub-convoys, and provided each sub-convoy with a precise green light window. This ensured the continuous, non-stop passage of each sub-convoy, avoided the waste of green light time caused by convoy dispersion, and provided passage opportunities for vehicles in intersecting directions during the green light intervals between adjacent sub-convoys, effectively improving the signal timing efficiency and overall traffic capacity of the downstream intersection.

[0043] In an optional embodiment, before controlling the traffic lights to turn green at the expected arrival times of each sub-vehicle group according to the sub-vehicle group arrival sequence, the method further includes: determining the arrival time interval between the expected arrival times of two adjacent sub-vehicle groups in the sub-vehicle group arrival sequence; obtaining a preset green light interval duration for the downstream intersection, the preset green light interval duration being the shortest green light duration required for the traffic lights to go from the end of the previous red light to the start of the next red light; determining whether the arrival time interval is less than the preset green light interval duration; if the arrival time interval is less than the preset green light interval duration, merging the two adjacent sub-vehicle groups into a merged vehicle group, and determining... The estimated arrival time and passage time of the merged vehicle fleet are defined as follows: the estimated arrival time is the estimated arrival time of the leading sub-vehicle fleet among two adjacent sub-vehicle fleets; the passage time is the time required from the arrival of the leading vehicle in the merged vehicle fleet at the downstream intersection to the passage of the trailing vehicle in the merged vehicle fleet at the downstream intersection; the traffic lights turn green at the estimated arrival time of the merged vehicle fleet, and the duration of the third green light is set to the passage time of the merged vehicle fleet; if the arrival time interval is greater than or equal to the preset green light interval duration, the two adjacent sub-vehicle fleets are kept as independent sub-vehicle fleets.

[0044] In the above embodiment, after the intelligent green wave control system divides the initial convoy into multiple sub-convoys and determines the arrival sequence of the sub-convoys, before controlling the traffic lights to turn green at the expected arrival times of each sub-convoy according to the arrival sequence, the intelligent green wave control system also needs to analyze the arrival time intervals between adjacent sub-convoys to determine whether adjacent sub-convoys need to be merged. Since the initial convoy's formation dispersion index is 0.35, the intelligent green wave control system determines the convoy control mode to be a dynamic split mode and divides the initial convoy into three sub-convoys. The first sub-convoy contains 3 connected vehicles, the second sub-convoy contains 3 connected vehicles, and the third sub-convoy contains 2 connected vehicles. Based on the real-time position and real-time average speed of each sub-convoy, the intelligent green wave control system calculates the expected arrival time of the first sub-convoy to be 18 seconds after the current time, the second sub-convoy to be 25 seconds after the current time, and the third sub-convoy to be 34 seconds after the current time. The intelligent green wave control system establishes a sub-vehicle arrival sequence according to the expected arrival times of the sub-vehicles. The sub-vehicle arrival sequence is as follows: first sub-vehicle, second sub-vehicle, and third sub-vehicle.

[0045] In the above embodiments, the intelligent green wave control system determines the arrival time interval between the estimated arrival times of two adjacent sub-vehicles in the sub-vehicle arrival sequence. Specifically, the intelligent green wave control system calculates the arrival time interval between the first and second sub-vehicles, which is the estimated arrival time of the second sub-vehicle minus the estimated arrival time of the first sub-vehicle, resulting in a first arrival time interval of 7 seconds. The intelligent green wave control system calculates the arrival time interval between the second and third sub-vehicles, which is the estimated arrival time of the third sub-vehicle minus the estimated arrival time of the second sub-vehicle, resulting in a second arrival time interval of 9 seconds. The intelligent green wave control system obtains the preset green light interval duration for the downstream intersection. The preset green light interval duration is the shortest time interval required from the end of the previous green light to the start of the next green light, which includes the yellow light time, red light time, and the shortest green light passage time provided for vehicles in intersecting directions after the end of the previous green light. The purpose of setting the preset green light interval is as follows: When the arrival time interval between two adjacent sub-vehicle groups is less than the preset green light interval, it indicates that a complete signal phase switching cycle cannot be completed within the arrival time interval of the two sub-vehicle groups. That is, the phase switching process of yellow light in this direction, red light in this direction, green light in the intersecting direction, yellow light in the intersecting direction, red light in the intersecting direction, and then green light again in this direction cannot be completed sequentially. If a phase switching is forcibly performed at this time, the green light time obtained by the intersecting direction will be too short to effectively release waiting vehicles. Therefore, the two adjacent sub-vehicle groups should be merged into one merged vehicle group for unified release. The preset green light interval at the downstream intersection is set to 8 seconds. This value is determined comprehensively based on the signal control parameters of the downstream intersection, specifically including: 3 seconds of yellow light time in this direction, 4 seconds of the shortest effective green light time in the intersecting direction, and 1 second of yellow light time in the intersecting direction, the sum of which is 8 seconds. Among them, the shortest effective green light time for intersecting directions refers to the shortest time required for at least one waiting vehicle to be allowed to pass after the traffic light turns green in intersecting directions. This time is determined based on the vehicle's start-up reaction time and the time required to pass through the stop line.

[0046] In the above embodiment, the intelligent green wave control system determines whether the arrival time interval is less than the preset green light interval. The intelligent green wave control system first determines whether the first arrival time interval is less than the preset green light interval. The first arrival time interval is 7 seconds, and the preset green light interval is 8 seconds. 7 seconds is less than 8 seconds, therefore the first arrival time interval is less than the preset green light interval, indicating that within 7 seconds from the first sub-vehicle group passing through the downstream intersection to the second sub-vehicle group arriving at the downstream intersection, a valid phase switching cycle cannot be completed to provide passage for vehicles in the intersecting directions. The intelligent green wave control system then determines whether the second arrival time interval is less than the preset green light interval. The second arrival time interval is 9 seconds, and the preset green light interval is 8 seconds. 9 seconds is greater than 8 seconds, therefore the second arrival time interval is greater than or equal to the preset green light interval, indicating that within 9 seconds from the second sub-vehicle group passing through the downstream intersection to the third sub-vehicle group arriving at the downstream intersection, a valid phase switching cycle can be completed to provide passage for vehicles in the intersecting directions. Since the first arrival time interval is less than the preset green light interval, the intelligent green wave control system merges the first and second sub-vehicle groups, which are adjacent sub-vehicle groups, into a merged sub-vehicle group. The merged convoy comprises 3 connected vehicles from the first sub-convoy and 3 connected vehicles from the second sub-convoy, totaling 6 connected vehicles. The intelligent green wave control system determines the estimated arrival time and transit time of the merged convoy. The estimated arrival time is the estimated arrival time of the leading sub-convoy among two adjacent sub-convoys. Since the first sub-convoy is ahead of the second sub-convoy, the estimated arrival time is the estimated arrival time of the leading sub-convoy, which is 18 seconds after the current time. The transit time is the time required from the leading connected vehicle in the convoy reaching the downstream intersection to the trailing connected vehicle passing through the downstream intersection. The intelligent green wave control system calculates this based on the real-time location, real-time speed, and transit time of each connected vehicle in the convoy, arriving at a transit time of 15 seconds.

[0047] In the above embodiment, the intelligent green wave control system controls the traffic lights to turn green at the expected arrival time of the merging convoy, and sets the duration of the third green light to the passage time of the merging convoy. Specifically, the intelligent green wave control system sends a green light control command to the traffic light controller at the downstream intersection, which includes two parameters: the green light start time and the green light duration. The green light start time is set to 18 seconds after the current time, i.e., the expected arrival time of the merging convoy. The third green light duration is set to 15 seconds, i.e., the passage time of the merging convoy. After receiving the green light control command, the traffic light controller switches the traffic lights to the green phase 18 seconds after the current time, the green light lasts for 15 seconds, then switches to the yellow phase, and then to the red phase. By merging the first and second sub-convoys into a single merging convoy and giving them a unified green light, the system avoids performing two green light operations within a short 7-second interval, reduces the number of traffic light phase switching operations, and improves the traffic efficiency of the downstream intersection. Since the second arrival time interval is greater than or equal to the preset green light interval duration, the intelligent green wave control system maintains the second and third sub-convoys as independent sub-convoys. Since the second sub-team has merged with the first sub-team into a merged team, the third sub-team is treated as an independent sub-team and is subject to separate green light control.

[0048] In the above embodiment, after the green light for the merging convoy ends, the intelligent green wave control system controls the traffic lights to turn green again based on the estimated arrival time of the third sub-convoy, which is 34 seconds after the current time. The intelligent green wave control system controls the traffic lights to switch to the green phase 34 seconds after the current time, and the duration of the green light is determined based on the passage time of the third sub-convoy. During the time period between the end of the green light for the merging convoy and the start of the green light for the third sub-convoy, the traffic light controller sequentially executes a phase switching process of 3 seconds of yellow light in its own direction, 4 seconds of green light in its own direction and intersecting direction, and 1 second of yellow light in the intersecting direction, providing passage opportunities for vehicles waiting in the intersecting direction. Through the above-mentioned sub-vehicle merging process, the intelligent green wave control system can merge adjacent sub-vehicles into a single merged vehicle when the arrival time interval between them is too short, thus allowing them to pass through a unified green light. This avoids the decrease in traffic efficiency caused by frequent signal light switching. At the same time, when the arrival time interval between adjacent sub-vehicles is sufficient, the system allows the sub-vehicles to pass independently, providing passage opportunities for vehicles in intersecting directions. This achieves a balance between the efficiency of green wave control and the overall traffic capacity of the intersection.

[0049] In an optional embodiment, a green wave linkage control operation is performed on the traffic lights at the downstream intersection using a fleet control mode. Specifically, this includes: when the fleet control mode is an independent release mode, switching the traffic lights to a discrete sensing control mode; in the discrete sensing control mode, continuously acquiring the real-time location information of each connected vehicle in the initial fleet, and determining the real-time vehicle spacing between two adjacent connected vehicles in the initial fleet based on the real-time location information; when a target connected vehicle is detected to have reached the stop line position at the downstream intersection, determining the local discreteness index between the target connected vehicle and its adjacent connected vehicle based on the ratio of the real-time vehicle spacing to a preset standard vehicle spacing; performing a discreteness comparison analysis between the local discreteness index and a preset local discreteness threshold to obtain the discreteness comparison analysis result; if the discreteness comparison analysis result determines that the local discreteness index is less than the preset local discreteness threshold, extending the duration of the fourth green light of the traffic lights to a preset duration; if the discreteness comparison analysis result determines that the local discreteness index is greater than or equal to the preset local discreteness threshold, switching the traffic lights from green to red.

[0050] In the above embodiment, after the intelligent green wave control system performs a dispersion level analysis on the initial vehicle fleet based on the formation dispersion index, if the formation dispersion index is greater than or equal to the second preset dispersion threshold, it indicates that the dispersion of the initial vehicle fleet has reached an extremely high level, and the spacing between the connected vehicles in the fleet is too large, no longer possessing the characteristics of a unified vehicle fleet. The intelligent green wave control system then determines the fleet control mode as an independent release mode. The initial vehicle fleet consists of 12 connected vehicles with an initial fleet length of 120 meters. During its journey downstream to the intersection, due to the presence of multiple bus stops and commercial entrances along the road, some connected vehicles slow down to yield to buses or wait for pedestrians, causing the initial fleet formation to gradually lengthen. The intelligent green wave control system obtains a real-time fleet length of 210 meters, calculates a fleet length change rate of 75%, and a formation dispersion index value of 0.75, which is greater than or equal to the second preset dispersion threshold of 0.5. Therefore, the intelligent green wave control system determines the initial vehicle fleet control mode as an independent release mode. When the fleet control mode is independent release mode, the intelligent green wave control system switches the traffic lights at downstream intersections to discrete sensing control mode. Discrete sensing control mode is a signal control mode that dynamically controls green lights based on the real-time location information of connected vehicles. In this mode, the duration of the green light no longer follows a preset fixed duration, but is dynamically adjusted according to the real-time discrete status of each connected vehicle in the initial fleet. The intelligent green wave control system sends a mode switching command to the traffic light controller at the downstream intersection. Upon receiving the command, the traffic light controller switches from the current fixed-cycle control mode to discrete sensing control mode.

[0051] In the above embodiments, under discrete sensing control mode, the intelligent green wave control system continuously acquires the real-time location information of each connected vehicle in the initial convoy. The intelligent green wave control system maintains a communication connection with the on-board terminals of each connected vehicle through roadside units, receiving real-time location information reported by each connected vehicle once per second. The real-time location information includes the latitude and longitude coordinates of the connected vehicles and the mileage markers along the road segment. The intelligent green wave control system stores the received real-time location information in a buffer and determines the real-time vehicle spacing between adjacent connected vehicles in the initial convoy based on the real-time location information. Specifically, the intelligent green wave control system sorts the 12 connected vehicles according to their mileage markers along the road segment, obtaining a vehicle sequence from the head to the tail of the convoy. Then, it calculates the mileage marker differences between adjacent connected vehicles in the sequence to obtain 11 real-time vehicle spacing values. The 11 real-time vehicle spacing values ​​calculated by the intelligent green wave control system are 8 meters, 12 meters, 35 meters, 10 meters, 28 meters, 15 meters, 42 meters, 9 meters, 11 meters, 25 meters and 15 meters. These real-time vehicle spacing values ​​reflect the uneven distribution of the connected vehicles in the initial convoy.

[0052] In the above embodiment, the intelligent green wave control system detects whether the connected vehicle at the head of the initial convoy has reached the stop line position at the downstream intersection. The stop line at the downstream intersection corresponds to a kilometer marker of 850 meters. When the intelligent green wave control system detects that the kilometer marker of the first connected vehicle in the initial convoy has reached 850 meters, it determines that the target connected vehicle has reached the stop line position at the downstream intersection. The target connected vehicle refers to the connected vehicle currently passing through or about to pass through the stop line position at the downstream intersection. When the target connected vehicle is detected to have reached the stop line position at the downstream intersection, the intelligent green wave control system determines the local dispersion index between the target connected vehicle and the adjacent connected vehicles behind it based on the real-time vehicle spacing. Specifically, the intelligent green wave control system extracts the real-time vehicle spacing between the target connected vehicle and the adjacent connected vehicles behind it, which is 8 meters. The intelligent green wave traffic control system determines the local dispersion index based on real-time vehicle spacing. The local dispersion index is calculated by dividing the real-time vehicle spacing by a preset standard vehicle spacing, which is set to 15 meters. This value is determined based on the design speed and safe following distance of urban arterial roads. The formula for calculating the local dispersion index is: Local Dispersion Index = Real-time Vehicle Spacing ÷ Preset Standard Vehicle Spacing = 8 meters ÷ 15 meters ≈ 0.53.

[0053] In the above embodiment, the intelligent green wave control system performs a dispersion comparison analysis between the local dispersion index and a preset local dispersion threshold to obtain the dispersion comparison analysis result. The preset local dispersion threshold is the criterion for determining whether two adjacent connected vehicles should pass continuously within the same green light phase. This threshold is set to 2.0, indicating that when the real-time vehicle distance between two adjacent connected vehicles exceeds twice the preset standard vehicle distance, it is considered that there is a significant dispersion gap between the two vehicles. The intelligent green wave control system compares the local dispersion index of 0.53 with the preset local dispersion threshold of 2.0 to determine whether the local dispersion index is less than the preset local dispersion threshold. The dispersion comparison analysis result shows that the local dispersion index is less than the preset local dispersion threshold. When the dispersion comparison analysis result determines that the local dispersion index is less than the preset local dispersion threshold, the intelligent green wave control system extends the duration of the fourth green light of the traffic light to a preset duration. A local dispersion index less than a preset local dispersion threshold indicates that the distance between the target connected vehicle and the adjacent connected vehicle behind it is small, meaning the latter connected vehicle can reach the stop line position in a short time. In this case, the green light duration should be extended to ensure the smooth passage of the latter connected vehicle. The preset duration is calculated based on the real-time vehicle spacing and the real-time speed of the latter connected vehicle. The real-time vehicle spacing between the target connected vehicle and the adjacent connected vehicle behind it is 8 meters, and the real-time speed of the latter connected vehicle behind it is 45 kilometers per hour (12.5 meters per second). The intelligent green wave control system calculates the preset duration as 8 meters ÷ 12.5 meters per second ≈ 0.64 seconds, rounded down to 1 second. Considering the time margin for vehicles to pass the stop line, the preset duration is set to 3 seconds. After receiving the extension command, the traffic light controller extends the fourth green light duration from the current remaining duration to the preset duration, ensuring that the latter connected vehicle can pass the stop line within the green light phase.

[0054] In the above embodiment, when an adjacent connected vehicle passes the stop line, that vehicle becomes the new target connected vehicle. The intelligent green wave control system continues to perform the aforementioned local dispersion index calculation and dispersion comparison analysis process. When the second connected vehicle becomes the target connected vehicle, the intelligent green wave control system extracts the real-time vehicle distance between it and the third connected vehicle behind it as 12 meters. According to the calculation formula of the local dispersion index, the local dispersion index is calculated to be 12 meters ÷ 15 meters = 0.8, which is less than the preset local dispersion threshold of 2.0. The intelligent green wave control system continues to extend the duration of the fourth green light of the traffic light to the preset duration. When the third connected vehicle becomes the target connected vehicle, the intelligent green wave control system extracts the real-time vehicle distance between it and the fourth connected vehicle behind it as 35 meters. According to the calculation formula of the local dispersion index, the local dispersion index is calculated to be 35 meters ÷ 15 meters ≈ 2.33, which is greater than the preset local dispersion threshold of 2.0. When the local dispersion index is determined to be greater than or equal to a preset local dispersion threshold based on the dispersion comparison analysis results, the intelligent green wave control system switches the traffic light from green to red. A local dispersion index greater than or equal to the preset local dispersion threshold indicates a significant dispersion gap between the target connected vehicle and the adjacent connected vehicles behind it. This means the time required for the following connected vehicles to reach the stop line is longer, and continuing to maintain the green light would waste green light resources at the downstream intersection and affect the traffic efficiency of vehicles in intersecting directions. The intelligent green wave control system sends a phase switching command to the traffic light controller. Upon receiving the command, the traffic light controller switches the traffic light from a green phase to a yellow phase, and after 3 seconds of yellow light, switches to a red phase, providing passage for vehicles in intersecting directions. After the third connected vehicle passes the stop line, the intelligent green wave control system detects that the local dispersion index between it and the fourth connected vehicle is 2.33, which is greater than or equal to the preset local dispersion threshold of 2.0. The intelligent green wave control system then switches the traffic light from green to red. The first three connected vehicles pass through within this green light phase, while the fourth and subsequent connected vehicles wait for the next green light phase.

[0055] In the above embodiment, after the red light phase ends, the intelligent green wave control system continues to detect connected vehicles in the initial convoy that have not yet passed the downstream intersection. If a connected vehicle is detected approaching the stop line, the intelligent green wave control system restarts the green light phase and repeats the above-mentioned discreteness sensing control process. After the red light phase lasts for 25 seconds, the intelligent green wave control system detects that the fourth connected vehicle has reached a position 50 meters in front of the stop line. The intelligent green wave control system starts a new round of green light phase, and the fourth connected vehicle becomes the target connected vehicle. The intelligent green wave control system continues to perform local discreteness index calculation, discreteness comparison analysis, and green light extension or red light switching operations until all 12 connected vehicles in the initial convoy have passed the downstream intersection. Through the above-mentioned discreteness sensing control process, the intelligent green wave control system can dynamically control the duration of the green light according to the real-time discreteness between adjacent connected vehicles in independent release mode. When the distance between adjacent vehicles is small, the green light is extended to ensure continuous passage; when the distance between adjacent vehicles is too large, the red light is switched in time to avoid wasting green light resources. This achieves a dynamic balance between green wave control efficiency and the overall traffic capacity of the intersection in high-discreteness convoy scenarios.

[0056] In an optional embodiment, detecting the existence of an initial convoy of multiple connected vehicles within a target road segment specifically includes: continuously receiving real-time location and speed information reported by each connected vehicle within the target road segment; determining whether each connected vehicle is located within the convoy formation area of ​​the target road segment based on the real-time location and speed information, wherein the convoy formation area is a road segment within the target road segment extending along the driving direction from the exit position of the upstream intersection for a preset convoy formation length; when it is determined that each connected vehicle is located within the convoy formation area of ​​the target road segment, sorting each connected vehicle according to the real-time location information to obtain a vehicle position sequence; and determining... The spatial distance between two adjacent connected vehicles in the vehicle location sequence; clustering two adjacent connected vehicles with a spatial distance less than a preset clustering distance threshold into the same vehicle cluster; determining the number of connected vehicles included in each vehicle cluster; judging whether the number of connected vehicles is greater than or equal to a preset fleet size threshold; if the number of connected vehicles is greater than or equal to the preset fleet size threshold, then the same vehicle cluster is determined as the initial fleet; if the number of connected vehicles is less than the preset fleet size threshold, then the fleet formation area is continuously monitored until the number of connected vehicles in the same vehicle cluster meets the preset fleet size threshold or the same vehicle cluster leaves the fleet formation area.

[0057] In the above embodiment, during the operation of the intelligent green wave control system, the system needs to continuously monitor whether there is an initial convoy of multiple connected vehicles within the target road segment, so as to promptly initiate the green wave linkage control operation. The target road segment is an urban arterial road connecting the upstream and downstream intersections, with a total length of 800 meters and a design speed of 50 kilometers per hour. Vehicles traveling on the road segment include connected vehicles with vehicle-to-everything (V2X) communication capabilities and ordinary vehicles without such capabilities. The intelligent green wave control system continuously receives real-time location and speed information reported by each connected vehicle within the target road segment. The intelligent green wave control system establishes communication connections with the on-board terminals of each connected vehicle through roadside units deployed along the target road segment. Each connected vehicle's on-board terminal reports its real-time location and speed information to the roadside unit once per second. Real-time location information includes the latitude and longitude coordinates of the connected vehicles and the mileage markers along the road segment. Real-time speed information includes the instantaneous speed of the connected vehicles and the sign of the speed component along the road segment. A positive sign indicates that the connected vehicle is traveling downstream towards the intersection along the target road segment, while a negative sign indicates that the connected vehicle is traveling upstream towards the intersection along the target road segment. The roadside unit forwards the received real-time location and speed information of each connected vehicle to the central processing unit of the intelligent green wave control system. The central processing unit parses and stores the received data. At a certain moment, the intelligent green wave control system receives real-time location and speed information reported by 15 connected vehicles within the target road segment. These 15 connected vehicles are distributed at different locations within the target road segment.

[0058] In the above embodiments, the intelligent green wave control system determines whether each connected vehicle is located within the platoon formation area of ​​the target road segment based on real-time location and speed information. The platoon formation area is a road segment within the target road segment extending along the driving direction from the exit position of the upstream intersection for a preset platoon formation length. This area is crucial for vehicles to gradually form a stable platoon formation after exiting the upstream intersection. The mileage marker corresponding to the exit position of the upstream intersection is 0 meters, and the preset platoon formation length is set to 200 meters. Therefore, the platoon formation area is the road segment between mileage markers 0 and 200 meters. The intelligent green wave control system extracts the mileage marker from the real-time location information of each connected vehicle and determines whether the mileage marker is within the range of 0 to 200 meters. If the mileage marker is within this range, the position of the connected vehicle is determined to meet the spatial conditions of the platoon formation area. Meanwhile, the intelligent green wave control system extracts instantaneous speed and speed component signs from the real-time speed information of each connected vehicle, determines whether the speed component sign is positive and whether the instantaneous speed exceeds a preset minimum speed threshold. The preset minimum speed threshold is set to 5 km / h, used to exclude vehicles that are stopped or operating at extremely low speeds. When a connected vehicle's mileage marker is between 0 and 200 meters, its speed component sign is positive, and its instantaneous speed is greater than 5 km / h, the intelligent green wave control system determines that the connected vehicle is within the convoy formation area and is in a valid driving state. The intelligent green wave control system determined that out of 15 connected vehicles, 9 were within the convoy formation area and in a valid driving state, 4 of the remaining 6 were outside the convoy formation area, and 2, although within the convoy formation area, were in a temporary stopped state due to their instantaneous speed being less than 5 km / h.

[0059] In the above embodiment, when it is determined that each connected vehicle is located within the platoon formation area of ​​the target road segment, the intelligent green wave control system sorts the connected vehicles according to real-time location information to obtain a vehicle position sequence. The intelligent green wave control system extracts mileage markers from the real-time location information of nine connected vehicles located within the platoon formation area and in active driving mode. The nine connected vehicles are then sorted in descending order of mileage markers. Connected vehicles with larger mileage markers are located at the front of the sequence, closer to the downstream intersection, while connected vehicles with smaller mileage markers are located at the back of the sequence, closer to the upstream intersection. The mileage markers of the nine connected vehicles are 185 meters, 178 meters, 165 meters, 142 meters, 135 meters, 98 meters, 92 meters, 45 meters, and 38 meters, respectively. The intelligent green wave control system arranges the vehicles in descending order of mileage markers to obtain the vehicle position sequence. The first connected vehicle in the sequence has a mileage marker of 185 meters, and the ninth connected vehicle has a mileage marker of 38 meters. The intelligent green wave control system determines the spatial distance between adjacent connected vehicles in the vehicle position sequence. The intelligent green wave control system calculates the difference in mileage markers between two adjacent connected vehicles in the vehicle location sequence. Since the vehicle location sequence is arranged from largest to smallest mileage marker, the difference between the mileage marker of the previous connected vehicle and the mileage marker of the next connected vehicle is the spatial distance between the two vehicles. The vehicle location sequence includes 9 connected vehicles. The intelligent green wave control system calculates 8 spatial distance values: the spatial distance between the first and second connected vehicles is 185 meters minus 178 meters, which equals 7 meters; the spatial distance between the second and third connected vehicles is 178 meters minus 165 meters, which equals 13 meters; the spatial distance between the third and fourth connected vehicles is 165 meters minus 142 meters, which equals 23 meters; the spatial distance between the fourth and fifth connected vehicles is 142 meters minus 135 meters, which equals 7 meters; the spatial distance between the fifth and sixth connected vehicles is 135 meters minus 98 meters, which equals 37 meters; the spatial distance between the sixth and seventh connected vehicles is 98 meters minus 92 meters, which equals 6 meters; the spatial distance between the seventh and eighth connected vehicles is 92 meters minus 45 meters, which equals 47 meters; and the spatial distance between the eighth and ninth connected vehicles is 45 meters minus 38 meters, which equals 7 meters.

[0060] In the above embodiments, the intelligent green wave control system clusters adjacent connected vehicle vehicles with a spatial distance less than a preset clustering distance threshold into the same vehicle cluster. The preset clustering distance threshold is the basis for determining whether two adjacent connected vehicle vehicles belong to the same vehicle fleet. When the spatial distance between two adjacent connected vehicle vehicles is less than the preset clustering distance threshold, it is considered that these two connected vehicle vehicles have a close following relationship in space and should be classified into the same vehicle cluster. The preset clustering distance threshold is set to 25 meters, a value determined based on the normal following distance and fleet tightness requirements of urban main roads. The intelligent green wave control system uses a one-way scanning clustering method to cluster each connected vehicle in the vehicle location sequence. The specific processing procedure is as follows: The intelligent green wave control system takes the first connected vehicle in the vehicle location sequence as the starting vehicle of the current vehicle cluster, establishes the first vehicle cluster, and adds the first connected vehicle to the first vehicle cluster. The intelligent green wave control system sequentially judges whether eight spatial spacing values ​​are less than the preset clustering spacing threshold of 25 meters. The first spatial spacing of 7 meters is less than 25 meters, indicating that the first and second connected vehicles have a close following relationship, so the second connected vehicle joins the first vehicle cluster. The second spatial spacing of 13 meters is less than 25 meters, the third connected vehicle joins the first vehicle cluster, the third spatial spacing of 23 meters is less than 25 meters, the fourth connected vehicle joins the first vehicle cluster, the fourth spatial spacing of 7 meters is less than 25 meters, the fifth connected vehicle joins the first vehicle cluster, the fifth spatial spacing of 37 meters is greater than 25 meters, indicating that there is a significant gap between the fifth and sixth connected vehicles, so the sixth connected vehicle does not join the first vehicle cluster. The first vehicle cluster is clustered, and the intelligent green wave control system establishes a second vehicle cluster and uses the sixth connected vehicle as the starting vehicle of the second vehicle cluster. The intelligent green wave control system continues scanning subsequent spatial intervals. The sixth spatial interval, 6 meters, is less than 25 meters, so the seventh connected vehicle joins the second vehicle cluster. The seventh spatial interval, 47 meters, is greater than 25 meters, indicating a significant gap between the seventh and eighth connected vehicles. Therefore, the eighth connected vehicle does not join the second vehicle cluster, and the second vehicle cluster clustering is complete. The intelligent green wave control system then establishes a third vehicle cluster, using the eighth connected vehicle as the starting vehicle for the third cluster. The intelligent green wave control system continues scanning the remaining spatial intervals. The eighth spatial interval, 7 meters, is less than 25 meters, so the ninth connected vehicle joins the third vehicle cluster. Since the ninth connected vehicle is the last connected vehicle in the vehicle location sequence, the third vehicle cluster clustering is complete. Through this clustering process, the intelligent green wave control system clusters the nine connected vehicles into three vehicle clusters: the first cluster contains the first to fifth vehicles (5 connected vehicles), the second cluster contains the sixth and seventh vehicles (2 connected vehicles), and the third cluster contains the eighth and ninth vehicles (2 connected vehicles).

[0061] In the above embodiments, the intelligent green wave control system determines the number of connected vehicles included in each vehicle cluster. The intelligent green wave control system counts the number of connected vehicles in the first, second, and third vehicle clusters, respectively, finding that the first cluster has 5 connected vehicles, the second cluster has 2, and the third cluster has 2. The intelligent green wave control system then determines whether the number of connected vehicles in each cluster is greater than or equal to a preset fleet size threshold. The preset fleet size threshold is the basis for determining whether a vehicle cluster meets the conditions for initiating green wave coordinated control. When the number of connected vehicles in a vehicle cluster reaches the preset fleet size threshold, the cluster is considered to have formed a fleet size with coordinated control conditions. The preset fleet size threshold is set to 4 vehicles. This value is determined based on the cost-benefit ratio of green wave control and the rationality of intersection signal adjustment. Specifically, when the fleet size is too small, the benefit of adjusting signal timing is low, while when the fleet size reaches 4 vehicles or more, green wave coordinated control can significantly improve traffic efficiency. The intelligent green wave control system determines whether the number of connected vehicles in the three vehicle clusters is greater than or equal to the preset fleet size threshold of 4 vehicles. The first vehicle cluster has 5 connected vehicles, which is greater than the preset fleet size threshold of 4 vehicles, thus meeting the fleet size condition. The second vehicle cluster has 2 connected vehicles, which is less than the preset fleet size threshold of 4 vehicles, thus not meeting the fleet size condition. The third vehicle cluster has 2 connected vehicles, which is less than the preset fleet size threshold of 4 vehicles, thus not meeting the fleet size condition.

[0062] In the above embodiments, if the number of connected vehicles is greater than or equal to a preset fleet size threshold, the intelligent green wave control system identifies the vehicle cluster as the initial fleet. The first vehicle cluster has 5 connected vehicles, which is greater than the preset fleet size threshold of 4. The intelligent green wave control system identifies the first vehicle cluster as the initial fleet, which consists of 5 connected vehicles. The mileage marker of the first vehicle in the initial fleet is 185 meters, the mileage marker of the last vehicle is 135 meters, and the length of the initial fleet is the difference between the mileage markers of the first and last vehicles (185 meters - 135 meters = 50 meters). The intelligent green wave control system then acquires the initial formation parameters of the initial fleet and initiates the subsequent green wave linkage control process. If the number of connected vehicles is less than the preset fleet size threshold, the intelligent green wave control system continuously monitors the status of the vehicle cluster within the fleet formation area until the number of connected vehicles in the cluster meets the preset fleet size threshold or the vehicle cluster leaves the fleet formation area. The number of connected vehicles in both the second and third vehicle clusters is less than the preset fleet size threshold of 4 vehicles. The intelligent green wave control system continuously monitors these two vehicle clusters. During subsequent monitoring, the intelligent green wave control system continuously receives real-time location and speed information reported by each connected vehicle within the fleet formation area and repeats the above clustering and quantity judgment process. If a new connected vehicle enters the fleet formation area from the upstream intersection and the spatial distance between it and the last connected vehicle in the second or third vehicle cluster is less than the preset clustering distance threshold of 25 meters, the intelligent green wave control system adds the new connected vehicle to the corresponding vehicle cluster and re-determines whether the number of connected vehicles in the cluster meets the preset fleet size threshold. The intelligent green wave control system uses the mileage marker of the connected vehicle at the front of the cluster (i.e., the one with the largest mileage marker) as the location identifier of the vehicle cluster. When this location identifier exceeds the boundary value of the fleet formation area (200 meters), it determines that the vehicle cluster has left the fleet formation area. If the leading connected vehicle in a second or third vehicle cluster exceeds 200 meters in mileage markers during continuous driving, and the number of connected vehicles in that cluster still does not meet the preset platoon size threshold, the intelligent green wave control system determines that the vehicle cluster does not meet the conditions for forming an initial platoon and stops monitoring the cluster. The connected vehicles in the cluster then pass through the downstream intersection as dispersed vehicles using conventional signal control. For example, during subsequent monitoring, if the mileage marker of the sixth connected vehicle in the second vehicle cluster continues to increase, and when it reaches 205 meters, the intelligent green wave control system detects that the location marker of the second vehicle cluster exceeds 200 meters, and simultaneously detects that the number of connected vehicles in the second cluster is still 2, less than the preset platoon size threshold of 4, the intelligent green wave control system determines that the second vehicle cluster does not meet the conditions for forming an initial platoon and stops monitoring it.For the third vehicle cluster, during subsequent monitoring, two new connected vehicle vehicles entered the platoon formation area from the upstream intersection. One of the new connected vehicle vehicles had a mileage marker of 32 meters, and the spatial distance between it and the last vehicle in the third vehicle cluster, i.e., the ninth connected vehicle, was 38 meters minus 32 meters, which equaled 6 meters. This spatial distance was less than the preset clustering distance threshold of 25 meters. The intelligent green wave control system added this new connected vehicle to the third vehicle cluster. The other new connected vehicle vehicle also had a mileage marker of 25 meters, and the spatial distance between it and the first newly added connected vehicle was 32 meters minus 25 meters, which equaled 7 meters. This spatial distance was also less than the preset clustering distance threshold of 25 meters. The intelligent green wave control system also added this new connected vehicle to the third vehicle cluster. At this point, the number of connected vehicles in the third vehicle cluster was updated to 4, which is greater than or equal to the preset platoon size threshold of 4. The intelligent green wave control system identified the third vehicle cluster as the initial platoon and initiated the corresponding green wave linkage control process.

[0063] It should also be noted that the examples of the specific values ​​of all the above parameters are merely exemplary embodiments, and the specific values ​​of all the above parameters are not limited to the examples given above.

[0064] Through the embodiments of this application, by continuously acquiring real-time formation parameters during the initial convoy's journey to the downstream intersection, the changes in the spatial distribution of each vehicle-to-everything (V2X) vehicle's convoy can be dynamically captured; by comparing the real-time convoy length with the initial convoy length to obtain the convoy length change rate, the convoy formation evolution trend during the journey can be quantified; by determining the convoy length change rate to identify the convoy's dispersion index, the degree of convoy dispersion can be transformed into a measurable numerical index; by using the convoy dispersion index to perform dispersion level analysis to determine the convoy control mode, differentiated control strategies can be matched for different dispersion states; by using the convoy control mode to execute green wave band linkage control operations, the traffic light control can adapt to the real-time changes in the convoy formation.

[0065] The intelligent green wave control system in the embodiments of this invention is described below from the perspective of hardware processing. (See attached document.) Figure 2 , Figure 2 This is a schematic diagram of the physical device structure of an intelligent green wave control system in the embodiments of this application.

[0066] It should be noted that, Figure 2 The structure of the intelligent green wave control system shown is merely an example and should not impose any limitations on the functionality and scope of use of the embodiments of the present invention.

[0067] like Figure 2As shown, the intelligent green wave control system includes a central processing unit (CPU) 201, which can perform various appropriate actions and processes according to a program stored in read-only memory (ROM) 202 or a program loaded from storage section 208 into random access memory (RAM) 203, such as executing the methods described in the above embodiments. The RAM 203 also stores... It contains various programs and data required for system operation. CPU 201, ROM 202, and RAM 203 are interconnected via bus 204. Input / output (I / O) interface 205 is also connected to bus 204.

[0068] The following components are connected to I / O interface 205: input section 206 including audio input devices, push-button switches, etc.; output section 207 including a liquid crystal display (LCD) and audio output devices, indicator lights, etc.; storage section 208 including a hard disk, etc.; and communication section 209 including a network interface card such as a LAN (Local Area Network) card, modem, etc. Communication section 209 performs communication processing via a network such as the Internet. Drive 210 is also connected to I / O interface 205 as needed. Removable media 211, such as a disk, optical disk, magneto-optical disk, semiconductor memory, etc., are installed on drive 210 as needed so that computer programs read from them can be installed into storage section 208 as needed.

[0069] In particular, according to embodiments of the present invention, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, embodiments of the present invention include a computer program product comprising a computer program carried on a computer-readable medium, the computer program containing computer programs for performing the methods shown in the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network via communication section 209, and / or installed from removable medium 211. When the computer program is executed by central processing unit (CPU) 201, it performs the various functions defined in the present invention.

[0070] It should be noted that specific examples of computer-readable storage media may include, but are not limited to: electrical connections having one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM), flash memory, optical fiber, portable compact disc read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof. In this invention, a computer-readable storage medium can be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, apparatus, or device.

[0071] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of the present invention. Each block in a flowchart or block diagram may represent a module, program segment, or portion of code, which contains one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions indicated in the blocks may occur in a different order than those shown in the drawings.

[0072] Specifically, the intelligent green wave control system of this embodiment includes a processor and a memory. The memory stores a computer program. When the computer program is executed by the processor, it implements the intelligent green wave control method based on vehicle network data provided in the above embodiment.

[0073] In another aspect, the present invention also provides a computer-readable storage medium, which may be included in the intelligent green wave control system described in the above embodiments; or it may exist independently and not incorporated into the intelligent green wave control system. The storage medium carries one or more computer programs, which, when executed by a processor of the intelligent green wave control system, cause the intelligent green wave control system to implement the intelligent green wave control method based on vehicle network data provided in the above embodiments.

[0074] The above-described embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit it. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application.

[0075] Those skilled in the art will understand that all or part of the processes in the methods of the above embodiments can be implemented by a computer program instructing related hardware. This program can be stored in a computer-readable storage medium, and when executed, it can include the processes described in the above method embodiments. The aforementioned storage medium includes various media capable of storing program code, such as ROM or random access memory (RAM), magnetic disks, or optical disks.

Claims

1. A smart green wave control method based on vehicle network data, characterized in that, include: When an initial convoy of multiple connected vehicles is detected within a target road segment, the initial convoy formation parameters are obtained. As the initial convoy travels towards the downstream intersection of the target road segment, the real-time convoy formation parameters are continuously obtained. The initial convoy formation parameters represent the queue spatial distribution state of each connected vehicle when the initial convoy is detected within the target road segment, and the real-time convoy formation parameters represent the queue spatial distribution state of each connected vehicle as the initial convoy travels towards the downstream intersection. The real-time fleet length and real-time average speed of the initial fleet are determined based on the real-time formation parameters. The real-time fleet length is compared with the initial fleet length of the initial fleet to obtain the fleet length change rate. The fleet length change rate is used to determine the formation dispersion index of the initial fleet. The formation dispersion index characterizes the degree of dispersion of the initial fleet as it travels towards the downstream intersection. The initial convoy is analyzed for dispersion level using the formation dispersion index to determine the convoy control mode of the initial convoy. Specifically, this includes determining whether the formation dispersion index is less than a first preset dispersion threshold. If the formation dispersion index is less than the first preset dispersion threshold, then the convoy control mode is determined to be the overall passage mode; If the formation dispersion index is greater than or equal to the first preset dispersion threshold, then it is determined whether the formation dispersion index is less than the second preset dispersion threshold, wherein the second preset dispersion threshold is greater than the first preset dispersion threshold. If the formation dispersion index is greater than or equal to the first preset dispersion threshold and less than the second preset dispersion threshold, then the fleet control mode is determined to be the dynamic split mode. If the formation dispersion index is greater than or equal to the second preset dispersion threshold, then the fleet control mode is determined to be the independent release mode; The green wave linkage control operation of the traffic lights at the downstream intersection is performed using the fleet control mode, specifically including: when the fleet control mode is the overall traffic mode, obtaining the real-time road segment distance between the vehicle-to-everything (V2X) vehicle at the head of the initial fleet and the downstream intersection, and determining the estimated arrival time of the V2X vehicle at the head of the fleet based on the real-time road segment distance and the real-time average speed. The overall platoon passage time required for the initial platoon to pass through the downstream intersection is determined based on the real-time platoon length and the real-time average speed. The traffic light is controlled to turn green at the expected arrival time, and the first green light duration of the traffic light is set as the sum of the overall convoy passage time and the preset safety margin duration; When the fleet control mode is the dynamic split mode, the real-time position coordinates of each vehicle network vehicle are obtained from the real-time formation parameters, and the real-time vehicle spacing between two adjacent vehicle network vehicles in the initial fleet is determined. The real-time vehicle spacing is compared with a preset spacing threshold. When the real-time vehicle spacing is greater than the preset spacing threshold, the real-time position coordinates of the vehicle in the rear of the two adjacent connected vehicle vehicles are determined as the formation break point. Using the break point of the formation as the boundary, the initial convoy is split into at least two sub-convoys, and the head position, tail position and average speed of each sub-convoy are obtained. The estimated arrival time of each sub-vehicle is determined based on the position of the lead vehicle of the sub-vehicle and the average speed of the sub-vehicle; The sub-vehicle groups are sorted according to their expected arrival times to obtain the sub-vehicle group arrival sequence; According to the arrival sequence of the sub-vehicle groups, the traffic lights are controlled to turn green at the expected arrival time of each sub-vehicle group. The passage time of each sub-vehicle group is determined based on its length and average speed. The duration of the second green light of the traffic lights is set as the sum of the passage time of the sub-vehicle group and the preset safety margin duration. The passage time of the sub-vehicle group is the time required from the arrival of the connected vehicle at the head of the sub-vehicle group at the downstream intersection to the passage of the connected vehicle at the tail of the sub-vehicle group at the downstream intersection. When the fleet control mode is independent release mode, the traffic lights are switched to discrete sensing control mode; In discrete sensing control mode, the real-time location information of each vehicle in the initial fleet is continuously acquired, and the real-time vehicle spacing between two adjacent vehicles in the initial fleet is determined based on the real-time location information. When the target connected vehicle is detected to have reached the stop line position at the downstream intersection, the local dispersion index between the target connected vehicle and the adjacent connected vehicle is determined based on the ratio of the real-time vehicle spacing to the preset standard vehicle spacing. The local dispersion index is compared with a preset local dispersion threshold to obtain the dispersion comparison analysis results. If the local dispersion index is determined to be less than the preset local dispersion threshold based on the dispersion comparison analysis results, the duration of the fourth green light of the traffic light will be extended to the preset duration. When the local dispersion index is determined to be greater than or equal to the preset local dispersion threshold based on the dispersion comparison analysis results, the traffic light is switched from green to red.

2. The method according to claim 1, characterized in that, Before controlling the traffic lights to turn green at the expected arrival time of each of the sub-convoys according to their arrival sequence, the method further includes: Determine the arrival time interval between the expected arrival times of two adjacent sub-vehicles in the sub-vehicle arrival sequence; Obtain the preset green light interval duration of the downstream intersection, where the preset green light interval duration is the shortest green light duration required from the end of the previous red light to the start of the next red light. Determine whether the arrival time interval is less than the preset green light interval duration; If the arrival time interval is less than the preset green light interval, the two adjacent sub-vehicle groups are merged into a merged vehicle group, and the estimated arrival time and passage time of the merged vehicle group are determined. The estimated arrival time of the merged vehicle group is the estimated arrival time of the sub-vehicle group that is in front of the two adjacent sub-vehicle groups, and the passage time of the merged vehicle group is the time required for the connected vehicle at the head of the merged vehicle group to reach the downstream intersection and for the connected vehicle at the tail of the merged vehicle group to pass through the downstream intersection. The signal light is controlled to turn green at the expected arrival time of the merging convoy, and the duration of the third green light of the signal light is set to the passage time of the merging convoy; If the arrival time interval is greater than or equal to the preset green light interval duration, then the two adjacent sub-vehicle groups remain as independent sub-vehicle groups.

3. The method according to claim 1, characterized in that, The detected initial convoy of multiple connected vehicle vehicles within the target road segment specifically includes: Continuously receive real-time location and speed information reported by each vehicle-to-everything (V2X) vehicle within the target road segment; Based on the real-time location information and the real-time speed information, it is determined whether each of the connected vehicle vehicles is located within the platoon formation area of ​​the target road segment. The platoon formation area is a road segment within the target road segment that extends along the driving direction from the exit position of the upstream intersection for a preset platoon formation length. When it is determined that each of the connected vehicle vehicles is located within the platoon formation area of ​​the target road segment, the connected vehicle vehicles are sorted according to the real-time location information to obtain a vehicle location sequence; Determine the spatial distance between two adjacent connected vehicle vehicles in the vehicle location sequence; Two adjacent connected vehicle vehicles whose spatial distance is less than a preset clustering distance threshold are clustered into the same vehicle cluster. Determine the number of connected vehicle vehicles included in each of the same vehicle clusters; Determine whether the number of connected vehicles is greater than or equal to a preset fleet size threshold; If the number of connected vehicles is greater than or equal to the preset fleet size threshold, then the same vehicle cluster is determined as the initial fleet. If the number of connected vehicles is less than the preset fleet size threshold, the fleet formation area will be continuously monitored until the number of connected vehicles in the same vehicle cluster meets the preset fleet size threshold or the same vehicle cluster leaves the fleet formation area.

4. An intelligent green wave control system, characterized in that, The intelligent green wave control system includes: one or more processors and a memory; the memory is coupled to the one or more processors, the memory is used to store computer program code, the computer program code includes computer instructions, and the one or more processors call the computer instructions to cause the intelligent green wave control system to perform the method as described in any one of claims 1-3.

5. A computer-readable storage medium comprising instructions, characterized in that, When the instruction is executed on the intelligent green wave control system, the intelligent green wave control system performs the method as described in any one of claims 1-3.

6. A computer program product, characterized in that, When the computer program product is run on the intelligent green wave control system, the intelligent green wave control system performs the method as described in any one of claims 1-3.

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