CN111524373A - Traffic corridor bus signal cooperation method based on artificial intelligence vehicle-road cooperation - Google Patents
Traffic corridor bus signal cooperation method based on artificial intelligence vehicle-road cooperation Download PDFInfo
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- CN111524373A CN111524373A CN202010373174.8A CN202010373174A CN111524373A CN 111524373 A CN111524373 A CN 111524373A CN 202010373174 A CN202010373174 A CN 202010373174A CN 111524373 A CN111524373 A CN 111524373A
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- G08G1/08—Controlling traffic signals according to detected number or speed of vehicles
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- G08G1/0104—Measuring and analyzing of parameters relative to traffic conditions
- G08G1/0137—Measuring and analyzing of parameters relative to traffic conditions for specific applications
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- G08G1/00—Traffic control systems for road vehicles
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- G08G1/081—Plural intersections under common control
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- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
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Abstract
The invention relates to a traffic corridor bus signal coordination method based on artificial intelligence bus-road coordination, which comprises the steps of receiving bus information sent by vehicle-mounted equipment; determining the next downstream crossing of the bus relative to the first crossing according to the bus information during the shift-off; receiving intersection signal lamp information; determining a first recommended speed and a second recommended speed; if the first recommended speed or the second recommended speed exceeds a preset speed value, optimizing the current first intersection signal lamp information and/or the current second intersection signal lamp information; and calculating the per-person delay value. The invention can avoid the waste of the downstream intersection caused by the delay of the public transport saved at the upstream intersection.
Description
Technical Field
The invention relates to the technical field of traffic signal control, in particular to a traffic corridor bus signal coordination method based on artificial intelligence vehicle-road coordination.
Background
With the increasing weight of the urban traffic jam problem, public transport means mainly including buses gradually become a main solution for solving the problem of urban traffic in large and medium cities. Traffic corridor bus signal priority (TSP) can improve the whole efficiency in corridor, bus travel speed, reliability, travelling comfort and security.
Bus signal priority can be realized based on the bus route cooperative system. The vehicle-road cooperative system comprehensively implements real-time interaction and cooperation of dynamic information of people, vehicles and roads by the aid of advanced technologies such as wireless communication, Internet of things and artificial intelligence. The vehicle is communicated with the roadside terminal in real time through the vehicle-mounted terminal, and information such as intersection signal lamp states and running speed suggestions is acquired. The system management center can also timely master vehicle and road condition information through vehicle-road communication, thereby effectively guaranteeing road safety and improving operation efficiency. The vehicle-road cooperative system can intelligently analyze big data such as data uploaded by a vehicle-mounted terminal, data uploaded at the road side of a crossing, road condition data from the internet and the like by using artificial intelligence, and coordinate the passing of each traffic subject including buses according to the analysis result.
However, most of the existing bus signal priority methods only consider priority passing of the current intersection, and sometimes the bus delay saved at an upstream intersection is wasted at a downstream intersection.
Disclosure of Invention
Aiming at the defects of the prior art, the invention aims to provide a traffic corridor bus signal coordination method based on artificial intelligence vehicle-road coordination, which avoids the waste of bus delay saved at an upstream intersection at a downstream intersection.
In order to realize the aim of the invention, the invention provides a traffic corridor bus signal coordination method based on artificial intelligence vehicle-road coordination, which comprises the following steps:
before a bus arrives at a first intersection, receiving bus information sent by vehicle-mounted equipment, wherein the bus information comprises vehicle identity information, time state information, current position information and current speed information;
when the time state information is out of shift, executing the following steps:
determining a second intersection which is the next downstream intersection of the bus relative to the first intersection according to the bus information;
receiving current first intersection signal lamp information sent by first signal lamp control equipment at a first intersection and current second intersection signal lamp information sent by second signal lamp control equipment at a second intersection; the current first intersection signal light information comprises a first current phase and first current traffic light time information, and the current second intersection signal light information comprises a second current phase and second current traffic light time information;
determining a first recommended speed according to the bus information and the first intersection signal light information, and determining a second recommended speed according to the bus information and the second intersection signal light information;
if the first recommended speed and the second recommended speed do not exceed the preset speed value, sending the first recommended speed, current first intersection signal lamp information, the second recommended speed and current second intersection signal lamp information to the vehicle-mounted equipment;
if the first recommended speed or the second recommended speed exceeds a preset speed value, executing the following steps:
optimizing the current first intersection signal lamp information and/or the current second intersection signal lamp information; re-determining a first recommended speed according to the bus information and the optimized first intersection signal light information, and re-determining a second recommended speed according to the bus information, the first recommended speed and the optimized second intersection signal light information, wherein at least one of the optimized first signal information and the optimized second signal information is optimized; until the first recommended speed and the second recommended speed do not exceed the preset speed value;
calculating a first personal average delay value according to the current first intersection signal lamp information and the current second intersection signal lamp information, and calculating a second personal average delay value according to the optimized first intersection signal lamp information and the optimized second intersection signal lamp information;
if the difference between the second person average delay value and the first person average delay value is not larger than a preset allowable value, sending optimized first intersection signal lamp information to first signal lamp control equipment and receiving a first optimized response signal sent by the first signal lamp control equipment and/or sending optimized second intersection signal lamp information to second signal lamp control equipment and receiving a second optimized response signal sent by the second signal lamp control equipment, and sending a first recommended speed, optimized first intersection signal lamp information, a second recommended speed and optimized second intersection signal lamp information to vehicle-mounted equipment.
The further technical scheme is that the receiving of the bus information sent by the vehicle-mounted equipment comprises the following steps: receiving first public transport vehicle information, wherein the first public transport vehicle information comprises vehicle identity information, and comparing the vehicle identity information with a preset vehicle identity information set; if the vehicle identity information is within the range of the preset vehicle identity information set, receiving second bus information, wherein the second bus information comprises vehicle identity information, time state information, current position information and current speed information; and if the vehicle identity information is not in the range of the preset vehicle identity information set, the rest operation is not executed.
The further technical scheme is that the step of determining the next downstream crossing, namely the second crossing, of the bus relative to the first crossing according to the bus information comprises the following steps: and determining the line information according to the identity information of the bus, and determining the second intersection according to the first intersection and the line information.
The further technical scheme is that the step of determining the first recommended speed according to the bus information and the current first intersection signal light information and the step of determining the second recommended speed according to the bus information and the current second intersection signal light information comprises the following steps: determining a time range of arriving at a first intersection according to the current position information and the current speed information, determining a first green light range closest to the time range of arriving at the first intersection according to the current first intersection signal light information, and determining a first recommended speed according to the first green light range; determining the time range of arriving at the second intersection according to the public transport vehicle information and the current second intersection signal light information, determining a second green light range closest to the time range of arriving at the second intersection according to the current second intersection signal light information, and determining a second recommended speed according to the second green light range.
Further technical solution is that optimizing the current first intersection signal light information and/or the current second intersection signal light information includes: selecting a third green light range close to the time range of reaching the first intersection according to the current first intersection signal light information, and adjusting the third green light range according to the time range of the first intersection; and/or selecting a fourth green light range close to the time range reaching the second intersection according to the current second intersection signal light information, and adjusting the fourth green light range according to the time range reaching the second intersection.
A further technical solution is that determining a time range to reach the first intersection according to the current position information and the current speed information includes: calculating the time of arriving at the first intersection according to the current position information and the current speed information received by n first intersection side nodes between the public transport vehicle and the first intersection respectively according to formula I, wherein n is an integer greater than 1:
ti = (Dia + Dib)/Vi (formula I)
Dia in the formula I is the distance between the bus and the first road side node determined according to the current position information; dib is the distance between the first road side node and the stop line of the first intersection, Vi is the current speed, and i is any integer from 1 to n; then the first port time range Tba-1= { T1, … … Tn };
determining the time range for reaching the second intersection according to the current position information and the current speed information comprises the following steps: calculating the time of arriving at the first intersection according to the current position information and the current speed information received by m second road side nodes between the public transport vehicle and the second intersection respectively according to a formula II:
tj = (Djc + Djd)/Vj (formula II)
Djc in the formula II is the distance between the bus and the second road side node determined according to the current position information; djd, the distance between the second road side node and the second road junction stop line, Vj is the current speed, j is any integer from 1 to m, and the time range Tba-2= { T1, … … Tm } is reached.
As an alternative scheme, determining a first recommended speed according to the bus information and the current first intersection signal light information, and determining a second recommended speed according to the bus information and the current second intersection signal light information includes: determining a time range of arriving at a first intersection according to the current position information and the current speed information, determining a first green light range closest to the time range of arriving at the first intersection according to the current first intersection signal light information, and determining a first recommended speed according to the first green light range; determining a time range for driving away from a first intersection according to the bus information and the first recommended speed, determining a time range for reaching a second intersection according to the time range for driving away from the first intersection and the current second intersection signal light information, determining a second green light range closest to the time range for reaching the second intersection according to the current second intersection signal light information, and determining a second recommended speed according to the second green light range.
The further technical scheme is that a first person delay value is calculated according to the current first intersection signal lamp information and the current second intersection signal lamp information, and the method comprises the following steps: calculating the delay time of each of the people in a plurality of continuous signal periods at the first signal lamp and the second signal lamp from the realization period of the current first intersection signal lamp information and the current second intersection signal lamp information; calculating a second personal average delay value according to the optimized first intersection signal lamp information and the optimized second intersection signal lamp information comprises the following steps: and calculating the delay time of each of the people in a plurality of continuous signal periods at the first signal lamp and the second signal lamp from the realization period of the optimized first intersection signal lamp information and the optimized second intersection signal lamp information.
The further technical scheme is that the current position information is GPS positioning information or differential satellite positioning information.
Compared with the prior art, the invention can obtain the following beneficial effects:
the invention is based on the vehicle-road cooperation technology, utilizes the communication among the vehicle-mounted equipment, the road side or intersection equipment and the signal lamp control equipment to carry out global optimization on the first intersection and the second intersection which are in upstream and downstream relation, realizes the prior passing of the public transport vehicles at the upstream and downstream intersections, and avoids the waste of the public transport delay at the upstream intersection and the downstream intersection. In addition, the method and the system judge based on two standards of whether the bus is out of work and whether the delay of each person occurs, and grant priority to pass when the bus is out of work and the new plan does not cause adverse effects on other traffic users, so that the influence on the whole traffic efficiency is reduced.
Drawings
FIG. 1 is a schematic flow chart diagram of an embodiment of a method for traffic corridor bus signal coordination according to the present invention.
FIG. 2 is a schematic road surface diagram of an embodiment of a traffic corridor bus signal coordination method of the invention.
The present invention will be described in further detail with reference to the accompanying drawings and specific embodiments.
Detailed Description
As shown in fig. 1 to fig. 2, the present embodiment provides a traffic corridor bus signal coordination method, which is based on a vehicle-road coordination system, in particular, a vehicle-road coordination system using artificial intelligence. The method comprises the following steps:
step S1: before the bus 10 reaches the first intersection 20, bus information sent by the vehicle-mounted device is received, wherein the bus information comprises vehicle identity information, time state information, current position information and current speed information. The vehicle identification information may be, for example, a vehicle number, and the roadside system may determine a route, a shift, and a driving direction of the vehicle according to the vehicle number and the bus operation information of the background system. Or the public transport vehicle information can comprise the route, the shift, the driving direction and the like of the vehicle and is directly sent to the roadside system by the vehicle-mounted equipment. The time state information is associated with the information of whether to go out of duty, and the information of whether to go out of duty can be generated by the vehicle-mounted equipment and sent to the roadside equipment. In other embodiments of the present invention, the vehicle-mounted device may also send the current time information, and the roadside device determines whether to shift according to the current time information and the preset time information of the bus of the background system. The current position information and the current velocity information may be GPS positioning or differential satellite positioning information.
Specifically, step S1 may include:
first, first public transport vehicle information is received, the first public transport vehicle information comprises vehicle identity information, and the vehicle identity information is compared with a preset vehicle identity information set. The first bus information may also include time status information, current location information, current speed information, and other information. The preset vehicle identity information set can be set by the background system and sent to the road side equipment of each intersection. The first bus information corresponds to the network access request information.
And then, if the vehicle identity information is within the range of the preset vehicle identity information set, receiving second bus information, wherein the second bus information comprises vehicle identity information, time state information, current position information and current speed information. And if the vehicle identity information is not in the range of the preset vehicle identity information set, the rest operation is not executed, and the passing optimization of the bus is not carried out.
For example, after the bus 10 starts the priority request function, the bus information may be sent many times, the roadside device first performs access verification after receiving the information for the first time, and may send a response signal to the vehicle-mounted device after the access verification passes, and receive the subsequently sent vehicle identity information, time state information, current position information, and current speed information. For another example, after the bus 10 starts the priority request function, the network access request information including the bus identity information may be sent first, the roadside device performs network access verification first, and after the network access verification is passed, the response signal may be sent to the on-board device, and the bus 10 further sends the bus identity information, the time status information, the current location information, and the current speed information. If the bus does not belong to the current route, the bus cannot access the network, and the bus runs normal signals at the moment, so that the bus does not pass preferentially, and the system confusion is avoided.
And step S2, judging whether the time state information is out-of-shift. When the time status information is out of shift, the following steps are executed. When the time state information is not out of shift, the operation is carried out according to the normal signal, and the prior passage is not given.
Step S3: the next downstream intersection of the mass-transit vehicle 10 relative to the first intersection 20, the second intersection 30, is determined from the mass-transit vehicle information. Specifically, it may be determined from the current position information and the route information of the bus 10.
Step S4: the current first intersection signal light information sent by the first signal light control device 21 of the first intersection 20 and the current second intersection signal light information sent by the second signal light control device 31 of the second intersection 30 are received. The current first intersection signal light information comprises a first current phase and a first current traffic light time, and the current second intersection signal light information comprises a second current phase and a second current traffic light time.
Step S5: and determining a first recommended speed according to the bus information and the current first intersection signal light information, and determining a second recommended speed according to the bus information and the current second intersection signal light information. Wherein the first recommended speed is a speed at which the bus 10 is suggested to travel until reaching the first intersection 20, and the second recommended speed is a speed at which the bus 10 is suggested to travel from exiting the first intersection 20 to reaching the second intersection 30.
Specifically, a time range of reaching the first intersection is determined according to the current position information and the current speed information, a first green light range closest to the time range of reaching the first intersection is determined according to the current first intersection signal light information, and a first recommended speed is determined according to the first green light range. Determining the time range of arriving at the second intersection according to the public transport vehicle information and the current second intersection signal light information, determining a second green light range closest to the time range of arriving at the second intersection according to the current second intersection signal light information, and determining the second recommended speed according to the second green light range. The "closest approach" here means that the start time or end time of the green light range is closest in time to the arrival time of the second intersection range.
The time range of reaching the first intersection and the time range of reaching the second intersection can be calculated by the following method:
calculating the time of arriving at the first intersection according to the formula I according to the current position information and the speed information received by n first road side nodes 22 between the public transport vehicle 10 and the first intersection 20, wherein n is an integer greater than 1:
ti = (Dia + Dib)/Vi (formula I)
In the formula I, Dia is the distance between the bus and the first road side node 22 determined according to the current position information, Dib is the distance between the first road side node 22 and the stop line of the first intersection 20, Vi is the current speed, and I is any integer from 1 to n; the arrival first port time range Tba-1= { T1, … … Tn }, i.e., the set of individual arrival first port times, may be a continuous range between a maximum value and a minimum value.
Calculating the time of arriving at the second intersection according to the current position information and the current speed information received by m second road side nodes 32 between the public transport vehicle 10 and the second intersection 30 respectively according to a formula II, wherein m is an integer larger than 1:
tj = (Djc + Djd)/Vj (formula II)
In the formula II, Djc is the distance between the bus 10 and the second road side node 32 determined according to the current position information, Djd is the distance between the second road side node 32 and the stop line of the second intersection 30, Vj is the current speed, and j is any integer from 1 to m; the second port time range Tba-2= { T1, … … Tm }.
It should be noted that the time for detecting each roadside node may be different, and for example, may be measured when the bus 10 enters the roadside node detection range. The second roadside node 32 may comprise the first roadside node 22. At least a portion of the second road side nodes 32 can detect information when the bus 10 has not passed the first intersection 20.
In other embodiments of the present invention, the first recommended speed and the second recommended speed may also be calculated by: determining a time range of arriving at a first intersection according to the current position information and the current speed information, determining a first green light range closest to the time range of arriving at the first intersection according to the current first intersection signal light information, and determining a first recommended speed according to the first green light range; determining a time range for driving away from a first intersection according to the bus information and the first recommended speed, determining a time range for reaching a second intersection according to the time range for driving away from the first intersection and the current second intersection signal light information, determining a second green light range closest to the time range for reaching the second intersection according to the current second intersection signal light information, and determining a second recommended speed according to the second green light range. The method corrects the second recommendation speed according to the first recommendation speed, and improves the calculation precision. The time range for reaching the first intersection can be calculated by referring to the calculation method, and the second recommended speed can be calculated by dividing the distance between the first intersection and the second intersection by the average value of the speeds measured by the second roadside nodes 32.
Step S6: and if the first recommended speed and the second recommended speed do not exceed the preset speed value, sending the first recommended speed, the current first intersection signal lamp information, the second recommended speed and the current second intersection signal lamp information to the vehicle-mounted equipment, and directly operating normal signals, so that the bus can pass smoothly. If the first recommended speed or the second recommended speed exceeds the preset speed value, the following step S7 is performed.
Step S7, optimizing the current first intersection signal light information and/or the current second intersection signal light information; and re-determining the first recommended speed according to the bus information and the optimized first intersection signal lamp information, and re-determining the second recommended speed according to the bus information, the first recommended speed and the optimized second intersection signal lamp information. Here, at least one of the optimized first signal information and the optimized second signal information is optimized. And circulating the operations until the first recommended speed and the second recommended speed do not exceed the preset speed value. In this embodiment, the preset velocity value may be 60 km/h.
Specifically, the optimization method comprises the following steps: selecting a third green light range close to the time range of reaching the first intersection according to the current first intersection signal light information, and adjusting the third green light range according to the time range of the first intersection; and/or selecting a fourth green light range close to the time range reaching the second intersection according to the current second intersection signal light information, and adjusting the fourth green light range according to the time range reaching the second intersection. The third green light range may be the first green light range or another proximate green light range other than the first green light range, and the fourth green light range may be the second green light range or another proximate green light range other than the second green light range. Specifically, if the bus 10 is expected to arrive shortly before the original green range, the green time is started earlier; if the bus 10 is expected to arrive shortly after the original green range, the green time is extended.
Step S8: and calculating a first personal average delay value according to the current first intersection signal lamp information and the current second intersection signal lamp information, and calculating a second personal average delay value according to the optimized first intersection signal lamp information and the optimized second intersection signal lamp information.
Specifically, starting from a current first intersection signal light information realization cycle and a current second intersection signal light information realization cycle, calculating delay time of each of multiple continuous signal cycles at the first signal light and the second signal light, namely a first person delay value. And calculating the delay time of the people in a plurality of continuous signal periods at the first signal lamp and the second signal lamp from the realization period of the optimized first intersection signal lamp information and the optimized second intersection signal lamp information, namely the delay time of the second people. The first and second human-averaged delay values employ the same number of consecutive signal cycles, e.g., 3. The man-average error value can be realized in a vehicle-road coordination system, and the vehicle-road coordination system can obtain the passenger capacity in the vehicle, for example, the passenger capacity in the bus can be determined according to the card swiping amount.
Step S9: if the difference between the second person average delay value and the first person average delay value is not larger than a preset allowable value, sending optimized first intersection signal lamp information to the first signal lamp control equipment and receiving a first optimized response signal sent by the first signal lamp control equipment and/or sending optimized second intersection signal lamp information to the second signal lamp control equipment and receiving a second optimized response signal sent by the second signal lamp control equipment, and specifically, whether to send the optimized first intersection signal lamp information and the optimized second intersection signal lamp information is optimized and determined relative to the current first intersection signal lamp information and the current second intersection signal lamp information. And simultaneously or subsequently sending the first recommended speed, the optimized first intersection signal lamp information, the second recommended speed and the optimized second intersection signal lamp information to the vehicle-mounted equipment. At least one of the optimized first signal information and the optimized second signal information is optimized.
And if the difference between the second person-average delay value and the first person-average delay value is greater than a preset allowable value, the prior traffic is not allowed, and the operation is carried out according to a normal signal.
The preset allowable value is a value allowing the second people average delay value to exceed the first people average delay value, and the tolerance degree of influencing other traffic vehicles on the prior passage of the public traffic vehicles is reflected. In the present embodiment, the preset allowable value may be 0.
Therefore, the invention can intelligently realize the cooperative priority of the public transport vehicles at the upstream intersection and the downstream intersection, and avoid the waste of the upstream intersection caused by the delay of the public transport vehicles at the downstream intersection.
Finally, it should be emphasized that the above-described embodiments are merely preferred examples of the invention, which is not intended to limit the invention. Any modification, equivalent replacement, or improvement made within the spirit and principle of the present invention should be included in the protection scope of the present invention.
Claims (9)
1. A traffic corridor bus signal cooperation method based on artificial intelligence vehicle-road cooperation is characterized by comprising the following steps:
the method comprises the steps that before a bus arrives at a first intersection, bus information sent by vehicle-mounted equipment is received, wherein the bus information comprises vehicle identity information, time state information, current position information and current speed information;
when the time state information is out of shift, executing the following steps:
determining a second intersection which is a next downstream intersection of the bus relative to the first intersection according to the bus information;
receiving current first intersection signal lamp information sent by first signal lamp control equipment of the first intersection and current second intersection signal lamp information sent by second signal lamp control equipment of the second intersection; the current first intersection signal light information comprises a first current phase and a first current traffic light time, and the current second intersection signal light information comprises a second current phase and a second current traffic light time;
determining a first recommended speed according to the bus information and the current first intersection signal lamp information, and determining a second recommended speed according to the bus information and the current second intersection signal lamp information;
if the first recommended speed and the second recommended speed do not exceed a preset speed value, sending the first recommended speed, the current first intersection signal lamp information, the second recommended speed and the current second intersection signal lamp information to the vehicle-mounted equipment;
if the first recommended speed or the second recommended speed exceeds a preset speed value, executing the following steps:
optimizing the current first intersection signal lamp information and/or the current second intersection signal lamp information; re-determining the first recommended speed according to the bus information and the optimized first intersection signal light information, and re-determining the second recommended speed according to the bus information, the first recommended speed and the optimized second intersection signal light information, wherein at least one of the optimized first signal information and the optimized second signal information is optimized; until the first recommended speed and the second recommended speed do not exceed a preset speed value;
calculating a first personal average delay value according to the current first intersection signal lamp information and the current second intersection signal lamp information, and calculating a second personal average delay value according to the optimized first intersection signal lamp information and the optimized second intersection signal lamp information;
if the difference between the second per-person delay value and the first per-person delay value is not greater than a preset allowable value, sending the optimized first intersection signal lamp information to the first signal lamp control equipment and receiving a first optimized response signal sent by the first signal lamp control equipment and/or sending the optimized second intersection signal lamp information to the second signal lamp control equipment and receiving a second optimized response signal sent by the second signal lamp control equipment, and sending the first recommended speed, the optimized first intersection signal lamp information, the second recommended speed and the optimized second intersection signal lamp information to the vehicle-mounted equipment.
2. The traffic corridor bus signal coordination method based on artificial intelligence vehicle-road coordination as claimed in claim 1, characterized in that:
the receiving of the bus information sent by the vehicle-mounted equipment comprises the following steps: receiving first public transport vehicle information, wherein the first public transport vehicle information comprises vehicle identity information, and comparing the vehicle identity information with a preset vehicle identity information set; if the vehicle identity information is within the range of the preset vehicle identity information set, second bus information is received, wherein the second bus information comprises vehicle identity information, time state information, current position information and current speed information; and if the vehicle identity information is not in the range of the preset vehicle identity information set, no residual operation is executed.
3. The traffic corridor bus signal coordination method based on artificial intelligence vehicle-road coordination as claimed in claim 1, characterized in that:
the determining, according to the bus information, that the bus is at a second intersection, which is a next downstream intersection relative to the first intersection, includes: and determining route information according to the identity information of the bus, and determining the second intersection according to the first intersection and the route information.
4. The traffic corridor bus signal coordination method based on artificial intelligence vehicle-road coordination according to any claim 1 to 3, characterized in that:
the determining a first recommended speed according to the bus information and the current first intersection signal light information, and the determining a second recommended speed according to the bus information and the current second intersection signal light information includes:
determining a time range of reaching a first intersection according to the current position information and the current speed information, determining a first green light range closest to the time range of reaching the first intersection according to the current first intersection signal light information, and determining the first recommended speed according to the first green light range; determining a time range for reaching a second intersection according to the bus information and the current second intersection signal light information, determining a second green light range closest to the time range for reaching the second intersection according to the current second intersection signal light information, and determining a second recommended speed according to the second green light range.
5. The traffic corridor bus signal coordination method based on artificial intelligence vehicle-road coordination as claimed in claim 4, characterized in that:
the optimizing the current first intersection signal light information and/or the current second intersection signal light information includes:
selecting a third green light range close to the time range for reaching the first intersection according to the current first intersection signal light information, and adjusting the third green light range according to the time range of the first intersection; and/or selecting a fourth green light range close to the time range reaching the second intersection according to the current second intersection signal light information, and adjusting the fourth green light range according to the time range reaching the second intersection.
6. The traffic corridor bus signal coordination method based on artificial intelligence vehicle-road coordination as claimed in claim 4, characterized in that:
the determining the time range of reaching the first intersection according to the current position information and the current speed information comprises: calculating the time of arriving at the first intersection according to the current position information and the speed information received by n first road side nodes between the public transport vehicle and the first intersection respectively according to a formula I, wherein n is an integer larger than 1:
ti = (Dia + Dib)/Vi (formula I)
In formula I, Dia is the distance between the bus and the first road side node determined according to the current position information, Dib is the distance between the first road side node and the stop line of the first intersection, Vi is the current speed, and I is any integer from 1 to n; then the arrival time range Tba-1= { T1, … … Tn };
the determining the time range of reaching the second intersection according to the current position information and the current speed information comprises: respectively calculating the time of arriving at a second intersection according to the current position information and the current speed information received by m second road side nodes between the public transport vehicle and the second intersection according to a formula II, wherein m is an integer larger than 1:
tj = (Djc + Djd)/Vj (formula II)
In the formula II, Djc is the distance between the bus and the second road side node determined according to the current position information, Djd is the distance between the second road side node and the second stop line, Vj is the current speed, and j is any integer from 1 to m; the second port time range Tba-2= { T1, … … Tm }.
7. The traffic corridor bus signal coordination method based on artificial intelligence vehicle-road coordination as claimed in any one of claims 1 to 3, characterized in that:
determining a first recommended speed according to the bus information and the current first intersection signal light information, and determining a second recommended speed according to the bus information and the current second intersection signal light information comprises: determining a time range of reaching a first intersection according to the current position information and the current speed information, determining a first green light range closest to the time range of reaching the first intersection according to the current first intersection signal light information, and determining a first recommended speed according to the first green light range; determining a time range of driving away from a first intersection according to the bus information and the first recommended speed, determining a time range of reaching a second intersection according to the time range of driving away from the first intersection and the current second intersection signal light information, determining a second green light range closest to the time range of reaching the second intersection according to the current second intersection signal light information, and determining a second recommended speed according to the second green light range.
8. The traffic corridor bus signal coordination method based on artificial intelligence vehicle-road coordination as claimed in any one of claims 1 to 3, characterized in that:
the calculating a first personal delay value according to the current first intersection signal lamp information and the current second intersection signal lamp information comprises: calculating the delay time of each of the people in a plurality of continuous signal periods at the first signal lamp and the second signal lamp from the realization period of the current first intersection signal lamp information and the current second intersection signal lamp information;
the calculating a second personal average delay value according to the optimized first intersection signal lamp information and the optimized second intersection signal lamp information comprises: and calculating the delay time of each of the people in the plurality of continuous signal periods at the first signal lamp and the second signal lamp from the realization period of the optimized first intersection signal lamp information and the optimized second intersection signal lamp information.
9. The traffic corridor bus signal coordination method based on artificial intelligence vehicle-road coordination as claimed in any one of claims 1 to 3, characterized in that:
the current position information is GPS positioning information or differential satellite positioning information.
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