CN112102639A

CN112102639A - Control method and device

Info

Publication number: CN112102639A
Application number: CN202011109515.7A
Authority: CN
Inventors: 王晓林; 冯毅; 蔡超
Original assignee: China United Network Communications Group Co Ltd
Current assignee: China United Network Communications Group Co Ltd
Priority date: 2020-10-16
Filing date: 2020-10-16
Publication date: 2020-12-18
Anticipated expiration: 2040-10-16
Also published as: CN112102639B

Abstract

The invention discloses a control method and a control device, relates to the field of intelligent traffic, and aims to solve the problem of low road resource utilization rate. The method comprises the following steps: acquiring the running speed of the vehicle in the first queue at the current moment, the first distance and the minimum duration of the first queue; determining a target speed of the vehicles in the first queue according to the running speed of the vehicles in the first queue at the current moment, the first distance and the minimum duration of the first queue; determining a target duration of the first queue according to the target speed of the vehicles in the first queue; and under the condition that the target duration of the first queue is less than or equal to the remaining duration of the green light, sending a first control message to the vehicles in the first queue, wherein the first control message is used for indicating the vehicles in the first queue to run according to the target speed of the vehicles in the first queue. The embodiment of the invention is applied to the vehicle networking system.

Description

Control method and device

Technical Field

The invention relates to the field of intelligent traffic, in particular to a control method and a control device.

Background

In the networked environment of intelligent transportation vehicles, vehicles can be organized into queues (a queue includes multiple vehicles) for control and management in order to better utilize road resources while simplifying vehicle control and management at intersections.

Specifically, the first vehicle in one queue is taken as the head vehicle, and the head vehicle can communicate with the road side unit of the intersection and other vehicles in the same queue. After receiving the control message sent by the road side unit, the head vehicle sends an instruction message to the other vehicles so that the other vehicles and the head vehicle keep the same running state.

Due to the different travel speeds of the vehicles in the different queues and the different queue lengths. Therefore, in the green light time, when the vehicles in different queues sequentially pass through the stop line of the intersection, a certain distance may exist between the tail vehicle (the last vehicle) in the front queue and the head vehicle in the rear queue in the two adjacent queues, so that when the vehicles in the two adjacent queues pass through the stop line, a part of spare time exists in the green light time, and therefore the number of the vehicles passing through the stop line in the green light time is reduced, and finally the road resource utilization rate at the intersection is low.

Disclosure of Invention

The embodiment of the invention provides a control method and a control device, which are used for solving the problem of low road resource utilization rate.

In order to achieve the above purpose, the embodiment of the invention adopts the following technical scheme:

in a first aspect, a control method is provided. After the running speed of the vehicles in the first queue at the current time, a first distance (the distance between the initial position of the first vehicle in the first queue, namely the first vehicle, and the stop line, and the initial position of the first vehicle is the position of the first vehicle at the current time) and the minimum duration of the first queue (the shortest time required for the first vehicle to run from the initial position of the first vehicle to the stop line without colliding with other vehicles) are obtained, the target speed of the vehicles in the first queue is determined according to the obtained running speed of the vehicles in the first queue at the current time, the first distance and the minimum duration of the first queue. Thereafter, a target duration for the first queue is determined based on the target speed of the vehicles in the first queue. And in the case that the target duration of the first queue is less than or equal to the remaining duration of the green light (the remaining duration of the green light includes the time period from the current time to the end of the green light), sending a first control message to the vehicles in the first queue for instructing the vehicles in the first queue to travel at the target speed of the vehicles in the first queue. The target duration of the first queue is a duration that it takes for the second vehicle (the tailgating vehicle in the first queue) to travel from the initial position of the second vehicle through the stop line in accordance with the target speed of the vehicle in the first queue. The initial position of the second vehicle is the position of the second vehicle at the present time.

In a second aspect, a control apparatus is provided that includes an acquisition unit, a determination unit, and a transmission unit. An obtaining unit, configured to obtain a traveling speed of the vehicle in the first queue at the current time, a first distance (a distance between an initial position of a first vehicle in the first queue, that is, a first vehicle, and a stop line, the initial position of the first vehicle being a position of the first vehicle at the current time), and a minimum duration of the first queue (a minimum time required for the first vehicle to travel from the initial position of the first vehicle to the stop line without colliding with other vehicles). And the determining unit is used for determining the target speed of the vehicles in the first queue according to the running speed of the vehicles in the first queue at the current moment, the first distance and the minimum duration of the first queue. The determining unit is further used for determining the target duration of the first queue according to the target speed of the vehicles in the first queue; the target duration of the first queue is the duration that the second vehicle takes to travel from the initial position of the second vehicle through the stop line according to the target speed of the vehicles in the first queue; the second vehicle is a tail car in the first queue, and the initial position of the second vehicle is the position of the second vehicle at the current time. And the sending unit is used for sending a first control message to the vehicles in the first queue under the condition that the target time length of the first queue is less than or equal to the remaining green light time length, the remaining green light time length comprises a time period from the current time to the end of the green light, and the first control message is used for indicating the vehicles in the first queue to run according to the target speed of the vehicles in the first queue.

In a third aspect, there is provided a computer readable storage medium storing one or more programs, the one or more programs comprising instructions, which when executed by a computer, cause the computer to perform the control method of the first aspect.

In a fourth aspect, there is provided a control apparatus comprising: a processor and a memory; wherein the memory is used for storing one or more programs, the one or more programs comprising computer executable instructions, and when the control device is running, the processor executes the computer executable instructions stored in the memory to make the control device execute the control method according to the first aspect.

In a fifth aspect, there is provided a computer program product comprising instructions which, when run on a computer, cause the computer to perform the control method of the first aspect.

The control method provided by the embodiment of the invention is applied to a vehicle networking system, and by adopting the technical scheme, the target speed of the running vehicle in the first queue can be determined according to the minimum duration of the running first queue. The minimum time length of the first queue can ensure that the running time is shortest under the condition that the head car of the first queue does not collide with other vehicles, and further, if the tail car of the first queue runs at the target speed and can pass through a stop line within the residual time length of a green light, the vehicles in the first queue are controlled to run at the target speed. Therefore, by adopting the technical scheme, the two adjacent queues can be controlled to adopt a close connection mode, the parking lines can pass through efficiently and orderly, and the road resource utilization rate at the intersection can be improved.

Drawings

Fig. 1 is a schematic structural diagram of a car networking system according to an embodiment of the present invention;

FIG. 2 is a schematic diagram of a control method according to an embodiment of the present invention;

fig. 3 is a first flowchart illustrating a control method according to an embodiment of the present invention;

fig. 4 is a flowchart illustrating a control method according to an embodiment of the present invention;

fig. 5 is a third schematic flowchart of a control method according to an embodiment of the present invention;

fig. 6 is a fourth schematic flowchart of a control method according to an embodiment of the present invention;

fig. 7 is a first schematic structural diagram of a control device according to an embodiment of the present invention;

fig. 8 is a schematic structural diagram of a control device according to an embodiment of the present invention;

fig. 9 is a schematic structural diagram of a control device according to an embodiment of the present invention;

fig. 10 is a schematic structural diagram of a control device according to an embodiment of the present invention.

Detailed Description

The technical solutions in the embodiments of the present invention will be described below with reference to the drawings in the embodiments of the present invention.

In the description of the present invention, "/" means "or" unless otherwise specified, for example, a/B may mean a or B. "and/or" herein is merely an association describing an associated object, and means that there may be three relationships, e.g., a and/or B, which may mean: a exists alone, A and B exist simultaneously, and B exists alone. Further, "at least one" or "a plurality" means two or more. The terms "first", "second", and the like do not necessarily limit the number and execution order, and the terms "first", "second", and the like do not necessarily limit the difference.

The embodiment of the invention provides a control method, wherein when a control device near an intersection determines that a queue exists in a detection area before a stop line, the control device determines the minimum time for a head car in the queue to reach the stop line under the condition of not colliding with other vehicles. Furthermore, the control device determines the target speed of the queue so that the queue can reach the stop line in the shortest time when the queue advances at the target speed, thereby ensuring that two adjacent queues pass through the stop line in a continuous running state, reducing the distance between the two adjacent queues when the queues sequentially pass through the stop line, and improving the road resource utilization rate of the intersection.

The control method provided by the embodiment of the invention can be suitable for a Vehicle to electric Vehicle (V2X) system in intelligent traffic. Fig. 1 shows a schematic structural diagram of the internet of vehicles system. As shown in fig. 1, the internet-of-vehicles system 10 includes a control device 11 and a plurality of queues located in front of a stop line in a detection area (as shown in fig. 1, the plurality of queues includes a queue 12, a queue 13, a queue 14, and a queue 15, which are only exemplary and four queues are shown, and more or fewer queues may be provided in a specific implementation). Where each queue includes a plurality of vehicles (fig. 1 only shows 4 vehicles included in the queue 14 by way of example, and in particular implementations, each queue may include more or fewer vehicles, where in the queue 14, the first vehicle in the queue 14 is the leading vehicle and the last vehicle is the trailing vehicle in the direction of travel to the stop line). The control device 11 may communicate with the vehicles in each of the queues by means of wireless communication. The head car in each queue can also communicate with other vehicles in the queue in a wireless communication mode.

The control means 11 may be adapted to obtain the operating status of the queue and the operating parameters of the queue within the detection area. For example, the control device 11 can acquire the positions of the vehicles in the queue and determine whether the vehicles in the queue are in a waiting state or in a running state, the traveling speed of the vehicles in the queue in the running state, the queue length of the queue, and the like. The control means 11 may also be used to determine a target speed for which the vehicles in the fleet need to be adjusted. The control means 11 may also be adapted to, after determining the target speed of the vehicles in the fleet, control the vehicles in the fleet to travel at the corresponding target speed.

For example, the control device 11 may be a Road Side Unit (RSU) provided near the intersection.

It should be noted that, in practical applications of the embodiment of the present invention, the control device 11 may be integrated in the same device with the road side unit disposed near the intersection of the traffic lights, or may be disposed independently from the road side unit.

In the case where the control device 11 and the roadside unit are provided independently, the communication method between the control device 11 and the roadside unit may be a wired or wireless communication method. When the control device 11 and the roadside unit are integrated in the same device, the communication method between the two is communication between the modules inside the roadside unit. In this case, the communication flow between the two is the same as the "communication flow between the control device 11 and the roadside unit" in the case where they are provided independently.

It should be noted that, in the car networking system 10 provided in the embodiment of the present invention, the control device 11 and the vehicles in the queue, and the vehicles may communicate through a fifth generation mobile communication technology (5G) network, and may also communicate through a Long Term Evolution (LTE) network, which is not limited in this respect in the embodiment of the present invention.

The vehicles in the queue may be vehicle terminals, vehicle devices, or other vehicle intelligent devices that can communicate with the control device 11, which is not limited in this embodiment of the present invention.

Fig. 1 exemplarily shows a stop line and a corresponding position of a detection area, and in practical applications, the detection area may be an area in front of the stop line of any one of the intersections.

For convenience of subsequent description, the embodiment of the present invention takes the control device 11 as a road side unit as an example, and the control method provided by the embodiment of the present invention is explained.

The principle of the control method provided by the embodiment of the present invention is described below with reference to the internet-of-vehicle system 10 shown in fig. 1.

As shown in fig. 2, the control device 11 determines that the

queues

12 and 13 in the detection area are queued queues, and the

queues

14 and 15 are running queues (corresponding to the first queues in the embodiment of the present invention). The control device 11 determines that the time for passing the stop line after the queue 12 and the queue 13 start at the green time (for example, the time t0 in fig. 2) at the intersection is as shown at the time t1 in fig. 2, and takes t1 as the time period for the lead vehicle of the queue 14 to continue traveling from t0 and reach the stop line. Further, the control device 11 may determine the target speed of the vehicles of the platoon 14 based on the position of the vehicles of the platoon 14 at time t0, the travel speed at time t0, and the duration of time t1-t 0. Further, as shown at time t2 in fig. 2, time t2 is the time when the vehicles in the queue 14 pass through the stop line at the target speed, and at this time, in order to ensure close continuity between queues, the control device 11 may calculate the target speed of the vehicles in the queue 15 according to the position of the vehicles in the queue 15 at time t0, the driving speed and the time length from t2 to t0, so that the vehicles in the queue 15 may reach the position of the stop line at time t2, thereby ensuring that a plurality of queues can pass through the stop line closely and efficiently.

The following describes a control method provided by an embodiment of the present invention with reference to the drawings.

As shown in fig. 3, the control method provided by the embodiment of the present invention includes the following steps S201 to S206.

S201, the control device 11 determines that the first queue exists.

Wherein the first queue includes a queue that does not pass a stop line within the detection area, and a traveling speed of the vehicle in the first queue is not 0. The first queue may be any one of queues traveling within the detection area.

As a possible implementation, the control device 11 may detect whether the first queue is present in the detection area by a sensor.

Illustratively, the sensor may be a radar monitoring device, an infrared sensing device, or the like.

As another possible implementation, the control device 11 may also broadcast a detection message to all vehicles in the detection area, where the detection message is used to determine whether any first vehicle in the queue is traveling in the detection area.

Further, the control device 11 may determine that the first queue exists in the detection area based on a feedback message sent to the control device 11 in response to the detection message by the first vehicle in any one of the queues traveling in the detection area.

The feedback message comprises an identifier of the first vehicle and an identifier of the first queue, and the feedback message is used for indicating that the first queue exists in the detection area.

It should be noted that the specific range of the detection area may be set in the control device 11 by the operation and maintenance personnel of the car networking system, but the specific range should be within the communication range of the control device 11 and also within the detection range of the sensor.

In practical applications of the embodiment of the present invention, the control device 11 may execute S201 according to a preset period or an irregular period, or may execute S201 again after the execution of S201-S205 is completed.

For example, the control device 11 may execute S201 at or before the green light start time of the intersection.

S202, the control device 11 acquires the running speed of the vehicle in the first queue at the current moment, the first distance and the minimum duration of the first queue.

The first distance is the distance between the initial position of the first vehicle and the stop line, the first vehicle is the head vehicle in the first queue, the initial position of the first vehicle is the position of the first vehicle at the current moment, and the minimum time length of the first queue is the shortest time required for the first vehicle to travel from the initial position of the first vehicle to the stop line without colliding with other vehicles.

In one implementation, the control device 11 may acquire, by using sensors, the traveling speed of the vehicle in the first queue at the current time in the detection area, and the position of each vehicle (including the first vehicle) in the first queue at the current time. Further, the control device 11 determines a first distance between the first vehicle and the stop line based on the position of the first vehicle at the present time and the position of the stop line.

In another embodiment, the control device 11 may also send a request message to the first vehicle. The request message comprises an identifier of the first vehicle and an identifier of the first queue, and the request message is used for acquiring the position of the first vehicle at the current moment and the running speed of the first vehicle at the current moment. Accordingly, the first vehicle transmits the position information of the first vehicle at the present time and the traveling speed of the first vehicle at the present time to the control device 11 in response to the request message. Further, the control device 11 may determine a first distance between the initial position of the first vehicle and the stop line based on a position of the first vehicle between the position of the current time and the stop line.

Note that the position of the stop line may be set in the control device 11 by the maintenance worker in advance.

With respect to the minimum length of time of the first queue, the control device 11 may determine, as the minimum length of time of the first queue, a time period from the current time to the time when the tail car of the queue preceding the first queue passes the stop line.

It will be appreciated that the control device 11 uses the time period between the current time of the tail car in the queue before the first queue and the time when the tail car passes the stop line as the minimum duration of the first queue, so as to ensure that the first vehicle does not collide with the tail car in the queue before the first queue before reaching the stop line.

S203, the control device 11 determines the target speed of the vehicles in the first queue according to the running speed of the vehicles in the first queue at the current moment, the first distance and the minimum duration of the first queue.

As a possible implementation, the control device 11 determines that the obtained target speed of the vehicles in the first queue can satisfy the following formula one:

wherein v is₁Is the target speed of the vehicles in the first queue, d₁Is a first distance, T₁Is the minimum duration of the first queue, a₁For a preset acceleration, v, of the vehicles in the first queue₀Is the running speed of the first vehicle at the current moment.

It should be noted that the preset acceleration of the vehicles in the first queue may be set in the control device 11 by the operation and maintenance personnel in advance, or may be obtained by the control device 11 from the vehicles included in the first queue.

In one case, in order to ensure the safety of the traveling of the train, the control device 11 determines whether the calculated result is greater than a preset maximum speed after calculating the target speed of the vehicles in the first train by the above formula one. And if the calculation result is greater than the preset maximum speed, setting the target speed of the vehicles in the first queue as the preset maximum speed.

S204, the control device 11 determines the target duration of the first queue according to the target speed of the vehicles in the first queue.

The target duration of the first queue is the duration that the second vehicle takes to travel from the initial position of the second vehicle through the stop line according to the target speed of the vehicles in the first queue. The second vehicle is a tail car in the first queue, and the initial position of the second vehicle is the position of the second vehicle at the current time.

As a possible implementation, the control device 11 determines the target duration of the first queue based on the target speed of the vehicles in the first queue, the travel speed of the second vehicle at the current time, and the distance between the second vehicle at the current time and the stop line.

And the distance between the second vehicle and the stop line at the current moment is the sum of the first distance and the queue length of the first queue.

It should be noted that, in this step, reference may be made to the prior art for a specific implementation of calculating the target duration of the first queue, and details are not described herein again.

In this step, to determine the queue length of the first queue, the control device 11 may acquire the queue length of the first queue through a sensor. The control device 11 may also send a length request message to the first vehicle.

The length request message includes an identifier of the first queue, and the length request message is used to obtain a queue length of the first queue.

Accordingly, the first vehicle communicates with the second vehicle in response to the length request message, and obtains the initial position of the second vehicle from the second vehicle. Further, the first vehicle may calculate a distance between the first vehicle and the second vehicle as a queue length of the first queue according to an initial position of the first vehicle and an initial position of the second vehicle. Finally, the first vehicle may send the calculated queue length of the first queue to the control device 11.

In another case, the first vehicle may send the initial position of the second vehicle to the control device 11, and the control device 11 may calculate the distance between the first vehicle and the second vehicle as the queue length of the first queue according to the initial position of the first vehicle and the initial position of the second vehicle.

S205, the control device 11 judges whether the target time length of the first queue is less than or equal to the remaining green light time length.

Wherein the remaining duration of the green light includes a period of time from the present time to the end of the green light.

As a possible implementation manner, the control device 11 acquires the remaining duration of the green light, and determines whether the first target duration is less than or equal to the remaining duration of the green light.

In the case where there is no queue of green lights standing in line and failing to pass through the stop line in the detection area, the remaining time of the green light is the time period from the current time to the end of the green light.

It will be appreciated that if the target duration of the first queue is less than or equal to the remaining duration of the green light, it indicates that the second vehicle is able to pass the stop line for the remaining duration of the green light by starting from the initial position of the second vehicle at the target speed of the vehicles in the first queue.

S206, in the case that the target duration of the first queue is less than or equal to the remaining duration of the green light, the control device 11 sends a first control message to the vehicles in the first queue.

Wherein the first control message is used to instruct the vehicles in the first queue to travel at the target speed of the vehicles in the first queue. The first control message includes an identification of the first queue and a target speed of the vehicle in the first queue.

As a possible implementation, the control device 11 generates a first control message containing the target speed of the vehicles in the first queue and sends the first control message to the first vehicle.

Accordingly, the first vehicle transmits the target speed of the vehicle in the first queue to the other vehicles in the first queue in response to the first control message after receiving the first control message, so that the other vehicles are in the same driving state as the first vehicle.

In the embodiment of the present invention, in the case that the target duration of the first queue is greater than the remaining duration of the green light, as shown in fig. 3, the control method provided in the embodiment of the present invention further includes the following steps S207 to S208.

S207, in case that the target duration of the first queue is greater than the remaining duration of the green light, the control device 11 determines the first sub-queue.

The queue length of the first sub-queue is the length of the vehicles in the first queue passing through the stop line in the remaining duration of the green light under the condition that the vehicles run at the maximum speed.

As a possible implementation, the control device 11 calculates the distance traveled by the vehicles in the first queue at the maximum speed for the remaining period of the green light based on the maximum speed of the vehicles in the first queue and the remaining period of the green light, without considering the speed change.

As another possible implementation, the control device 11 calculates the distance traveled by the vehicles in the first train in the remaining period of green light at the maximum speed based on the initial speed of the first vehicle in the first train, the maximum speed of the first vehicle, the preset acceleration of the first vehicle, and the remaining period of green light, taking into account the speed change.

Subsequently, the control device 11 calculates a difference between the calculated distance and the first distance as a queue length of the first sub-queue.

Further, the control device 11 determines the vehicles in the first sub-platoon according to the platoon length of the first sub-platoon.

For example, the control device 11 may determine the number of vehicles in the first sub-queue according to a ratio of the queue length of the first sub-queue to the length of each vehicle in the first queue.

The length of each vehicle is a predetermined fixed length and may be set in advance by the operator in the control device 11.

Further, the control device 11 determines the identities of all vehicles in the first sub-queue according to the number of vehicles in the first sub-queue.

It should be noted that the control device 11 may obtain the number of vehicles in the first queue and the identification of each vehicle through communication with the first vehicle in the first queue.

S208, the control device 11 sends a second control message to the vehicles in the first sub-queue.

Wherein the second control message is used to instruct the vehicles in the first sub-queue to travel at the maximum speed. The second control message includes an identification of the vehicles in the first sub-queue and a maximum speed of the vehicles in the first sub-queue.

As a possible implementation, the control device 11 generates a second control message containing the maximum speed of the vehicles in the first sub-queue and sends the second control message to the first vehicle.

Accordingly, the first vehicle, after receiving the second control message, transmits the maximum speed of the vehicles in the first sub-queue to the other vehicles in the first sub-queue in response to the second control message, so that the other vehicles in the first sub-queue and the first vehicle pass through the stop line at the maximum speed.

As a possibility of the following, the embodiment of the present invention provides a control method in which, after determining the first sub-queue in the first queue, the control device 11 determines vehicles in the first queue other than the first sub-queue as the second sub-queue.

It will be appreciated that the vehicles in the second sub-queue cannot pass the stop line for the remaining duration of the green light even if they are traveling forward at maximum speed.

Further, the control device 11 generates a third control message and transmits the third control message to the head cars of the second sub-train so that the vehicles in the second sub-train travel at a preset speed and finally stop before the stop line.

Wherein the third control message includes the preset speed and the identification of the vehicles in the second sub-queue.

Correspondingly, after receiving the third control message, the head vehicle in the second sub-queue communicates with other vehicles in the second sub-queue, and sends the preset speed to other vehicles in the second sub-queue, so that the vehicles in the second sub-queue run at the preset speed and stop in front of the stop line.

It should be noted that the preset speed may be set in the control device 11 by the operation and maintenance personnel in advance.

In practical applications of the embodiment of the present invention, the above-mentioned S201 to S206 may be performed by taking each queue in the driving state as the first queue in turn from the first queue according to the arrangement order of the plurality of queues in the driving state in the detection area. After the execution of the first queue 206, the control device 11 reselects a new first queue as the execution target and executes S201 until the execution of the determination operation in S507 is completed, and if the determination result is no, executes S207 to S208, whereupon the current execution cycle ends.

In this embodiment of the present invention, in order to determine the minimum duration of the first queue, as shown in fig. 4, the control method provided in this embodiment of the present invention further includes the following steps S301 to S304.

S301, the control device 11 determines whether or not a second queue exists.

Wherein the second queue is a queue preceding the first queue.

It should be noted that, for a specific implementation of this step, reference may be made to the description of S201, and details are not described here.

In the first case, the control device 11 determines that the second queue exists within the detection area, and the vehicles in the second queue are in the traveling state.

Illustratively, taking fig. 1 as an example, in the first case, the queue 14 shown in fig. 1 is the second queue, and the queue 15 is the first queue.

In the second case, the control device 11 determines that a second queue exists in the detection area, and the second queue is a queue that has not passed the stop line in the detection area and is in a stationary state.

Illustratively, taking fig. 1 as an example, in the second case,

queues

12 and 13 shown in fig. 1 are combined into a second queue, and queue 14 is a first queue.

It should be noted that, when a queue (queue in queue) that does not pass through a stop line and is in a static state in a detection area is described, a plurality of queues in queuing may be merged into one queue, in which case, the queue length of the queue is the sum of the queue lengths of the plurality of queues in queuing.

For example, in fig. 1, in the second case, the queue 12 and the queue 13 may be combined to be a second queue, and the queue length of the second queue is the sum of the queue length of the queue 12 and the queue length of the queue 13.

It will be appreciated that in the second case described above, the first queue is the first of the queues in the detection area that is in a driving condition.

In the third case, the control device 11 determines that the second queue does not exist in the detection area, indicating that no queued queue exists in the detection area, and at the same time, takes the first queue as the first queue among the queues in the travel state in the detection area.

S302, the control device 11 determines that the second queue exists.

In the first and second cases, the control device 11 determines that the second queue exists in the detection area.

S303, the control device 11 obtains the traveling speed and the second distance of the vehicle in the second queue.

The second distance is the distance between the initial position of the third vehicle and the stop line, the third vehicle is a tail car in the second queue, and the initial position of the third vehicle is the position of the third vehicle at the current moment.

As a possible implementation, the control device 11 may acquire the traveling speed and the second distance of the vehicles in the second train by communicating with the head vehicle in the second train.

It should be noted that the second distance is the sum of the distance between the first vehicle and the stop line in the second queue and the queue length of the second queue. The implementation manner in this step may refer to the description of S201 to S202, and is not described herein again.

In the first case, the running speed of the vehicle in the second queue may be the target speed calculated by the control device 11 for the second queue according to the first formula, and the running speed of the vehicle in the second queue may also be the running speed of the vehicle in the second queue at the current time.

In the second case, the second queue is a queue in a stationary queuing state, and the traveling speed of the vehicles in the second queue may be a traveling speed of the second queue when passing through the stop line after the green light start time. The speed of travel of the vehicles in the second platoon may also be an average speed of the second platoon from a stationary state through the stop line.

S304, the control device 11 determines the passing time length of the second queue according to the running speed and the second distance of the second queue, and determines the passing time length of the second queue as the minimum time length of the first queue.

The passing time of the second queue is the time taken by the third vehicle to pass through the stop line from the initial position of the third vehicle according to the running speed of the third vehicle.

As a possible implementation, the passing time period of the second queue, without considering the speed variation of the vehicles of the second queue, satisfies the following formula two:

wherein, T₁Is the transit time of the second queue, v₂For the speed of travel of the vehicles in the second queue, d₂Is the distance between the head car and the stop line in the second queue, L₂Is the queue length of the second queue.

As another possible implementation, the control device 11 may calculate the passage time period of the second platoon in consideration of a speed change of the vehicles in the second platoon, based on the traveling speed of the vehicles in the second platoon, the preset acceleration of the vehicles in the second platoon, and the second distance.

It should be noted that, in this case, the specific implementation of the above steps may refer to the prior art, and details are not described here. The preset acceleration of the vehicles in the second fleet may be the same as the preset acceleration of the vehicles in the first fleet, or the preset acceleration of the vehicles in the second fleet may be different from the preset acceleration of the vehicles in the first fleet. The preset acceleration of the vehicles in the second train may be preset in the control device 11 by the operation and maintenance personnel, or may be obtained from the head train of the second train by the control device 11.

In the third case described above, the minimum length of time of the first queue may be a ratio of a distance between the initial position of the first vehicle in the first queue and the stop line to a maximum speed of the vehicles of the first queue.

It will be appreciated that in this case the first queue is not preceded by any queue, and that the target speed of the vehicles in the first queue is the maximum speed of the vehicles in the first queue at which the vehicles in the first queue can travel towards the stop line.

In practical applications of the embodiment of the present invention, the above S301 to S304 may be used as a specific implementation manner for acquiring the minimum duration of the first queue in the above S202.

In one design, in order to determine the remaining duration of the green light when there is a queue in the detection area, as shown in fig. 5, the control method provided in the embodiment of the present invention further includes the following steps S401 to S404.

S401, the control device 11 determines that the third queue exists.

And the vehicles in the third queue are positioned before the stop line in the detection area, and the vehicles in the third queue do not pass through the stop line at the current moment and are in a static state.

It should be noted that, for the implementation of this step, reference may be specifically made to the description of S201 to S202, and details are not described here again.

It will be appreciated that the third queue in the detection zone is a queue waiting for the start time of the green light before the stop line.

S402, the control device 11 obtains the queue length and the green light duration of the third queue.

The green light duration is the duration of one green light passing, and comprises a time period between the green light starting time and the green light ending time.

As a possible implementation, the control device 11 may obtain the green light duration from the road side unit.

In this step, reference may be made to the description of S201 to S202 for a specific implementation of obtaining the queue length of the third queue, and details are not repeated here.

S403, the control device 11 determines a passing time of the third queue according to the queue length of the third queue.

And the passing time of the third queue is the time spent by the fourth vehicle from running from the static state to pass through the stop line, and the fourth vehicle is the tail vehicle in the third queue.

As a possible implementation, the control device 11 calculates the passage time period of the third platoon according to the platoon length of the third platoon, the travel speed of the vehicles in the third platoon, and the loss start time.

Wherein, the passing time of the third queue satisfies the following formula three:

wherein, T₃For the third queue passage duration, L₃Is the queue length of the third queue, v₃The travel speed of the vehicles in the third queue, and the start loss time.

The loss start time is a time required for the vehicle to reach the travel speed from a stationary state, and may be understood as a time error. The loss start time may be set in the control device 11 by the operation and maintenance personnel in advance.

In this step, a specific implementation of determining the traveling speed of the vehicle in the third queue may refer to the description of the implementation manner in the second case in S303, and is not described herein again.

S404, the control device calculates the difference value between the green light time length and the passing time length of the third queue, and the calculation result is used as the green light remaining time length.

It can be understood that in the passing time of the green light, the former part is the time length of the queue passing through the stop line, and the remaining time length of the latter part of the green light is the time length of the queue passing through the stop line in the driving state.

In practical applications of the embodiment of the present invention, the above-mentioned S401-S404 may be executed before S205.

In one design, as shown in fig. 6, the control method provided in the embodiment of the present invention further includes the following steps S501 to S510.

S501, the control device 11 obtains the traveling speed of the vehicle in the first queue at the current time and the distance between the second vehicle and the stop line at the current time.

It should be noted that, in this step, a specific embodiment of acquiring the running speed of the vehicle in the first queue at the current time may refer to the description of S202, and details are not described here again. The specific implementation manner of obtaining the distance between the current time and the stop line of the second vehicle in this step may refer to the description of S204, and is not described herein again.

S502, the control device 11 determines the target speed of the vehicle in the first queue.

It should be noted that, for a specific implementation of this step, reference may be made to the description of S201 to S203, which is not described herein again.

S503, the control device 11 determines an initial passing time of the first queue.

The initial passing time of the first queue is the time spent by the second vehicle to pass through the stop line from the initial position of the second vehicle according to the running speed of the vehicle in the first queue at the current moment.

As a possible implementation manner, the control device 11 obtains the traveling speed of the vehicle in the first queue at the current time and the distance between the position of the tailgating in the first queue at the current time and the stop line, and calculates a ratio of the distance between the position of the tailgating in the first queue at the current time and the stop line to the traveling speed of the vehicle in the first queue at the current time as the initial passing time period of the first queue.

It should be noted that, in this step, a specific implementation manner of acquiring the traveling speed of the vehicle in the first queue at the current time and the distance between the position of the tailgating in the first queue at the current time and the stop line may refer to the description of S201 to S202, and details are not repeated here.

The embodiment of the present invention does not limit the sequence of S502 and S503. In practical applications, the control device 11 may execute S502 first and then S503; s503 may be executed first, and then S502 may be executed; s502 and S503 may also be performed simultaneously.

S504, the control device 11 judges whether the initial passing time of the first queue is less than or equal to the remaining green light time.

It will be appreciated that an initial passage time of the first queue that is less than or equal to the remaining green time indicates that the vehicles in the first queue are able to pass the stop line for the remaining green time without changing the initial speed.

It should be noted that, in this step, reference may be made to the description of S401 to S404, and details are not repeated here.

And S505, if the initial passing time of the first queue is less than or equal to the remaining green light time, the control device 11 sends a first control message to the vehicles in the first queue.

As a possible implementation, the control device 11 determines a target speed of the vehicles in the first queue, generates and sends a first control message to the vehicles in the first queue.

It should be noted that, for a specific implementation of this step, reference may be made to the description of S203 and S205, and details are not described here again.

S506, if the initial passing time of the first queue is longer than the remaining green light time, the control device 11 determines the target time of the first queue according to the target speed of the vehicles in the first queue.

It should be noted that, for a specific implementation manner of this step, reference may be made to the description of S204, and details are not described here. Meanwhile, this step may also be used as a specific implementation manner of S204.

S507, the control device 11 determines whether the target duration of the first queue is less than or equal to the remaining duration of the green light.

It should be noted that, for a specific implementation manner of this step, reference may be made to the description of S205, and details are not described here again.

S508, in case that the target duration of the first queue is less than or equal to the remaining duration of the green light, the control device 11 sends a first control message to the vehicles in the first queue.

It should be noted that, for a specific implementation manner of this step, reference may be made to the description of S206, and details are not described here.

S509, in the case that the target duration of the first queue is greater than the remaining duration of the green light, the control device 11 determines the first sub-queue.

It should be noted that, for a specific implementation manner of this step, reference may be made to the description of S207, and details are not described here again.

S510, the control device 11 sends a second control message to the vehicles in the first sub-queue.

It should be noted that, for a specific implementation manner of this step, reference may be made to the description of S208, and details are not described here.

In practical applications of the embodiment of the present invention, the above-mentioned S501 to S508 may be executed by sequentially taking each queue in the driving state as a first queue from a first queue according to the arrangement order of the queues in the driving state in the detection area. After completing the execution of S505 or S508, the control device 11 reselects a new first queue as the execution target and starts the execution of S501 until the execution of the determination operation in S507 is completed and, if the determination result is negative, executes S509-S510, whereupon the current execution cycle ends.

The scheme provided by the embodiment of the invention is mainly introduced from the perspective of a method. To implement the above functions, it includes hardware structures and/or software modules for performing the respective functions. Those of skill in the art will readily appreciate that the various illustrative elements and algorithm steps described in connection with the embodiments disclosed herein may be implemented as hardware or combinations of hardware and computer software. Whether a function is performed as hardware or computer software drives hardware depends upon the particular application and design constraints imposed on the solution. Skilled artisans may implement the described functionality in varying ways for each particular application, but such implementation decisions should not be interpreted as causing a departure from the scope of the present invention.

In the embodiment of the present invention, the control device may be divided into functional modules according to the above method example, for example, each functional module may be divided corresponding to each function, or two or more functions may be integrated into one processing module. The integrated module can be realized in a hardware mode, and can also be realized in a software functional module mode. Optionally, the division of the modules in the embodiment of the present invention is schematic, and is only a logic function division, and there may be another division manner in actual implementation.

Fig. 7 is a schematic structural diagram of a control device according to an embodiment of the present invention. As shown in fig. 7, the control device 11 is used to solve the problem of low road resource utilization, for example, to execute the control method shown in fig. 3. The control device 11 includes an acquisition unit 111, a determination unit 112, and a transmission unit 113.

The obtaining unit 111 is configured to obtain a traveling speed of the vehicle in the first queue at the current time, a first distance, and a minimum duration of the first queue, where the first distance is a distance between an initial position of the first vehicle and a stop line, the first vehicle is a head vehicle in the first queue, the initial position of the first vehicle is a position of the first vehicle at the current time, and the minimum duration of the first queue is a minimum time required for the first vehicle to travel from the initial position of the first vehicle to the stop line without colliding with other vehicles. For example, as shown in fig. 3, the obtaining unit 111 may be configured to execute S202.

The determining unit 112 is configured to determine a target speed of the vehicles in the first queue according to the traveling speed of the vehicles in the first queue at the current time, the first distance, and the minimum duration of the first queue. For example, as shown in fig. 3, the determination unit 112 may be configured to execute S203.

The determining unit 112 is further configured to determine a target duration of the first queue according to the target speed of the vehicle in the first queue. The target duration of the first queue is the length of time it takes for the second vehicle to travel from the initial position of the second vehicle through the stop line at the target speed of the vehicles in the first queue. The second vehicle is a tail car in the first queue, and the initial position of the second vehicle is the position of the second vehicle at the current time. For example, as shown in fig. 3, the determination unit 112 may be configured to execute S204.

A sending unit 113, configured to send a first control message to the vehicles in the first queue when the target duration of the first queue is less than or equal to a remaining duration of a green light, where the remaining duration of the green light includes a time period from a current time to an end of the green light, and the first control message is used to instruct the vehicles in the first queue to travel at the target speed of the vehicles in the first queue. For example, as shown in fig. 3, the transmitting unit 113 may be configured to execute S206.

Optionally, as shown in fig. 7, the determining unit 112 according to an embodiment of the present invention is further configured to determine the first sub-queue when the target time length of the first queue is greater than the remaining green light time length, where the queue length of the first sub-queue is a length of a stop line that is passed through by the vehicle in the first queue during the remaining green light time length when the vehicle is traveling at the maximum speed. For example, as shown in fig. 3, the determining unit 112 may be configured to execute S207.

The sending unit 113 is further configured to send a second control message to the vehicles in the first sub-queue, where the second control message is used to instruct the vehicles in the first sub-queue to travel at the maximum speed. For example, as shown in fig. 3, the transmitting unit 113 may be configured to execute S208.

Optionally, as shown in fig. 7, the obtaining unit 111 according to the embodiment of the present invention is specifically configured to determine that a second queue exists, where the second queue is a queue before the first queue. For example, as shown in fig. 4, the obtaining unit 111 may be configured to execute S302.

The obtaining unit 111 is further specifically configured to obtain the traveling speed of the vehicle in the second queue and a second distance, where the second distance is a distance between an initial position of a third vehicle and the stop line, the third vehicle is a tail car in the second queue, and the initial position of the third vehicle is a position of the third vehicle at the current time. For example, as shown in fig. 4, the obtaining unit 111 may be configured to perform S303.

The obtaining unit 111 is further specifically configured to determine a passing time length of the second queue according to the running speed and the second distance of the second queue, and determine the passing time length of the second queue as the minimum time length of the first queue, where the passing time length of the second queue is a time length spent by the third vehicle running from the initial position of the third vehicle and passing through the stop line according to the running speed of the third vehicle. For example, as shown in fig. 4, the obtaining unit 111 may be configured to execute S304.

Optionally, as shown in fig. 8, the control device 11 according to the embodiment of the present invention further includes a calculating unit 114.

The determining unit 112 is further configured to determine that a third queue exists, where the vehicles in the third queue do not pass through the stop line at the current time and are in a stationary state. For example, as shown in fig. 5, the determination unit 112 may be configured to execute S401.

The obtaining unit 111 is further configured to obtain a queue length of the third queue and a green light duration. For example, as shown in fig. 5, the obtaining unit 111 may be configured to execute S402.

The determining unit 112 is further configured to determine a passing time period of the third queue according to the queue length of the third queue, where the passing time period of the third queue is a time period taken for a fourth vehicle to travel from a stationary state and pass through a stop line, and the fourth vehicle is a tail car in the third queue. For example, as shown in fig. 5, the determination unit 112 may be configured to perform S403.

And the calculating unit 114 is used for calculating the difference value between the green light time length and the passing time length of the third queue, and taking the calculation result as the green light remaining time length. For example, as shown in fig. 5, the computing unit 114 may be configured to execute S404.

Optionally, as shown in fig. 7, the determining unit 112 according to the embodiment of the present invention is further configured to determine an initial passing time period of the first queue, where the initial passing time period of the first queue is a time period taken by the second vehicle to travel from the initial position of the second vehicle through the stop line according to the traveling speed of the vehicle in the first queue at the current time. For example, as shown in fig. 6, the determination unit 112 may be configured to execute S503.

The sending unit 113 is further configured to send a first control message to the vehicles in the first queue if the initial passing time of the first queue is less than or equal to the remaining green light time. For example, as shown in fig. 6, the transmitting unit 113 may be configured to perform S505.

The determining unit 112 is specifically configured to determine the target time duration of the first queue according to the target speed of the vehicles in the first queue if the initial passing time duration of the first queue is greater than the remaining green light time duration. For example, as shown in fig. 6, the determination unit 112 may be configured to execute S506.

In the case of implementing the functions of the integrated modules in the form of hardware, the embodiment of the present invention provides another possible structural schematic diagram of the control device in the above embodiment. As shown in fig. 9, a control device 60 is used to solve the problem of low road resource utilization, for example, to execute the control method shown in fig. 3. The control device 60 includes a processor 601, a memory 602 and a bus 603. The processor 601 and the memory 602 may be connected by a bus 603.

The processor 601 is a control center of the communication apparatus, and may be a single processor or a collective term for a plurality of processing elements. For example, the processor 601 may be a Central Processing Unit (CPU), other general-purpose processors, or the like. Wherein a general purpose processor may be a microprocessor or any conventional processor or the like.

For one embodiment, processor 601 may include one or more CPUs, such as CPU 0 and CPU 1 shown in FIG. 9.

The memory 602 may be, but is not limited to, a read-only memory (ROM) or other type of static storage device that may store static information and instructions, a Random Access Memory (RAM) or other type of dynamic storage device that may store information and instructions, an electrically erasable programmable read-only memory (EEPROM), a magnetic disk storage medium or other magnetic storage device, or any other medium that can be used to carry or store desired program code in the form of instructions or data structures and that can be accessed by a computer.

As a possible implementation, the memory 602 may exist separately from the processor 601, and the memory 602 may be connected to the processor 601 through a bus 604 for storing instructions or program code. The processor 601 can implement the control method provided by the embodiment of the present invention when calling and executing the instructions or program codes stored in the memory 602.

In another possible implementation, the memory 602 may also be integrated with the processor 601.

The bus 603 may be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, an Extended ISA (EISA) bus, or the like. The bus may be divided into an address bus, a data bus, a control bus, etc. For ease of illustration, only one thick line is shown in FIG. 9, but this does not indicate only one bus or one type of bus.

It is to be noted that the structure shown in fig. 9 does not constitute a limitation of the control device 60. The control device 60 may include more or fewer components than shown, or some components may be combined, or a different arrangement of components than shown in fig. 9.

As an example, in connection with fig. 7, the functions implemented by the acquisition unit 111, the determination unit 112, and the transmission unit 113 in the control apparatus are the same as those of the processor 601 in fig. 9.

Optionally, as shown in fig. 9, the control device 60 provided in the embodiment of the present invention may further include a communication interface 604.

And a communication interface 604 for connecting with other devices through the internet of vehicles system. The car networking system may be an ethernet, a wireless access network, a Wireless Local Area Network (WLAN), or the like. The communication interface 604 may include a receiving unit for receiving data and a transmitting unit for transmitting data.

In one design, in the control device provided in the embodiment of the present invention, the communication interface may be further integrated in the processor.

Fig. 10 shows another hardware configuration of the control device in the embodiment of the present invention. As shown in fig. 10, the control device 70 may include a processor 701 and a communication interface 702. The processor 701 is coupled to a communication interface 702.

The functions of the processor 701 may refer to the description of the processor 601 above. The processor 701 also has a memory function, and the function of the memory 602 can be referred to.

The communication interface 702 is used to provide data to the processor 701. The communication interface 702 may be an internal interface of the communication apparatus, or may be an external interface of the communication apparatus (corresponding to the communication interface 604).

It should be noted that the configuration shown in fig. 10 does not constitute a limitation of the control device 70, and that the control device 70 may include more or less components than those shown in fig. 10, or some components may be combined, or a different arrangement of components than those shown in fig. 10.

Through the above description of the embodiments, it is clear for a person skilled in the art that, for convenience and simplicity of description, only the division of the above functional units is illustrated. In practical applications, the above function allocation can be performed by different functional units according to needs, that is, the internal structure of the device is divided into different functional units to perform all or part of the above described functions. For the specific working processes of the system, the apparatus and the unit described above, reference may be made to the corresponding processes in the foregoing method embodiments, and details are not described here again.

The embodiment of the present invention further provides a computer-readable storage medium, where instructions are stored in the computer-readable storage medium, and when the instructions are executed by a computer, the computer executes each step in the method flow shown in the above method embodiment.

Embodiments of the present invention provide a computer program product comprising instructions which, when run on a computer, cause the computer to perform the control method of the above-described method embodiments.

The computer readable storage medium may be, for example, but not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples (a non-exhaustive list) of the computer readable storage medium would include the following: an electrical connection having one or more wires, a portable computer diskette, and a hard disk. Random Access Memory (RAM), Read-Only Memory (ROM), Erasable Programmable Read-Only Memory (EPROM), registers, a hard disk, an optical fiber, a portable Compact disk Read-Only Memory (CD-ROM), an optical storage device, a magnetic storage device, or any other form of computer-readable storage medium, in any suitable combination, or as appropriate in the art. An exemplary storage medium is coupled to the processor such the processor can read information from, and write information to, the storage medium. Of course, the storage medium may also be integral to the processor. The processor and the storage medium may reside in an Application Specific Integrated Circuit (ASIC). In embodiments of the invention, a computer readable storage medium may be any tangible medium that can contain, or store a program for use by or in connection with an instruction execution system, apparatus, or device.

Since the control device, the computer-readable storage medium, and the computer program product in the embodiments of the present invention may be applied to the method described above, for technical effects that can be obtained by the method, reference may also be made to the method embodiments described above, and details of the embodiments of the present invention are not repeated herein.

The above description is only an embodiment of the present invention, but the scope of the present invention is not limited thereto, and any changes or substitutions within the technical scope of the present invention are intended to be covered by the scope of the present invention.

Claims

1. A control method, comprising:

acquiring the running speed of a vehicle in a first queue at the current moment, a first distance and the minimum duration of the first queue; the first distance is a distance between an initial position of a first vehicle and a stop line, the first vehicle is a head car in the first queue, the initial position of the first vehicle is a position of the first vehicle at the current time, and a minimum duration of the first queue is: the shortest time required for the first vehicle to travel from the initial position of the first vehicle to the stop line without colliding with other vehicles;

determining a target speed of the vehicles in the first queue according to the running speed of the vehicles in the first queue at the current moment, the first distance and the minimum duration of the first queue;

determining a target duration of the first queue according to a target speed of vehicles in the first queue; the target duration of the first queue is: a length of time a second vehicle takes to travel from an initial position of the second vehicle through the stop line in accordance with a target speed of vehicles in the first queue; the second vehicle is a tail vehicle in the first queue, and the initial position of the second vehicle is the position of the second vehicle at the current moment;

under the condition that the target duration of the first queue is less than or equal to the remaining duration of the green light, sending a first control message to the vehicles in the first queue; the remaining green light time period includes a time period from the current time to the end of the green light, and the first control message is used for instructing the vehicles in the first queue to travel at the target speed of the vehicles in the first queue.

2. The control method according to claim 1, characterized in that the method further comprises:

determining a first sub-queue under the condition that the target duration of the first queue is greater than the remaining duration of the green light, wherein the queue length of the first sub-queue is the length of the vehicles passing through the stop line in the remaining duration of the green light under the condition that the vehicles in the first queue run at the maximum speed;

and sending a second control message to the vehicles in the first sub-queue, wherein the second control message is used for indicating the vehicles in the first sub-queue to run at the maximum speed.

3. The control method according to claim 1 or 2, characterized in that the method further comprises:

determining that a second queue exists; the second queue is a queue before the first queue;

acquiring the running speed and a second distance of the vehicles in the second queue; the second distance is a distance between an initial position of a third vehicle and a stop line, the third vehicle is a tail car in the second queue, and the initial position of the third vehicle is a position of the third vehicle at the current moment;

determining the passing time length of the second queue according to the running speed of the second queue and the second distance, and determining the passing time length of the second queue as the minimum time length of the first queue; the passage time period of the second queue is a time period taken for the third vehicle to travel from the initial position of the third vehicle through the stop line according to the travel speed of the third vehicle.

4. The control method according to claim 1 or 2, characterized in that the method further comprises:

determining that a third queue exists; the vehicles in the third queue do not pass through the stop line at the current moment and are in a static state;

acquiring the queue length and the green light duration of the third queue;

determining the passing time length of the third queue according to the queue length of the third queue; the passing time of the third queue is the time spent by a fourth vehicle starting to run from a static state and passing through the stop line, and the fourth vehicle is a tail vehicle in the third queue;

and calculating the difference value between the green light time length and the passing time length of the third queue, and taking the calculation result as the remaining green light time length.

5. The control method of claim 1 or 2, wherein prior to said determining a target duration for a first fleet based on a target speed of vehicles in the first fleet, the method further comprises:

determining an initial passage duration of the first queue; the initial passing time of the first queue is as follows: the second vehicle starts to run from the initial position of the second vehicle according to the running speed of the vehicles in the first queue at the current moment, and the time length spent on passing through the stop line is obtained;

if the initial passing time of the first queue is less than or equal to the remaining green light time, sending the first control message to the vehicles in the first queue;

the determining a target duration for the first queue based on the target speed of the vehicles in the first queue includes:

and if the initial passing time of the first queue is longer than the remaining green light time, determining the target time of the first queue according to the target speed of the vehicles in the first queue.

6. A control device is characterized by comprising an acquisition unit, a determination unit and a transmission unit;

the acquiring unit is used for acquiring the running speed of the vehicles in the first queue at the current moment, the first distance and the minimum duration of the first queue; the first distance is a distance between an initial position of a first vehicle and a stop line, the first vehicle is a leading vehicle in the first queue, and the initial position of the first vehicle is: the position of the first vehicle at the current moment, and the minimum time length of the first queue is the shortest time required for the first vehicle to travel from the initial position of the first vehicle to the stop line without colliding with other vehicles;

the determining unit is configured to determine a target speed of the vehicles in the first queue according to the traveling speed of the vehicles in the first queue at the current time, the first distance, and the minimum duration of the first queue, which are acquired by the acquiring unit;

the determining unit is further used for determining a target duration of the first queue according to the target speed of the vehicles in the first queue; the target duration of the first queue is the duration that a second vehicle takes to travel from the initial position of the second vehicle through the stop line according to the target speed of the vehicles in the first queue; the second vehicle is a tail vehicle in the first queue, and the initial position of the second vehicle is the position of the second vehicle at the current moment;

the sending unit is used for sending a first control message to the vehicles in the first queue under the condition that the target duration of the first queue is less than or equal to the remaining duration of the green light; the remaining green light time period includes a time period from the current time to the end of the green light, and the first control message is used for instructing the vehicles in the first queue to travel at the target speed of the vehicles in the first queue.

7. The control device according to claim 6, wherein the determining unit is further configured to determine a first sub-queue if the target duration of the first queue is greater than the remaining duration of the green light; the queue length of the first sub-queue is the length of the vehicles in the first queue passing through the stop line in the remaining duration of the green light under the condition of running at the maximum speed;

the sending unit is further used for sending a second control message to the vehicles in the first sub-queue; the second control message is used for instructing the vehicles in the first sub-queue to run at the maximum speed.

8. The control device according to claim 6 or 7, wherein the obtaining unit is specifically configured to determine that a second queue exists; the second queue is a queue before the first queue;

the acquiring unit is specifically further configured to acquire the running speed and the second distance of the vehicles in the second queue; the second distance is a distance between an initial position of a third vehicle and a stop line, the third vehicle is a tail car in the second queue, and the initial position of the third vehicle is a position of the third vehicle at the current moment;

the obtaining unit is specifically further configured to determine a passing time of the second queue according to the driving speed of the second queue and the second distance obtained by the obtaining unit, and determine the passing time of the second queue as the minimum time of the first queue; the passing time of the second queue is as follows: the third vehicle travels from an initial position of the third vehicle in accordance with a travel speed of the third vehicle, a length of time taken to pass through the stop line.

9. The control device according to claim 6 or 7, characterized in that the control device further comprises a calculation unit;

the determining unit is further configured to determine that a third queue exists; the vehicles in the third queue do not pass through the stop line at the current moment and are in a static state;

the obtaining unit is further configured to obtain a queue length and a green light duration of a third queue when the determining unit determines that the third queue exists;

the determining unit is further configured to determine a passing time of the third queue according to the queue length of the third queue obtained by the obtaining unit; the passing time of the third queue is the time spent by a fourth vehicle running from a static state to pass through the stop line; the fourth vehicle is a tail car in the third queue;

and the calculating unit is used for calculating the difference value between the green light time length and the passing time length of the third queue, and taking the calculation result as the remaining green light time length.

10. The control device according to claim 6 or 7, wherein the determining unit is further configured to determine an initial passing time length of the first queue, where the initial passing time length of the first queue is: the second vehicle starts to run from the initial position of the second vehicle according to the running speed of the vehicles in the first queue at the current moment, and the time length spent on passing through the stop line is obtained;

the sending unit is further configured to send the first control message to the vehicles in the first queue if the initial passing duration of the first queue is less than or equal to the remaining duration of the green light;

the determining unit is specifically configured to determine the target time duration of the first queue according to the target speed of the vehicles in the first queue if the initial passing time duration of the first queue is greater than the remaining green light time duration.

11. A computer-readable storage medium storing one or more programs, the one or more programs comprising instructions, which when executed by a computer, cause the computer to perform the control method of any of claims 1-5.

12. A control device, comprising: a processor and a memory; wherein the memory is configured to store one or more programs, the one or more programs including computer-executable instructions that, when executed by the control apparatus, are executed by the processor to cause the control apparatus to perform the control method of any of claims 1-5.