CN111785039A - Control method, device, equipment and medium for two-way single-lane intelligent driving vehicle - Google Patents

Abstract

The disclosure provides a control method, a control device, control equipment and a control medium for a bidirectional single-lane intelligent driving vehicle. An avoidance area is arranged in the bidirectional single lane, and the method comprises the following steps: when a first vehicle enters a two-way single lane from one end of the two-way single lane and a second vehicle needing to enter the two-way single lane exists at the other end of the two-way single lane, determining multiple passing strategies according to the position of the first vehicle, wherein the multiple passing strategies comprise two or more strategies of waiting for the second vehicle to pass at one end of the two-way single lane, waiting for the first vehicle to enter an avoidance area, waiting for the second vehicle to enter the avoidance area and waiting for the first vehicle to pass at the other end of the two-way single lane; calculating corresponding control time under each traffic strategy; and controlling the first vehicle and the second vehicle by using the traffic strategy corresponding to the minimum control time. The collision and congestion of the vehicle are avoided, and the traffic efficiency of the intelligent driving vehicle in the two-way single lane is improved.

Description

Control method, device, equipment and medium for two-way single-lane intelligent driving vehicle

technical field

The present disclosure relates to the field of intelligent driving control, and in particular, to a control method, device, device and medium for a two-way single-lane intelligent driving vehicle.

Background technique

The key technologies of unmanned driving involve many technical fields such as executive control, environmental perception, high-precision positioning, decision planning, and operation scheduling. When multiple unmanned vehicles need to occupy a specific area at the same time, due to the conflict of route resources, it is necessary to set an appropriate traffic strategy to avoid collision or congestion between vehicles caused by simultaneous occupation.

SUMMARY OF THE INVENTION

(1) Technical problems to be solved

The present disclosure provides a control method, device, device and medium for a two-way single-lane intelligent driving vehicle, which utilizes the traffic strategy corresponding to the minimum control time to control the vehicle, avoids vehicle collision and congestion, and improves the intelligent driving vehicle in the two-way single lane. traffic efficiency.

(2) Technical solutions

The present disclosure provides a control method for a two-way single-lane intelligent driving vehicle, wherein an avoidance area is set in the two-way single-lane, and the method includes: when a first vehicle enters the two-way single-lane from one end of the two-way single-lane During the process, when there is a second vehicle that needs to enter the two-way single lane at the other end of the two-way single lane, multiple traffic strategies are determined according to the position of the first vehicle, and the multiple traffic strategies include the first vehicle. The vehicle waits at one end of the two-way single lane for the second vehicle to pass, the first vehicle enters the avoidance area and waits, the second vehicle enters the avoidance area and waits, and the second vehicle is at the The other end of the two-way single lane waits for the first vehicle to pass through two or more strategies; calculate the corresponding control time under each of the traffic strategies; use the traffic strategy corresponding to the minimum control time to control the first vehicle and a second vehicle.

Optionally, the method further includes: determining a first weight corresponding to the first vehicle according to the priorities of the first vehicle and the second vehicle, and determining a second weight corresponding to the second vehicle.

Optionally, the calculating the control time corresponding to each of the traffic strategies includes: calculating the first control time corresponding to the first vehicle and the second control time corresponding to the second vehicle under each of the traffic strategies; The first weight, the second weight, the first control time and the second control time under each of the traffic strategies are used to calculate the control time corresponding to each of the traffic strategies.

Optionally, the control time is:

T=ω ₁ ·T ₁ +ω ₂ ·T ₂

Wherein, T is the control time, ω ₁ is the first weight, T ₁ is the first control time, ω ₂ is the second weight, and T ₂ is the second control time.

Optionally, the _first control time T1 is:

T ₁ =(T _1in +T _1out +T _1wait )+T _1stop +T _stop1

Wherein, when the first vehicle enters the avoidance area and waits, T _1in is the time taken by the first vehicle to enter the avoidance area, T _1out is the time taken by the first vehicle to exit the avoidance area, and T _1wait is the time that the first vehicle waits in the avoidance area; when the second vehicle enters the avoidance area and waits, T _1stop is the time that the first vehicle waits at the entrance of the avoidance area; T _stop1 is the time that the first vehicle waits at one end of the two-way single lane.

Optionally, the _second control time T2 is:

T ₂ =(T _2in +T _2out +T _2wait )+T _2stop +T _stop2

Wherein, when the second vehicle enters the avoidance area and waits, T _2in is the time taken by the second vehicle to enter the avoidance area, T _2out is the time taken by the second vehicle to exit the avoidance area, and T _2wait is the time that the second vehicle waits in the avoidance area; when the first vehicle enters the avoidance area and waits, T _2stop is the time that the second vehicle waits at the entrance of the avoidance area; T _{stop 2} is the time that the second vehicle waits at one end of the two-way single lane.

Optionally, the method further includes: monitoring in real time whether vehicles enter at both ends of the two-way single lane.

The present disclosure also provides a control device for a two-way single-lane intelligent driving vehicle, wherein an avoidance area is set in the two-way single-lane, and the device includes: a strategy determination module for when the first vehicle passes from one end of the two-way single-lane During the process of entering the two-way single lane, when there is a second vehicle that needs to enter the two-way single lane at the other end of the two-way single lane, various traffic strategies are determined according to the position of the first vehicle. The traffic strategy includes that the first vehicle waits for the second vehicle to pass through at one end of the two-way single lane, the first vehicle enters the avoidance area and waits, the second vehicle enters the avoidance area and waits, The second vehicle waits at the other end of the two-way single lane for the first vehicle to pass through two or more strategies; a calculation module is used to calculate the control time corresponding to each of the passing strategies; a control module, It is used to control the first vehicle and the second vehicle by using the traffic strategy corresponding to the minimum control time.

The present disclosure also provides an electronic device, comprising: a processor; a memory storing a computer-executable program that, when executed by the processor, causes the processor to execute the above-mentioned bidirectional single lane Control methods for intelligent driving vehicles.

The present disclosure also provides a computer-readable storage medium on which a computer program is stored, and when the program is executed by a processor, implements the above-mentioned control method for a two-way single-lane intelligent driving vehicle.

(3) Beneficial effects

The control method, device, device and medium for a two-way single-lane intelligent driving vehicle provided by the present disclosure, set a two-way single-lane containing an avoidance area as a control area, set a variety of traffic strategies, and select the traffic strategy corresponding to the minimum control time to control Vehicles, avoid vehicle collisions and congestion, and improve the efficiency of intelligent driving vehicles in two-way single lanes.

Description of drawings

FIG. 1 schematically shows a flowchart of a method for controlling a two-way single-lane intelligent driving vehicle provided by an embodiment of the present disclosure;

FIG. 2A schematically shows a schematic structural diagram of a two-way single lane and an avoidance area provided by an embodiment of the present disclosure;

FIG. 2B schematically shows a schematic structural diagram of a two-way single lane and an avoidance area provided by another embodiment of the present disclosure;

3A-3D respectively schematically illustrate four traffic strategies in the control method for a two-way single-lane intelligent driving vehicle according to an embodiment of the present disclosure;

FIG. 4 schematically shows a block diagram of a control device for a two-way single-lane intelligent driving vehicle provided by an embodiment of the present disclosure;

FIG. 5 schematically shows a block diagram of an electronic device provided by an embodiment of the present disclosure.

Description of reference numbers:

1-Two-way single lane; 2-Avoidance area; 3-Control area; 4-First vehicle; 5-Second vehicle.

Detailed ways

In order to make the objectives, technical solutions and advantages of the present invention clearer, the present invention will be further described in detail below with reference to specific embodiments and accompanying drawings.

FIG. 1 schematically shows a flowchart of a control method for a two-way single-lane intelligent driving vehicle provided by an embodiment of the present disclosure. Referring to FIG. 1 and in conjunction with FIGS. 2A-3D, the method shown in FIG. 1 will be described in detail, and the method includes operations S110-operation S130.

Operation S110, when the first vehicle enters the two-way single-lane from one end of the two-way single-lane, and there is a second vehicle that needs to enter the two-way single-lane at the other end of the two-way single-lane, determine multiple traffic strategies according to the position of the first vehicle , a variety of traffic strategies include: the first vehicle waits at one end of the two-way single lane for the second vehicle to pass, the first vehicle enters the avoidance area and waits, the second vehicle enters the avoidance area and waits, and the second vehicle waits at the other end of the two-way single lane Two or more strategies in the first vehicle pass.

In this embodiment, the two-way single lane refers to a single lane that allows intelligent driving vehicles to pass in both directions. A two-way single lane is provided with an avoidance area, so that vehicles at both ends of the two-way single lane can stray at the avoidance area. In this embodiment, one or more avoidance areas may be set on both sides of a two-way single lane according to an actual application scenario, as shown in FIGS. 2A and 2B . Taking the two-way single lane 1 shown in FIG. 2A as an example to set up an avoidance area 2 on both sides, the area framed by the dotted line in the figure is the control area 3, and the position and size of the control area can be determined by calculation or manual drawing, To ensure that the two-way single lane 1 is included in the restricted area 3. After the intelligent driving vehicle reaches the control area, the method in this embodiment is used to control the vehicle communication, so as to prevent the vehicle from colliding when two vehicles are traveling in opposite directions in the two-way single lane.

According to the embodiment of the present disclosure, it is possible to monitor in real time whether there is a vehicle entering at both ends of the two-way single lane. When a vehicle entering is monitored, the event of the vehicle entering the control area is immediately triggered to execute the control method in this embodiment. The intelligent driving vehicle can collect the vehicle coordinates. When it detects that the vehicle coordinates enter the control area, the event of the vehicle entering the control area is triggered to obtain all other intelligent driving vehicles that are about to enter the control area and encounter the vehicle, so as to determine the vehicle’s location. pass strategy.

When the first vehicle enters the two-way single-lane from one end of the two-way single-lane, and there is a second vehicle that needs to enter the two-way single-lane at the other end of the two-way single-lane, there are four traffic strategies. In this embodiment, the number of avoidance areas is taken as an example to illustrate the four traffic strategies, as shown in FIGS. 3A-3D respectively.

Referring to the first traffic strategy shown in FIG. 3A , the second vehicle 5 stops and waits at the entrance of the control area. After the first vehicle 4 passes through the two-way single lane, the second vehicle drives into the two-way single lane to pass.

Referring to the second traffic strategy shown in FIG. 3B , the second vehicle 5 enters the avoidance area and waits. After the first vehicle 4 passes through the two-way single lane, the second vehicle drives out of the avoidance area to pass in the two-way single lane. Specifically, the first vehicle and the second vehicle are traveling in opposite directions. If the second vehicle enters the avoidance area before the first vehicle reaches the entrance of the avoidance area, the first vehicle directly passes through the two-way single lane; if the first vehicle arrives at the entrance of the avoidance area The second vehicle has not yet entered the avoidance area, and the first vehicle waits at the entrance of the avoidance area until the second vehicle enters the avoidance area and then drives through the two-way single lane.

Referring to the third traffic strategy shown in FIG. 3C , the first vehicle 4 stops and waits at the entrance of the control area, and after the second vehicle 5 passes through the two-way single lane, the first vehicle drives into the two-way single lane to pass.

Referring to the fourth traffic strategy shown in FIG. 3D , the first vehicle 4 enters the avoidance area and waits, and after the second vehicle 5 passes through the two-way single lane, the first vehicle drives out of the avoidance area to pass in the two-way single lane. Specifically, the first vehicle and the second vehicle are traveling in opposite directions. If the first vehicle enters the avoidance area before the second vehicle reaches the entrance of the avoidance area, the second vehicle directly passes through the two-way single lane; if the second vehicle arrives at the entrance of the avoidance area The first vehicle has not yet entered the avoidance area, and the second vehicle waits at the entrance of the avoidance area until the first vehicle enters the avoidance area and then drives through the two-way single lane.

In operation S120, the control time corresponding to each traffic policy is calculated.

According to an embodiment of the present disclosure, before performing operation S120, the following operations should also be performed: determining a first weight corresponding to the first vehicle according to the priorities of the first vehicle and the second vehicle, and determining a second weight corresponding to the second vehicle . In the embodiment of the present disclosure, the corresponding relationship between the priority and the weight may be preset. When the first vehicle and the second vehicle arrive in the control area, the priority of the first vehicle and the second vehicle is obtained, and the preset value is queried. The correspondence relationship determines the above-mentioned first weight and second weight. It can be understood that the higher the priority of the vehicle, the greater the corresponding weight, and the corresponding weight needs to be considered to determine the total control time, so as to give priority to the vehicle with high priority on the basis of ensuring a shorter control time.

According to an embodiment of the present disclosure, operation S120 includes sub-operation S120A and sub-operation S120B.

In sub-operation S120A, the first control time corresponding to the first vehicle and the second control time corresponding to the second vehicle under each traffic strategy are calculated.

According to the embodiment of the present disclosure, the first control time T1 corresponding to the _first vehicle is:

T ₁ =(T _1in +T _1out +T _1wait )+T _1stop +T _stop1

Wherein, when the first vehicle enters the avoidance area and waits, _T1in is the time taken by the first vehicle to enter the avoidance area, _T1out is the time taken by the first vehicle to leave the avoidance area, and _T1wait is the time the first vehicle waits in the avoidance area ; When the second vehicle enters the avoidance area and waits, T _1stop is the time that the first vehicle waits at the entrance of the avoidance area; T _stop1 is the time that the first vehicle waits at one end of the two-way single lane.

According to the embodiment of the present disclosure, the second control time T ₂ corresponding to the second vehicle is:

T ₂ =(T _2in +T _2out +T _2wait )+T _2stop +T _stop2

Wherein, when the second vehicle enters the avoidance area and waits, _T2in is the time taken by the second vehicle to enter the avoidance area, _T2out is the time taken by the second vehicle to leave the avoidance area, and _T2wait is the time the second vehicle waits in the avoidance area ; When the first vehicle enters the avoidance area and waits, T _2stop is the time that the second vehicle waits at the entrance of the avoidance area; T _stop2 is the time that the second vehicle waits at one end of the two-way single lane.

In sub-operation S120B, the corresponding control time under each traffic strategy is calculated according to the first weight, the second weight, the first control time and the second control time under each traffic strategy. The control time is:

T=ω ₁ ·T ₁ +ω ₂ ·T ₂

Among them, T is the control time, ω ₁ is the first weight, T ₁ is the first control time, ω ₂ is the second weight, and T ₂ is the second control time.

For the first traffic strategy shown in FIG. 3A , the first vehicle passes directly, and the first control time T ₁ is 0; the second vehicle waits at the entrance of the control area, then T _2in , T _2out , T _2wait , and T _2stop are all 0, the second control time T ₂ =T _{stop 2} .

The time T _stop2 that the second vehicle waits at one end of the two-way single lane is determined by the time required for the first vehicle to leave the control area from the current position, and T _stop2 can be expressed as:

T _stop2 =T _hout -T _hcurrent

Wherein, T _hout is the time when the first vehicle leaves the control area, and T _hcurrent is the current time, and T _hout and T _hcurrent can be obtained from the path information of the first vehicle.

Under the first traffic strategy, the control time T is:

T=ω ₂ ·(T _{hout -T hcurrent )}

For the second traffic strategy shown in FIG. 3B , the second vehicle waits for the first vehicle to pass in the avoidance area, then T _1in , T _1out , T _1wait , and T _stop1 are all 0, and the first control time T ₁ =T _1stop ; and T _2stop and T _stop2 are both 0, and the second control time T ₂ =T _2in + T _2out +T _2wait .

For the above-mentioned second traffic strategy, there are two situations: the first vehicle arrives at the avoidance area first and the second vehicle arrives at the avoidance area first. It can be distinguished by calculating the encounter point between the avoidance path of the second vehicle and the travel path of the first vehicle. If the paths of the two do not meet, it means that the second vehicle reaches the avoidance area first, and the first vehicle does not need to be in the avoidance area. Wait at the entrance; if the paths of the two meet, it indicates that the first vehicle reaches the avoidance area first, and the first vehicle needs to wait at the entrance of the avoidance area.

(1) When the first vehicle arrives at the avoidance area first:

The first control time T ₁ and the time T _1stop that the first vehicle waits at one end of the two-way single lane are:

T ₁ =T _1stop =t _2yield -t _2current

Wherein, t _2yield is the time when the second vehicle arrives at the avoidance area, and t _2current is the time corresponding to the second vehicle when the first vehicle arrives at the entrance of the avoidance area.

The time T _2in for the second vehicle to enter the avoidance area, the time T _2out for the second vehicle to leave the avoidance area, the time T _2wait for the second vehicle to wait in the avoidance area, and the second control time T2 corresponding to the _second vehicle are respectively:

T _2in =s _2in /v _2in

T _2out =s _2out /v _2out

T _2wait =s _yiled /v _1yiled

T ₂ =(s _2in /v _2in )+(s _2out /v _2out )+(s _yiled /v _1yiled )

Among them, s _2in is the distance from the entrance of the avoidance area to the parking space in the avoidance area, v _2in is the average speed of the second vehicle from the entrance of the avoidance area to the parking space in the avoidance area, and s _2out is the second vehicle from the parking space in the avoidance area to The distance from the exit of the avoidance area, v _2out is the average speed of the second vehicle from the parking space of the avoidance area to the exit of the avoidance area, s _yiled is the length of the lane next to the avoidance area, and v _1yiled is the average speed of the first vehicle passing the lane next to the avoidance area.

The control time T is:

T=ω ₁ ·(t _2yield -t _2current )+ω ₂ ·[(s _2in /v _2in )+(s _2out /v _2out )+(s _yiled /v _1yiled )]

(2) When the second vehicle arrives at the avoidance area first:

The first control time T ₁ and the time T _1stop that the first vehicle waits at one end of the two-way single lane are both 0, that is, T ₁ =0.

The time T _2wait that the second vehicle waits in the avoidance zone is:

T _2wait =t _1out -t _1current

Wherein, t _1out is the time when the first vehicle arrives at the exit of the avoidance area, and t _1current is the time corresponding to the first vehicle when the second vehicle arrives at the parking space of the avoidance area.

The second control time T ₂ and the control time T are:

T ₂ =(s _2in /v _2in )+(s _2out /v _2out )+(t _1out -t _1current )

T=ω ₂ ·[(s _2in /v _2in )+(s _2out /v _2out )+(t _1out -t _1current )]

For the third traffic strategy shown in FIG. 3C , the second vehicle passes directly, and the first vehicle waits at the entrance of the control area. The calculation process of the corresponding control time is similar to the calculation process of the control time corresponding to the traffic strategy shown in FIG. 3A . , the control time T is:

T=ω ₁ ·(T _1out −T _1current )

Wherein, T _1out is the time when the second vehicle leaves the control area, and T _1current is the current time. T _1out and T _1current can be obtained from the path information of the second vehicle.

For the fourth traffic strategy shown in FIG. 3D , the first vehicle waits for the second vehicle to pass in the avoidance area, and the calculation process of the corresponding control time is similar to the calculation process of the control time corresponding to the traffic strategy shown in FIG. 3C , Divided into the following two cases:

(1') When the second vehicle arrives at the avoidance area first, the control time T is:

T=ω ₁ ·((s _1in /v _1in )+(s _1out /v _1out )+(s _yiled /v _2yiled ))+ω ₂ ·[t _1yield -t _1current ]

Among them, s _1in is the distance from the entrance of the avoidance area to the parking space in the avoidance area, v _1in is the average speed of the first vehicle from the entrance of the avoidance area to the parking space in the avoidance area, and s _1out is the first vehicle from the parking space in the avoidance area to The distance from the exit of the avoidance area, v _1out is the average speed of the first vehicle from the parking space of the avoidance area to the exit of the avoidance area, s _yiled is the length of the lane next to the avoidance area, v _2yiled is the average speed of the second vehicle passing the lane next to the avoidance area, t _1yield is the time when the first vehicle reaches the avoidance area, and t _1current is the time corresponding to the first vehicle when the second vehicle arrives at the entrance of the avoidance area.

(2') When the first vehicle arrives at the avoidance area first, the control time T is:

T=ω ₁ ·[(s _1in /v _1in )+(s _1out /v _1out )+(t _2out -t _2current )]

Wherein, t _2out is the time when the second vehicle arrives at the exit of the avoidance area, and t _2current is the time corresponding to the second vehicle when the first vehicle arrives at the parking space of the avoidance area.

In operation S130, the first vehicle and the second vehicle are controlled by using the traffic strategy corresponding to the minimum control time.

Specifically, the four control times corresponding to the above four traffic strategies are compared, and the traffic strategy corresponding to the minimum control time is used to control the first vehicle and the second vehicle. Taking the minimum control time corresponding to the traffic strategy shown in FIG. 3B as an example, the second vehicle enters the avoidance area and waits until the first vehicle passes the avoidance area, and then the second vehicle leaves the avoidance area and passes through the two-way single lane. .

FIG. 4 schematically shows a block diagram of a control device for a two-way single-lane intelligent driving vehicle provided by an embodiment of the present disclosure. Referring to FIG. 4 , the apparatus includes a policy determination module 410 , a calculation module 420 and a control module 430 .

The strategy determination module 410, for example, executes operation S110, for when the first vehicle enters the two-way single lane from one end of the two-way single lane, when there is a second vehicle that needs to enter the two-way single lane at the other end of the two-way single lane, according to the first The position of the vehicle determines a variety of traffic strategies. The various traffic strategies include: the first vehicle waits at one end of the two-way single lane for the second vehicle to pass, the first vehicle enters the avoidance area and waits, the second vehicle enters the avoidance area and waits, and the second vehicle waits in the avoidance area. Two or more strategies in waiting for the first vehicle to pass at the other end of the two-way single lane.

The calculation module 420, for example, performs operation S120 for calculating the corresponding control time under each traffic policy.

The control module 430, for example, performs operation S130 to control the first vehicle and the second vehicle by using the traffic strategy corresponding to the minimum control time.

For details not covered in this embodiment, please refer to the control method for a two-way single-lane intelligent driving vehicle described in the embodiments shown in the foregoing FIG. 1 to FIG. 3D , which will not be repeated here.

An embodiment of the present disclosure also shows an electronic device. As shown in FIG. 5 , the electronic device 500 includes a processor 510 and a computer-readable storage medium 520 . The electronic device 500 can execute the control method for a two-way single-lane intelligent driving vehicle described in FIG. 1 to FIG. 3D above.

Specifically, the processor 510 may include, for example, a general-purpose microprocessor, an instruction set processor and/or a related chipset, and/or a special-purpose microprocessor (eg, an application specific integrated circuit (ASIC)), and the like. Processor 510 may also include onboard memory for caching purposes. The processor 510 may be a single processing unit or multiple processing units for performing different actions of the method flows according to the embodiments of the present disclosure described with reference to FIGS. 1-3D .

Computer-readable storage medium 520, for example, can be any medium that can contain, store, communicate, propagate, or transmit instructions. For example, a readable storage medium may include, but is not limited to, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, device, or propagation medium. Specific examples of readable storage media include: magnetic storage devices, such as magnetic tapes or hard disks (HDDs); optical storage devices, such as compact disks (CD-ROMs); memories, such as random access memory (RAM) or flash memory; and/or wired /Wireless communication link.

The computer-readable storage medium 520 may include a computer program 521, which may include code/computer-executable instructions that, when executed by the processor 510, cause the processor 510 to perform methods such as those described above in connection with FIGS. 1-3D process and any variations thereof.

The computer program 521 may be configured with computer program code comprising, for example, computer program modules. For example, in an example embodiment, the code in computer program 521 may include one or more program modules, eg, including 521A, module 521B, . . . It should be noted that the division method and number of modules are not fixed, and those skilled in the art can use appropriate program modules or combination of program modules according to the actual situation. When these combination of program modules are executed by the processor 510, the processor 510 can Method flows such as those described above in connection with FIGS. 1-3D and any variations thereof are performed.

The specific embodiments described above further describe the purpose, technical solutions and beneficial effects of the present invention in further detail. It should be understood that the above descriptions are only specific embodiments of the present invention, and are not intended to limit the present invention. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention shall be included within the protection scope of the present invention.

Claims (10)

1. A control method for a two-way single-lane intelligent driving vehicle, wherein an avoidance area is provided in the two-way single-lane, wherein the method comprises: When a first vehicle enters the two-way single-lane from one end of the two-way single-lane, and there is a second vehicle at the other end of the two-way single-lane that needs to enter the two-way single-lane, according to the first vehicle The position of the vehicle determines a variety of passing strategies, including the first vehicle waiting at one end of the two-way single lane for the second vehicle to pass, the first vehicle entering the avoidance area and waiting, all Two or more strategies in which the second vehicle enters the avoidance area and waits, and the second vehicle waits at the other end of the two-way single lane for the first vehicle to pass; Calculate the corresponding control time under each of the traffic strategies; The first vehicle and the second vehicle are controlled using the traffic strategy corresponding to the minimum control time. 2. The method according to claim 1, wherein the method further comprises: A first weight corresponding to the first vehicle is determined according to the priorities of the first vehicle and the second vehicle, and a second weight corresponding to the second vehicle is determined. 3. The method according to claim 2, wherein the calculating the corresponding control time under each of the traffic strategies comprises: calculating the first control time corresponding to the first vehicle and the second control time corresponding to the second vehicle under each of the traffic strategies; The corresponding control time under each of the traffic strategies is calculated according to the first weight, the second weight, the first control time and the second control time under each of the traffic strategies. 4. The method according to claim 3, wherein the control time is: T=ω ₁ ·T ₁ +ω ₂ ·T ₂ Wherein, T is the control time, ω ₁ is the first weight, T ₁ is the first control time, ω ₂ is the second weight, and T ₂ is the second control time. 5. The method according to claim 3 or 4, wherein the _first control time T1 is: T ₁ =(T _1in +T _1out +T _1wait )+T _1stop +T _stop1 Wherein, when the first vehicle enters the avoidance area and waits, T _1in is the time taken by the first vehicle to enter the avoidance area, T _1out is the time taken by the first vehicle to exit the avoidance area, and T _1wait is the time that the first vehicle waits in the avoidance area; when the second vehicle enters the avoidance area and waits, T _1stop is the time that the first vehicle waits at the entrance of the avoidance area; T _stop1 is the time that the first vehicle waits at one end of the two-way single lane. 6. The method according to claim 3 or 4, wherein the _second control time T2 is: T ₂ =(T _2in +T _2out +T _2wait )+T _2stop +T _stop2 Wherein, when the second vehicle enters the avoidance area and waits, T _2in is the time taken by the second vehicle to enter the avoidance area, T _2out is the time taken by the second vehicle to exit the avoidance area, and T _2wait is the time that the second vehicle waits in the avoidance area; when the first vehicle enters the avoidance area and waits, T _2stop is the time that the second vehicle waits at the entrance of the avoidance area; T _stop2 is the time that the second vehicle waits at one end of the two-way single lane. 7. The method of claim 1, wherein the method further comprises: Monitor in real time whether there are vehicles entering at both ends of the two-way single lane. 8. A control device for a two-way single-lane intelligent driving vehicle, wherein an avoidance area is provided in the two-way single-lane, wherein the device comprises: a strategy determination module, configured to: when a first vehicle enters the two-way single lane from one end of the two-way single lane, when there is a second vehicle at the other end of the two-way single lane that needs to enter the two-way single lane, A plurality of traffic strategies are determined according to the position of the first vehicle, and the plurality of traffic strategies include that the first vehicle waits for the second vehicle to pass through at one end of the two-way single lane, and the first vehicle enters the Two or more strategies of waiting in the avoidance area, the second vehicle waiting in the avoidance area, and the second vehicle waiting at the other end of the two-way single lane for the first vehicle to pass; a calculation module for calculating the corresponding control time under each of the traffic strategies; The control module is configured to control the first vehicle and the second vehicle by using the traffic strategy corresponding to the minimum control time. 9. An electronic device, characterized in that, comprising: processor; A memory, which stores a computer-executable program, which, when executed by the processor, causes the processor to execute the method for controlling a two-way single-lane intelligent driving vehicle according to any one of claims 1-7 . 10. A computer-readable storage medium on which a computer program is stored, characterized in that, when the program is executed by a processor, the two-way single-lane intelligent driving vehicle according to any one of claims 1-7 is implemented. control method.

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