CN114170825B - Green wave vehicle speed calculation method and device - Google Patents
Green wave vehicle speed calculation method and device Download PDFInfo
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Abstract
The invention relates to a method and a device for calculating green wave vehicle speed, which are used for acquiring signal lamp information of a target intersection; calculating a first time window corresponding to the passing of the target intersection in the state of the passing signal lamp according to the remaining time of the current signal lamp contained in the signal lamp information; judging whether the vehicle can pass through the target intersection in the first time window or not by combining the current vehicle speed information and the vehicle position information; in response to the vehicle being able to pass, calculating a corresponding first speed interval in which a first VSP value and a first transit time corresponding to each vehicle speed are calculated; and carrying out weighted calculation on the first VSP value and the first passing time according to the set weight, and determining a first suggested vehicle speed according to the calculation result. The method can give out proper suggested vehicle speed according to the state of the intersection signal lamp and the requirement of the driver so as to facilitate the adjustment of the driver, effectively improve the traffic management efficiency and promote environmental protection.
Description
Technical Field
The invention belongs to the technical field of vehicle control. Specifically, the invention relates to a green wave vehicle speed calculation method and device.
Background
With the increasing number of vehicles in cities, the pressure of urban traffic is increased, and the problem of congestion becomes a big pain point of urban traffic. On the one hand, the vehicle jam condition leads to the vehicle to open repeatedly and stop, can't normally travel to make the vehicle fuel can not fully burn, increased a large amount of pollutants, seriously endanger city air quality, on the other hand, the regional majority that takes place the vehicle jam distributes at the crossing, leads to the driver to open at frequent start-stop control in-process, need operate repeatedly, has increased driver's driving pressure. In order to facilitate drivers to know the remaining time of traffic lights at the intersection so as to reduce the time for the vehicles to stop at the intersection, the traffic signal light systems adopted at a plurality of intersections are provided with not only the red, green and yellow lights, but also the electronic screen for displaying the remaining time of each signal light. The traffic signal lamp system can facilitate the driver to observe and know the remaining time of the traffic light, and the driver can conveniently perform proper operation according to the remaining time of the signal lamp.
For example, when the vehicle travels to an intersection with a traffic light, if the current red light remains for more than 30 seconds, the driver can control the engine to stop; if the current red light is only within 5 seconds, the vehicle can decelerate or idle, and the vehicle can accelerate to pass through the intersection after the red light is finished, and the vehicle can improve the fuel economy of the vehicle and reduce the emission of pollutants because the engine does not need to be stopped and restarted at the moment. If the current green light remaining time is only within 3 seconds, the engine should be decelerated and stopped; if the remaining time of the current green light is more than 20 seconds, the current green light can directly pass through the intersection.
At present, the implementation process is mainly based on the experience of a driver, so that the speed of the vehicle is controlled according to the remaining time of the signal lamp. Under the condition that the driver judges accurately, the traffic efficiency is improved to a certain extent through the mode, and the emission of pollutants is reduced. However, once the driver makes a mistake or leaves a lucky psychology, the driver may overspeed the crossing, run the red light, or stop at the crossing, which may not only bring a risk to the life safety of the driver, but also stress the traffic management.
Therefore, how to give out a proper suggested vehicle speed according to the state of the intersection signal lamp and the requirement of the driver so as to be convenient for the driver to adjust, and the method has important significance for improving traffic efficiency and promoting environmental protection.
Disclosure of Invention
According to the invention, the speed interval that the vehicle can normally pass through the target intersection can be calculated through the signal lamp remaining time, the vehicle speed information, the vehicle position information and the like of the target intersection, so that the suggested vehicle speed can be obtained in the speed interval according to the requirement, the driver can conveniently control the vehicle to run at a reasonable vehicle speed according to the requirement, the convenience of the driving process of the driver is effectively improved, and the traffic efficiency is improved and the environmental protection is promoted.
To solve at least one or more of the above technical problems, in a first aspect of the present invention, there is provided a green wave vehicle speed calculation method, including: acquiring signal lamp information of a target intersection; calculating a first time window corresponding to the target intersection passing through in the state of a passing signal lamp according to the remaining time of the current signal lamp contained in the signal lamp information; judging whether the vehicle can pass through the target intersection in the first time window or not by combining the current vehicle speed information and the vehicle position information; in response to the vehicle being able to pass, calculating a corresponding first speed interval in which a first VSP value and a first transit time corresponding to each vehicle speed are calculated; and carrying out weighted calculation on the first VSP value and the first passing time according to the set weight, and determining a first suggested vehicle speed according to the calculation result.
In one embodiment, in response to a vehicle failing, determining whether the vehicle has sufficient stopping distance; if the braking distance is not enough, an alarm is output.
In one embodiment, in response to the vehicle failing, calculating a second time window based on the first time window and the signal phase period; judging whether the vehicle can pass through the target intersection in the second time window; and responding to the vehicle passing through the target intersection in the second time window, and calculating a corresponding second speed interval, wherein the second speed interval comprises a deceleration interval and a speed-equalizing interval.
In one embodiment, calculating a second time window from the first time window and the signal lamp phase period comprises: and superposing one or more signal lamp phase periods on the first time window to obtain the second time window.
In one embodiment, said determining whether the vehicle can pass through the target intersection within the first time window comprises: calculating a first distance traveled within the first time window in combination with maximum acceleration information of the vehicle and current vehicle speed information; and judging whether the first distance is greater than the distance between the vehicle and the target intersection, if so, judging that the first distance can pass through the target intersection.
In one embodiment, said determining whether a vehicle can pass through said target intersection within said first time window comprises: calculating the running time of the vehicle passing through the target intersection by combining the current vehicle speed information of the vehicle, the distance between the vehicle and the target intersection and the maximum acceleration information of the vehicle; and judging whether the running time is in the first time window, and if so, judging that the running time can pass through the first time window.
In one embodiment, said calculating the first speed interval further comprises: and judging whether the vehicle reaches a vehicle speed early warning value when passing through the target intersection, and if so, taking the vehicle speed early warning value as the upper limit of the first speed interval.
In one embodiment, further comprising: calculating a second VSP value corresponding to each vehicle speed, corresponding deceleration passing time and uniform speed passing time in the second speed interval; and performing weighted calculation on the second VSP value, the deceleration passing time and the uniform speed passing time by combining the set weight, and determining a second suggested vehicle speed according to the calculation result.
In one embodiment, the acquiring signal light information of the target intersection includes: and communicating with a road side unit based on a V2X communication mode to acquire signal lamp information corresponding to the target intersection.
In a second aspect of the present invention, the present invention further provides a green wave vehicle speed calculation device, which includes a memory, a processor and a computer program stored on the memory and operable on the processor, and the processor implements the green wave vehicle speed calculation method according to the embodiments of the first aspect when executing the computer program.
According to the scheme, the corresponding speed interval when the vehicle can pass through the target intersection is obtained by obtaining the signal lamp information of the target intersection and combining the remaining time of the current signal lamp, the vehicle speed information and the vehicle position information which are contained in the signal lamp information, so that a driver can adjust the vehicle speed to pass through the target intersection in the vehicle speed interval. And the suggested vehicle speed can be obtained by combining the weight of the set vehicle VSP value and the weight of the passing time, so that the suggested vehicle speed can be provided to enable the vehicle to pass through the target intersection within the fastest passing time or with the lowest power consumption of the vehicle. By the method, the optimal suggested vehicle speed can be provided for the driver, so that the driven vehicle can pass through the target intersection in a running mode with the lowest power consumption, or in a running mode with the shortest passing time, or in a running mode with both the power consumption and the passing time, and the convenience and the safety of the driving process are effectively improved.
Drawings
The above and other objects, features and advantages of exemplary embodiments of the present invention will become readily apparent from the following detailed description, which proceeds with reference to the accompanying drawings. Several embodiments of the present invention are illustrated by way of example, and not by way of limitation, in the figures of the accompanying drawings and in which like reference numerals refer to similar or corresponding parts and in which:
FIG. 1 is a schematic diagram schematically illustrating an exemplary scenario in which the present inventive scheme for acquiring green wave vehicle speed is applied;
FIG. 2 is a flowchart schematically illustrating a green wave vehicle speed calculation method according to an embodiment of the invention;
FIG. 3 is a flow chart that schematically illustrates a method of determining that a vehicle has passed a target intersection within a first time window, in accordance with an embodiment of the present invention;
FIG. 4 is a flow chart that schematically illustrates a method for determining the passage of a vehicle through a target intersection based on travel time, in accordance with an embodiment of the present invention;
FIG. 5 is a flow chart that schematically illustrates a method for determining a green wave vehicle speed in conjunction with a second time window, in accordance with an embodiment of the present invention;
fig. 6 is a schematic diagram schematically showing a green wave vehicle speed calculation device according to an embodiment of the present invention.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention. It is to be understood that the embodiments described are only a few embodiments of the present invention, and not all embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
The terms "comprises" and "comprising," when used in the specification and claims of this specification, specify the presence of stated features, integers, steps, operations, elements, and/or components, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and/or groups thereof.
It is also to be understood that the terminology used in the description of the invention herein is for the purpose of describing particular embodiments only, and is not intended to be limiting of the invention. As used in the specification and claims of this application, the singular form of "a", "an", and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. It should be further understood that the term "and/or" as used in the specification and claims of this application refers to any and all possible combinations of one or more of the associated listed items and includes such combinations.
The green wave vehicle speed refers to the situation that the current speed is kept, the traffic capacity of the vehicle can be improved to the maximum, and the time for the vehicle to wait for the red light is reduced at the level crossing. The traffic light signals are coordinated within a certain time range, so that the traffic capacity of the vehicle can be improved within a set range.
The current common acquisition mode of the green wave speed is a mode of dynamically adjusting the phase period of a signal lamp, namely, the appropriate signal lamp duration is allocated to each intersection according to factors such as traffic flow and the like. Specifically, modeling analysis is performed on the traffic flow of each phase (such as a lane) of the target intersection by using the traffic flow modulation, and appropriate time duration is respectively allocated to different phases and different signal light colors at each intersection according to the traffic flow of each time period, so as to realize the minimum waiting of vehicles at the intersection. Meanwhile, the green wave vehicle speed can be determined according to the phase and the period of the signal lamp, so that the vehicle can stably pass through the intersection according to the speed. However, the method of guiding traffic by using flow harmony modeling analysis requires a traffic manager to control each intersection, belongs to an overall management and control strategy, and does not guide a single vehicle.
In view of this, there are also a way of acquiring the green wave vehicle speed by determining the green wave vehicle speed by the own vehicle, and a way of performing information processing by the roadside unit to determine the green wave vehicle speed. The method has the advantages that the vehicle running process is guided according to the green wave vehicle speed determined by the vehicle and the filtering vehicle speed determined by the road side unit, and the parking times and the average delay time of the vehicle are greatly improved compared with the condition that the vehicle running process is not guided. In the scheme of the invention, the self vehicle obtains and analyzes various information to determine the green wave speed, so as to guide the driving process of the self vehicle, thereby effectively improving the traffic capacity of the vehicle at each intersection, and having important effects on improving urban traffic and reducing environmental pollution.
The following detailed description of embodiments of the invention refers to the accompanying drawings.
Fig. 1 is a schematic diagram schematically illustrating an exemplary scenario 100 in which the scheme for acquiring a green wave vehicle speed of the present invention is applied. In the context of the present invention, the aforementioned scene 100 can be used in various road traffic environments that require traffic object participation and require traffic signal light participation for control, for example, the aforementioned scene can also be intersections in various forms, such as a three-way intersection (T-shaped intersection), an X-shaped intersection, a Y-shaped intersection, a multi-branch loop, a staggered intersection, and the like. Based on this, it is understood that fig. 1 shows the scene as a road segment of an intersection for exemplary purposes only. Further, in the context of the present invention, the aforementioned traffic participant object may be an object related to a road traffic activity, such as a car, a van or the like.
As shown in fig. 1, according to the solution of the present invention, a corresponding communication Unit may be configured on a vehicle 102 to communicate with a roadside Unit 101, for example, a V2X communication circuit is disposed on the vehicle, and the roadside Unit (RSU) can collect accurate signal light information of a traffic signal 103, so that reliable and accurate traffic signal light information can be obtained by using a V2X technology, thereby providing a reliable information source for a decision of an information processing center of the vehicle. When the vehicle runs on a road, the positioning device of the vehicle can be used for acquiring the position information of the vehicle, and meanwhile, the V2X communication technology is used for interacting V2X messages with surrounding road side units. The V2X message may include traffic information such as map information around the roadside unit, signal light information at an intersection, and the like. The traffic light information may include, for example, a current traffic light state, a current traffic light remaining time, a traffic light phase period (e.g., a traffic light duration and a no-go light duration corresponding to each lane), and the like.
In the running process of the vehicle, the vehicle is communicated with the road side unit, and the information processing center of the vehicle can make a decision according to the information fed back by the road side unit. In the context of the invention, signal lamp information fed back by the road side unit, vehicle position information acquired by the positioning device and vehicle speed information of the vehicle can be sent to the information processing center, so that decision calculation of green wave vehicle speed is realized. The aforementioned information processing center may be implemented as a computing unit or module and is used to perform processing of information and optionally host operations on various devices interconnected.
In an application scenario, after the signal light information of the target intersection is acquired by the roadside unit, the information processing center may calculate a time window (a time interval corresponding to a traffic light) corresponding to the target intersection in a traffic light state according to the remaining time of the current signal light included in the signal light information, that is, a time interval composed of the shortest time and the longest time that a vehicle can normally pass through the intersection. And then the information processing center judges whether the vehicle can smoothly pass through the time window or not by combining the current vehicle speed information and the position information of the vehicle, and if the vehicle can smoothly pass through the time window, the vehicle speed interval that the vehicle can smoothly pass through the intersection is calculated according to the time window. And then calculating a VSP (vertical seismic profile) value corresponding to each vehicle speed in the vehicle speed interval and the passing time of the passing intersection, wherein the VSP value is the power ratio of the vehicle and can reflect the current power value of the vehicle, and the passing time can reflect the speed of the vehicle passing the intersection. And performing weighted calculation on the VSP value and the passing time by using the set weight, and determining the recommended vehicle speed according to the calculation result so as to provide vehicle speed guidance under different requirements for the driver.
While the invention has been briefly described above in connection with fig. 1, it is to be understood that the above description is intended to be illustrative and not restrictive, and that various changes may be made to the scene shown in fig. 1 by those skilled in the art in light of the teachings of the present invention without departing from the spirit and scope of the invention. The information processing center may be, for example, an in-vehicle data processing unit, and communicates with equipment such as the in-vehicle data processing unit and a roadside unit to acquire signal light information, vehicle position information, and the like. Further, the information processing center may also be a remote terminal that communicates with the vehicle-mounted data processing unit, and the vehicle-mounted data processing unit may establish communication with the remote terminal all the time during the driving of the vehicle, so as to upload the signal light information and the like and receive corresponding signals.
FIG. 2 is a flow chart that schematically illustrates a method 200 for calculating a green wave vehicle speed, in accordance with an embodiment of the present invention. It will be appreciated that the method flow illustrated in fig. 2 may be implemented in the exemplary scenario illustrated in fig. 1, and thus what is described with respect to fig. 1 also applies to fig. 2.
As shown in fig. 2, at step S201, signal light information of a target intersection is acquired. In one application scenario, an on-board data processing unit in a vehicle may communicate with a roadside unit through a V2X communication manner to receive a Signal phase timing message (SPAT) and MAP (MAP message) information, so as to obtain Signal light information corresponding to a target intersection. The signal lamp information may include a signal lamp type, a signal lamp phase period, a current signal lamp remaining time, an intersection position, and the like. For example, the vehicle may obtain the longitude and latitude, altitude, and other information of the vehicle via the navigation device, and may obtain the current speed, heading angle, and other information of the vehicle via its own control system, so as to determine the position of the target intersection and the number of the signal lamp at the position of the target intersection, so as to find the phase information of the signal lamp in the lane where the vehicle is located from the above-mentioned SPAT information, and calculate all time information of the phase, including but not limited to the red light period, the green light period, the yellow light period, the remaining time of the current light color, and other information.
Then, at step S202, the traffic signal state is calculated according to the remaining time of the current traffic signal included in the aforementioned traffic signal informationAnd passing a first time window corresponding to the target intersection. For example, the red light is a no-go light, the green light is a go light, the signal light state corresponding to the current straight lane is the red light, and the remaining time of the current red light is T end The shortest time for the vehicle to pass through smoothly when the vehicle reaches the target intersection is T end And the time that can pass before the end of the green light is T end +D green Wherein D is green Is the period of green light, the first time window in which the vehicle can pass through the target intersection is T end ，T end +D green ]。
Next, at step S203, it is determined whether the vehicle can pass through the target intersection within the first time window obtained by the foregoing calculation, in combination with the current vehicle speed information and the vehicle position information. In one application scenario, it can be determined whether the vehicle can pass through the target intersection within a first time window when operating at a corresponding acceleration (e.g., a maximum acceleration) based on the position information and the vehicle speed information of the vehicle. The vehicle-mounted data processing unit of the vehicle can calculate the distance from the vehicle to the target intersection according to the vehicle position information, and calculate whether the vehicle can pass through the target intersection in the first time window according to the acceleration of the vehicle.
Next, at step S204, in response to the vehicle being able to pass, a corresponding first speed zone is calculated, and a first VSP value and a first passage time corresponding to each vehicle speed are calculated within the aforementioned first speed zone. The VSP (Vehicle Specific Power) of a motor Vehicle is the Power corresponding to a motor Vehicle of unit mass at a certain moment, and the unit is kW/t or m/s, which represents the Power of an engine to work against rolling resistance and air resistance, the Power loss of transmission due to internal working friction, and the Power required to be developed to increase the kinetic energy and potential energy of the motor Vehicle. The power consumption condition of the vehicle can be measured through the VSP value. According to the first time window, a corresponding first speed interval, namely a range of speeds corresponding to the vehicle passing through the target intersection, namely the first speed interval, can be obtained. The maximum recommended vehicle speed and the minimum recommended vehicle speed can be given by the first speed interval, so that the driver can have enough driving decision space. Each speed value in the first speed interval corresponds to a VSP value and a corresponding first passing time used for passing through the target intersection, so that the power consumption condition and the time information of the vehicle passing through the target intersection are corresponding.
At step S205, the aforementioned first VSP value and the aforementioned first passage time are subjected to weighted calculation in conjunction with the set weights, and a first recommended vehicle speed is determined from the calculation result. In one application scenario, the driver may have certain preferences in driving the vehicle, such as fastest transit time or least power consumption, or a strategy that balances both power consumption and transit time. In view of this, corresponding weights can be set for the VSP value representing the power consumption condition of the vehicle and the passing time, so that corresponding score values are obtained, and the appropriate vehicle speed is selected according to the score values to drive. By performing weighted calculation on the aforementioned first VSP value and the first transit time according to preset weights, respectively, it is possible to select the corresponding vehicle speed as the first recommended vehicle speed according to the calculation result.
In an application scenario, during the driving process of the vehicle, one VSP value (instantaneous value) corresponds to each time, so that the first VSP value when the vehicle goes from the current position to the target intersection can be obtained in an integral manner. Specifically, in the case where the vehicle can pass through the target intersection within the aforementioned first time window, the calculation formula of the VSP value (instantaneous value) of the vehicle is:
VSP＝v*(1.1a+0.132)+0.000302*v 3
in the above formula, VSP is the specific power (kW/t) of the vehicle, v is the instantaneous speed (m/s) of the vehicle, and a is the instantaneous acceleration (m/s) of the vehicle 2 )。
The first VSP value for the current position of the vehicle to the target intersection can be determined according to an integration formula, specifically using the following formula:
VSP all ＝0.0000604a 3 t 5 +0.0002265a 2 vt 4 +(0.000302av2+11/30a 2 +0.044a)t 3 +(0.000151v 3 +(0.55*a+0.066)v)t 2
wherein t is t all I.e. the total transit time, which includes the acceleration all the time or the acceleration to the highest speed first and then the uniform speed running, the time of each acceleration and uniform speed running process can be obtained for the VSP calculation process by calculating the two processes respectively. The time of each part is calculated separately, for example, by the following formula.
The scheme of the present invention is briefly described above with reference to fig. 2, and will be further elaborated with reference to specific implementation manners of each process.
Fig. 3 is a flowchart schematically illustrating a method S203 of determining that a vehicle passes through a target intersection in a first time window according to an embodiment of the present invention. It will be appreciated that the method flow illustrated in fig. 3 may be implemented in the exemplary scenario illustrated in fig. 1, and thus what is described with respect to fig. 1 also applies to fig. 3.
As shown in fig. 3, when determining whether the vehicle can pass through the target intersection within the first time window, the determination can be made by the distance that the vehicle can travel within the time window. Specifically, at step S301, a first distance traveled within the aforementioned first time window is calculated in conjunction with the aforementioned maximum acceleration information of the vehicle and the current vehicle speed information. In one application scenario, the travel distance may be calculated based on the current vehicle speed, the maximum acceleration that the vehicle may employ, and the maximum speed that the vehicle may travel, for example, using the following formula:
wherein dist accel Distance (first distance) that the vehicle can travel for the remaining time of the current signal light (or within a first time window) upon acceleration intersection Is the distance of the vehicle from the target intersection, a max Maximum acceleration of the vehicle, V max Is the maximum speed, V, that the vehicle can reach during that time 0 For the current vehicle speed, t travel To calculate the time in two cases (first is always accelerated, second is constant speed driving after adding the maximum vehicle speed) separately, dist is the distance to the intersection in this case.
In step S302, it is determined whether the first distance is greater than the distance between the vehicle and the target intersection, and if so, it is determined that the first distance is passable.
The above description has been made in a manner of determining whether the vehicle can pass through the target intersection within the first time window by using the travel distance, and a method of determining whether the vehicle can normally pass through the target intersection based on the travel time will be described next.
Fig. 4 is a flowchart schematically illustrating a method S203 of determining that a vehicle passes through a target intersection according to a travel time according to an embodiment of the present invention. It will be appreciated that the method flow illustrated in fig. 4 may be implemented in the exemplary scenario illustrated in fig. 1, and thus what is described with respect to fig. 1 applies equally to fig. 4.
As shown in fig. 4, when the vehicle can pass through the target intersection within the first time window, the determination may be made according to the traveling time. Specifically, at step S401, the travel time of the vehicle passing through the target intersection is calculated by combining the current vehicle speed information of the vehicle, the distance between the vehicle and the target intersection, and the maximum acceleration information of the vehicle. In one or more embodiments, the calculation may also be performed using the aforementioned formula, for example, the speed in the aforementioned formula is replaced with the travel time and the acceleration, so as to calculate the time of travel in different phases. In step S402, it is determined whether or not the travel time is within the first time window, and if the travel time is within the first time window, it is determined that the vehicle can pass.
Further, when the vehicle runs on different roads, in addition to the limitation of the vehicle itself on the speed, a vehicle speed early warning value is set according to the regulations, so that when the first speed interval is obtained, the vehicle speed early warning value needs to be set in combination to avoid the occurrence of an overspeed condition in the running process. And judging whether the vehicle reaches a vehicle speed early warning value when passing through the target intersection, and if so, taking the vehicle speed early warning value as the upper limit of the first speed interval. In one or more embodiments, the speed of a road in a city is limited to 60km/h under a general condition, and the speed of an express way is limited to 80km/h, so that when the upper limit of the first speed interval is determined, the speed limit needs to be set according to a vehicle speed early warning value in a specific road section.
The above details the manner in which the vehicle can pass through the target intersection within the first time window and the corresponding green wave vehicle speed is obtained, and the method for obtaining the green wave vehicle speed when the vehicle cannot pass through the target intersection within the first time window will be described next.
FIG. 5 is a flowchart schematically illustrating a method S206 of determining a green wave vehicle speed in conjunction with a second time window, in accordance with an embodiment of the present invention. It will be appreciated that the method flow illustrated in fig. 5 may be implemented in the exemplary scenario illustrated in fig. 1, and thus what is described with respect to fig. 1 is equally applicable to fig. 5.
The foregoing describes a method for determining the speed of a green wave vehicle when the vehicle is able to pass through a target intersection within a first time window, and several situations that may occur when the vehicle is unable to pass through the target intersection within the first time window are described next.
The first case is that the vehicle can pass through the target intersection within the second time window by the process of first decelerating and then traveling at an even speed.
As shown in fig. 5, in response to the vehicle being unable to pass through the target intersection within the first time window, first, at step S501, a second time window is calculated from the aforementioned first time window and the signal lamp phase period. In an application scenario, when a vehicle cannot pass through an intersection within a time period (a first time window) in which a latest passing light is turned on, it is necessary to wait for the time when the next passing light is turned on one or more times, and therefore, a time window in which the vehicle may pass through a target intersection next, that is, a second time window, needs to be calculated by combining a signal lamp phase period on the basis of the first time window.
Then, at step S502, it is determined whether the aforementioned vehicle can pass through the aforementioned target intersection within a second time window. The distance of the vehicle from the target intersection can be determined based on the vehicle position information, and then whether the vehicle can pass through the target intersection within the second time window can be determined based on the distance that the vehicle can travel or the transit time of the vehicle.
Next, at step S503, in response to the vehicle being able to pass through the target intersection within the second time window, a corresponding second speed interval is calculated, wherein the second speed interval may include a deceleration interval and a speed-equalizing interval. In an application scenario, the minimum transit time in the second time window is also greater than the maximum transit time in the first time window, so that the vehicle needs to go through a process of decelerating first and then running at a uniform speed in the running process.
Further, at step S504, a second VSP value, a corresponding deceleration passage time, and a uniform passage time corresponding to each vehicle speed are calculated in the aforementioned second speed section. In an application scenario, constraint conditions can be set according to the running distance and the uniform speed of the vehicle, and a deceleration section and a uniform speed section of the vehicle in the running process are calculated according to a corresponding calculation formula. Specifically, knowing that the vehicle can pass through the target intersection at the second time slot, the following equations can be used to calculate the vehicle maximum vehicle speed and minimum vehicle speed. For example, the following formula can be used to calculate
v t ＝v 0 +a*t a
The constraint condition is
dist drive ＞dist intersection
v t ＞0
Wherein, dist drive For the driving process of first reducing speed and then keeping constant speed (the remaining time of the current red light is less, and no stopping is ensured), dist intersection Distance of vehicle from target intersection, v t For final uniform speed of the vehicle, v 0 At an initial vehicle speed, t b A is the uniform speed time to the target crossing, a is the acceleration of deceleration, t a Is the time of deceleration.
At step S505, the aforementioned second VSP value, the deceleration passage time, and the uniform passage time are subjected to weighted calculation in conjunction with the set weights, and a second recommended vehicle speed is determined from the calculation result. According to the preset weight, the VSP value and the passing time can be weighted and calculated, so that the corresponding score value is obtained, the optimal suggested vehicle speed is obtained, and guidance is provided for a driver to drive the vehicle.
Further, when the second time window is calculated according to the first time window and the signal lamp phase period, one or more signal lamp phase periods may be superimposed on the first time window to obtain a corresponding second time window. In an application scenario, when a signal lamp phase period is superimposed on a first time window, the value taking method of a second time window can be explained by the following table. As shown in the following table 1,
TABLE 1
| Current color of light | t min (Current period) | t max (Current period) |
| Red wine | T end | T end +D green |
| Yellow colour | T end +D red | T end +D red +D green |
| Green | 0 | T end |
| t min (Next period) | t max (Next period) | |
| Red wine | T end +T cycle | T end +D green +T cycle |
| Yellow colour | T end +D red +T cycle | T end +D red +D green +T cycle |
| Green | T end +D red +D yellow | T end +D red +D yellow +T cycle |
In the above table 1, the red signal lamp is used as the no-go lamp, the green signal lamp is used as the go lamp, and T end Time remaining for the current light color, D red Red light period, D yellow Yellow lamp period, D green In the green lamp period, T cycle ＝D red +D yellow +D green The phase period of the signal lamp.
The second situation is that the deceleration process of the vehicle cannot be completed before reaching the target intersection, i.e., the vehicle does not have sufficient braking distance.
In this case, the vehicle cannot pass through the target intersection through the acceleration process or complete braking before reaching the target intersection, so that the vehicle falls into a dilemma, and at the moment, an alarm needs to be given to inform a driver that the condition of running the forbidden light may occur. In one application scenario, the process of whether the vehicle can be stopped may be implemented as follows.
Wherein a is min For reverse maximum acceleration, dist decel Is the stopping distance. By relating the braking distance to the distance dist of the vehicle from the target intersection intersection A comparison is made to determine if a stop is possible (a constant deceleration). The calculation process is combined with the process of judging whether the vehicle can pass through the target intersection in the first time window, so that whether the vehicle is in a dilemma area or not can be comprehensively judged, and the warning operation on special conditions of the vehicle is facilitated.
In another aspect of the present invention, the present invention provides a green wave vehicle speed calculation device as shown in fig. 6, which includes a memory, a processor and a computer program stored in the memory and operable on the processor, wherein the processor implements the foregoing green wave vehicle speed calculation method when executing the computer program. Further, the device 10 may further include a display connected to the processor for displaying the green-wave vehicle speed. The method implemented by the device 10 is not described in detail since it has already been described in detail in the foregoing.
As used in this specification and claims, the term "if" may be interpreted contextually as "when", "upon" or "in response to a determination" or "in response to a detection". Similarly, the phrase "if it is determined" or "if a [ described condition or event ] is detected" may be interpreted contextually to mean "upon determining" or "in response to determining" or "upon detecting [ described condition or event ]" or "in response to detecting [ described condition or event ]".
Although the embodiments of the present invention are described above, the descriptions are only examples for facilitating understanding of the present invention, and are not intended to limit the scope and application scenarios of the present invention. It will be understood by those skilled in the art that various changes in form and details may be made therein without departing from the spirit and scope of the invention as defined by the appended claims.
Claims (8)
1. A green wave vehicle speed calculation method is characterized by comprising the following steps:
acquiring signal lamp information of a target intersection;
calculating a first time window corresponding to the target intersection passing through in the state of a passing signal lamp according to the remaining time of the current signal lamp contained in the signal lamp information;
judging whether the vehicle can pass through the target intersection in the first time window or not by combining the current vehicle speed information and the vehicle position information;
in response to the vehicle being able to pass, calculating a corresponding first speed interval in which a first VSP value and a first transit time corresponding to each vehicle speed are calculated; carrying out weighted calculation on the first VSP value and the first passing time by combining the set weight, and determining a first suggested vehicle speed according to the calculation result;
in response to the vehicle failing to pass, calculating a second time window according to the first time window and the signal lamp phase period; judging whether the vehicle can pass through the target intersection in the second time window; responding to the fact that the vehicle can pass through the target intersection within the second time window, and calculating a corresponding second speed interval, wherein the second speed interval comprises a deceleration interval and a speed equalizing interval; calculating a second VSP value corresponding to each vehicle speed, corresponding deceleration passing time and average speed passing time in the second speed interval; and performing weighted calculation on the second VSP value, the deceleration passing time and the uniform speed passing time by combining the set weight, and determining a second suggested vehicle speed according to a calculation result.
2. The green wave vehicle speed calculation method according to claim 1, characterized in that, in response to a vehicle failing, it is determined whether the vehicle has a sufficient braking distance;
and if the braking distance is not enough, outputting an alarm.
3. The green wave vehicle speed calculation method of claim 1, wherein calculating a second time window based on the first time window and a signal lamp phase period comprises:
and superposing one or more signal lamp phase periods on the first time window to obtain the second time window.
4. The green wave vehicle speed calculation method of claim 1, wherein the determining whether the vehicle can pass the target intersection within the first time window comprises:
calculating a first distance traveled within the first time window in combination with maximum acceleration information of the vehicle and current vehicle speed information;
and judging whether the first distance is greater than the distance between the vehicle and the target intersection, if so, judging that the first distance can pass through the target intersection.
5. The green wave vehicle speed calculation method of claim 1, wherein the determining whether the vehicle can pass the target intersection within the first time window comprises:
calculating the running time of the vehicle passing through the target intersection by combining the current vehicle speed information of the vehicle, the distance between the vehicle and the target intersection and the maximum acceleration information of the vehicle;
and judging whether the running time is in the first time window, and if so, judging that the running time can pass through the first time window.
6. The green wave vehicle speed calculation method according to claim 1, wherein the calculating the first speed interval further includes:
and judging whether the vehicle reaches a vehicle speed early warning value when passing through the target intersection, and if so, taking the vehicle speed early warning value as the upper limit of the first speed interval.
7. The method for calculating the green wave vehicle speed according to any one of claims 1 to 6, wherein the acquiring the signal light information of the target intersection comprises: and communicating with a road side unit based on a V2X communication mode to acquire signal lamp information corresponding to the target intersection.
8. A green wave vehicle speed calculation apparatus comprising a memory, a processor, and a computer program stored on the memory and executable on the processor, the processor implementing the green wave vehicle speed calculation method according to any one of claims 1 to 7 when executing the computer program.
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| CN114973690B (en) * | 2022-05-25 | 2024-06-07 | 新驱动重庆智能汽车有限公司 | Green wave vehicle speed guiding test system, method and storage medium based on V2X |
| CN115050194A (en) * | 2022-06-10 | 2022-09-13 | 绿波速度(浙江)科技有限公司 | Distributed intelligent LED green wave electronic display system applied to general road |
| CN115273477B (en) * | 2022-08-10 | 2023-08-01 | 阿波罗智联(北京)科技有限公司 | Intersection driving suggestion pushing method, device, system and electronic equipment |
| CN116840827B (en) * | 2023-08-29 | 2023-12-08 | 山东矩阵软件工程股份有限公司 | Method and system for acquiring speed of low-speed freight train |
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