WO2022267312A1 - 车辆控制方法、装置、设备和计算机存储介质 - Google Patents

车辆控制方法、装置、设备和计算机存储介质 Download PDF

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Publication number
WO2022267312A1
WO2022267312A1 PCT/CN2021/131186 CN2021131186W WO2022267312A1 WO 2022267312 A1 WO2022267312 A1 WO 2022267312A1 CN 2021131186 W CN2021131186 W CN 2021131186W WO 2022267312 A1 WO2022267312 A1 WO 2022267312A1
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Prior art keywords
vehicle
lane
speed
vehicles
preset
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PCT/CN2021/131186
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English (en)
French (fr)
Inventor
黄际洲
夏德国
王海峰
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北京百度网讯科技有限公司
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Priority to KR1020227008611A priority Critical patent/KR20230001002A/ko
Priority to EP21865346.7A priority patent/EP4129793B1/en
Priority to JP2022517191A priority patent/JP2023534566A/ja
Priority to US17/753,817 priority patent/US20240062654A1/en
Publication of WO2022267312A1 publication Critical patent/WO2022267312A1/zh

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    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/02—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to ambient conditions
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    • G08G1/0112—Measuring and analyzing of parameters relative to traffic conditions based on the source of data from the vehicle, e.g. floating car data [FCD]
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    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
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    • B60W30/18018—Start-stop drive, e.g. in a traffic jam
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • G08G1/096733—Systems involving transmission of highway information, e.g. weather, speed limits where a selection of the information might take place
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    • G08G1/0967—Systems involving transmission of highway information, e.g. weather, speed limits
    • G08G1/096766—Systems involving transmission of highway information, e.g. weather, speed limits where the system is characterised by the origin of the information transmission
    • G08G1/096783—Systems involving transmission of highway information, e.g. weather, speed limits where the system is characterised by the origin of the information transmission where the origin of the information is a roadside individual element
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0001—Details of the control system
    • B60W2050/0002—Automatic control, details of type of controller or control system architecture
    • B60W2050/0004—In digital systems, e.g. discrete-time systems involving sampling
    • B60W2050/0005—Processor details or data handling, e.g. memory registers or chip architecture
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0001—Details of the control system
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    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2420/00—Indexing codes relating to the type of sensors based on the principle of their operation
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W2556/00—Input parameters relating to data
    • B60W2556/45—External transmission of data to or from the vehicle

Definitions

  • the present disclosure relates to the technical field of computers, and in particular to the technical fields of automatic driving and intelligent transportation.
  • the present disclosure provides a vehicle control method, device, device, and computer storage medium, so as to alleviate the problem of traffic congestion.
  • a vehicle control method comprising:
  • a control instruction is generated for each vehicle, and the control instruction includes a state instruction and/or a target speed instruction.
  • a vehicle control device comprising:
  • a decision-making trigger unit configured to determine vehicles within a preset geographic fence area
  • the first decision-making unit is used to determine the vehicle weight of the vehicle according to the vehicle type and the waiting time;
  • the second decision-making unit is used to estimate the waiting time for each lane according to the vehicle weight of the vehicles contained in each lane in the geographical fence area and the position of the vehicle in the lane;
  • the third decision-making unit is configured to generate a control command for each vehicle according to the waiting time of each lane and the position of the vehicle in the lane, and the control command includes a state command and/or a target speed command.
  • a vehicle control system including: an on-board unit, a roadside unit and a mobile edge computing device arranged in the vehicle;
  • the vehicle-mounted unit is used to send the information of the vehicle to the roadside unit after establishing a connection with the roadside unit; receive the control instruction sent by the roadside unit, and send it to the control system of the vehicle to execute the Control instruction;
  • the roadside unit is configured to send the received information of the vehicle to the mobile edge computing device after establishing a connection with the vehicle-mounted unit; forward the control instruction sent by the mobile edge computing device to the vehicle-mounted unit of the corresponding vehicle;
  • the mobile edge computing device includes the above-mentioned vehicle control device.
  • an electronic device including:
  • the memory stores instructions executable by the at least one processor, the instructions are executed by the at least one processor to enable the at least one processor to perform the method as described above.
  • a non-transitory computer-readable storage medium storing computer instructions, wherein the computer instructions are used to cause the computer to execute the above method.
  • a computer program product comprises a computer program which, when executed by a processor, implements the method as described above.
  • this disclosure performs global planning and control on vehicles in the geo-fence area based on information such as vehicle type, waiting time, and position in the lane, and generates control instructions for vehicles to effectively alleviate traffic congestion. .
  • FIG. 1 is a system architecture diagram applicable to an embodiment of the present disclosure
  • FIG. 2 is a flowchart of a vehicle control method provided by an embodiment of the present disclosure
  • FIG. 3 is a schematic structural diagram of a vehicle control device provided by an embodiment of the present disclosure.
  • FIG. 4 is a block diagram of an electronic device used to implement an embodiment of the present disclosure.
  • Traffic congestion generally occurs at traffic bottlenecks, including intersections and confluences.
  • Current vehicle control at these chokepoints comes from traffic light control, or relies on the behavior of individual drivers.
  • the main problems brought about by these methods include:
  • the present disclosure provides a novel vehicle control method for alleviating traffic congestion.
  • the system involved in the present disclosure is briefly described first.
  • FIG. 1 is a system architecture diagram applicable to an embodiment of the present disclosure.
  • the vehicle involved in the present disclosure may be a vehicle with an automatic driving function and an auxiliary driving function. These vehicles are equipped with on-board OBU (On Board Unit, on-board unit).
  • OBU On Board Unit, on-board unit
  • the vehicle installed with OBU can communicate with the RSU (Road Side Unit) erected on the roadside through V2X (Vehicle to Everything, wireless communication technology for vehicles), and obtain vehicle control instructions from the RSU.
  • the OBU needs to integrate communication chips and modules, and interact with the vehicle's control unit.
  • the RSU is installed on the roadside to collect information such as current vehicle conditions, road conditions, and traffic conditions.
  • the information is transmitted to MEC (Mobile Edge Computing, mobile edge computing device) through the communication network for processing. And after receiving the processing result of MEC, send it to OBU.
  • MEC Mobile Edge Computing, mobile edge computing device
  • MEC provides service environment, computing and storage functions in RAN (Radio Access Network, radio access network).
  • the above-mentioned OBU and RSU can communicate through technologies such as DSRC (Dedicated Short Range Communication, dedicated short-range communication) or C-V2X (Cellular V2X, cellular vehicle networking communication).
  • DSRC Dedicated Short Range Communication, dedicated short-range communication
  • C-V2X Cellular V2X, cellular vehicle networking communication
  • geo-fence areas can be set at places where traffic congestion is likely to occur, such as intersections and merges.
  • An RSU can be responsible for one or more geofence areas. Vehicles entering the geographical fence area communicate with the RSU and are controlled by the RSU's instructions. The RSU reports the vehicle information in the geo-fence area to the MEC, and the MEC generates the vehicle control command, returns it to the RSU, and the RSU sends it to the corresponding vehicle.
  • the global control of each vehicle in the geo-fenced area is implemented by the MEC.
  • Fig. 2 is a flow chart of a vehicle control method provided by an embodiment of the present disclosure.
  • the method execution body may be a vehicle control device, which may be located in the MEC shown in Fig. 1, may be an application in the MEC, or may be Functional units such as plug-ins or software development kits (Software Development Kit, SDK) in MEC.
  • the method may include the following steps:
  • the vehicle weight of the vehicle is determined according to the vehicle type and the waiting time.
  • the waiting time for each lane is estimated.
  • a control command is generated for each vehicle, wherein the control command includes a state command and/or a target speed command.
  • this disclosure based on information such as vehicle type, waiting time, and position in the lane, performs global planning and control on vehicles in the geo-fence area, generates control instructions for vehicles, and reduces individual behaviors such as lane grabbing Compared with the traditional traffic light control method, it is more flexible and global.
  • step 201 that is, "determining the vehicle within the preset geo-fence area"
  • Geographic fence areas can be set up in advance where traffic jams are prone to occur, such as intersections and confluences where traffic congestion is prone to occur and vehicle scheduling is required.
  • the geo-fence area is a geographically defined part of the area, which may include N lanes, and the length of the included lanes is l threshold . Wherein, N is an integer greater than 1. Taking what is shown in FIG. 1 as an example, the geographical fence area includes 3 lanes, and the length of the included lanes is l threshold . According to the location of the vehicle, it can be judged whether the vehicle falls into the geographical fence area. Vehicles in the geo-fence area may be of various types, may occupy the geo-fence area, and may also have vacant positions.
  • the OBU on each vehicle will send its own positioning results, vehicle identification, vehicle type and other information to the RSU.
  • the RSU sends this information of these vehicles to the MEC.
  • the MEC determines the vehicles that fall into the geo-fence area corresponding to the RSU according to the location information of the vehicles, that is, determines the correspondence between the geo-fence area, the vehicle and the RSU.
  • the MEC determines the vehicles falling into the geo-fence area, it needs to determine the information of the lanes where these vehicles are located.
  • the following methods can be used but not limited to:
  • the first way the MEC obtains the lane information of the vehicle determined by the OBU joint camera of the vehicle.
  • the OBU of the vehicle can obtain the picture taken by the on-board camera, and based on a certain algorithm, identify the lane information of the vehicle from the picture, and then send the lane information to the RSU, and the RSU sends it to the MEC.
  • the second way MEC obtains the vehicle lane information determined by the vehicle based on the vehicle positioning result and lane-level map data.
  • the vehicle can determine the lane information of the vehicle based on its own location information and the lane-level map deployed on the vehicle, and then send the lane information to the RSU, and the RSU sends it to the MEC.
  • the third method MEC obtains the positioning result of the vehicle, and determines the lane information of the vehicle based on the lane-level map data deployed on the MEC.
  • the MEC matches the location information of the vehicle on the lane-level map data to determine the lane where the vehicle is located.
  • the above-mentioned lane-level map data refers to a map with lane division data, that is, a map from which lane information can be clarified from the map data.
  • step 202 that is, "determine the vehicle weight of the vehicle according to the vehicle type and the waiting time" will be described in detail below in conjunction with an embodiment.
  • lane L i contains N i vehicles
  • T i,j is the type of vehicle, which can include ordinary vehicles , buses, fire trucks, ambulances, police cars, etc.
  • t i, j, s is the time when the vehicle enters the lane L i .
  • l i, j, t are the current position coordinates of the vehicle, s i, j, t are the current speed of the vehicle.
  • the vehicle weight of the vehicle reflects the priority of vehicle traffic, which is mainly determined by the vehicle type and the waiting time (ie, the waiting time). On the one hand, it is necessary to ensure that some special types of vehicles have priority, and on the other hand, it is also necessary to ensure that the waiting time of vehicles is not too long to ensure fairness. Therefore, the higher the weight of the vehicle type, the greater the weight of the vehicle; the longer the waiting time of the vehicle, the greater the weight of the vehicle.
  • vehicle weights for vehicle C i,j Can be:
  • the vehicle type weight which is determined by the vehicle type. For example, the vehicle types of police cars, ambulances, and fire engines have higher weights to ensure their priority; the vehicle type weights of buses are second, and ordinary vehicles are third.
  • tt i, j, s reflects the waiting time of the vehicle. In addition to the above vehicle type and waiting time, other factors can also be combined to determine the vehicle weight, which will not be described in detail here.
  • step 203 that is, "estimating the waiting time for each lane according to the vehicle weights of the vehicles contained in each lane in the geo-fence area and the position of the vehicle in the lane" will be described in detail below in conjunction with an embodiment.
  • the weight of each lane can be determined first according to the vehicle weights of the vehicles contained in each lane in the geo-fence area; duration.
  • the average value of the vehicle weights of the vehicles (in the geo-fence area) contained in the lane may be used as the weight of the lane.
  • N i is the number of vehicles contained in the lane L i in the geo-fence area.
  • the lanes When estimating the waiting time of each lane, the lanes can be sorted according to their weights, and the waiting time for the lane with the highest weight is zero. That is, the first vehicle in the lane with the highest weight can pass.
  • Step S1 according to the vehicle weights of the vehicles included in the lane, determine the queuing weight of each vehicle included in the lane.
  • a vehicle's ranking weight is related to the vehicle weights of the vehicles after it in addition to its own vehicle weight.
  • the average value of weights of the vehicle and the vehicle behind the lane where the vehicle is located may be used as the queuing weight of the vehicle.
  • the queuing weight of vehicle C i,j for:
  • Step S2 according to the queuing weight of each vehicle included in the lane, determine the number of vehicles that the first vehicle in the lane needs to wait for.
  • the number of vehicles that the first vehicle in the lane needs to wait for can be known, that is, the first vehicle in the lane needs to wait for several vehicles to pass before it can pass. For example, sort the queuing weights of all vehicles, and the first vehicle in lane L i is ranked k, then the number of vehicles it needs to wait for:
  • Step S3 according to the number of vehicles that the first vehicle in the lane needs to wait for and the unit time for the vehicles to pass, determine the length of time that the lane needs to wait.
  • the product of the number of vehicles that the first vehicle needs to wait in the lane and the unit time for the vehicle to pass can be used as the length of time that the lane needs to wait.
  • the waiting time for lane L i Can be:
  • ⁇ t is the unit time for the vehicle to pass, and empirical values or experimental values can be used.
  • Step 204 that is, "generating control commands for each vehicle according to the waiting time of each lane and the position of the vehicle in the lane" will be described in detail below.
  • control instructions generated for each vehicle may only include state instructions, which indicate what state the vehicle adopts, such as start, hold, decelerate and stop. It is also possible to include only a target speed command, that is, to indicate what speed the vehicle should reach. It is also possible to include both a state command and a target speed command.
  • state command C I i,j and target speed for vehicle C i,j may include the following situations:
  • the first case if the current speed s i, j, t of the vehicle is zero, the waiting time for the lane where the vehicle is located is zero and the vehicle is at the head of the lane, i.e. j is 0, then a start command is generated for the vehicle to determine the target speed of the vehicle is the preset normal speed. For example, the average speed of urban roads can be taken.
  • the second case if the estimated starting speed of the vehicle If it is greater than or equal to the preset maximum speed threshold s max , then a starting instruction is generated for the vehicle, and the target speed of the vehicle is determined to be the preset normal speed.
  • the estimated startup speed refers to the maximum speed that can be used assuming that the vehicle starts, the distance between the speed and the vehicle and the waiting time in the lane where the vehicle is located relevant. That is, assuming that the vehicle starts to start now, at The maximum speed used to ensure that the car does not hit the stop line or hits the vehicle in front.
  • ⁇ l is the distance between the current position of the vehicle and the position of the lane stop line. Otherwise, ⁇ l is the positional distance between vehicle C i,j and the preceding vehicle.
  • s max is a preset value, such as 15m/s for urban roads.
  • the third case if the front distance ⁇ l of the vehicle is greater than or equal to the preset maximum distance threshold l max , a start instruction is generated for the vehicle, and the target speed of the vehicle is determined to be a preset normal speed.
  • the maximum distance threshold l max can adopt an empirical value or an experimental value, for example, it is set to be 3 times of ⁇ l.
  • the fourth case if the estimated starting speed of the vehicle is greater than or equal to the current speed s i,j,t of the vehicle, a keep instruction is generated for the vehicle, and the target speed of the vehicle is determined to be the current speed. That is to say, in this case, the vehicle only needs to keep driving at the current speed.
  • the fifth case if the estimated starting speed of the vehicle If it is less than the vehicle's current speed s i,j,t and greater than the preset minimum speed threshold s min , then generate a deceleration (slow) instruction for the vehicle, and determine that the target speed of the vehicle is the estimated starting speed of the vehicle
  • the seventh case if the front distance ⁇ l of the vehicle is less than or equal to the preset minimum distance threshold l min , in order to ensure safety, a stop instruction is generated for the vehicle, and the target speed of the vehicle is determined to be zero.
  • the MEC sends the control command to the RSU (that is, the RSU corresponding to the geographic location fence area), and the RSU sends it to the OBU of the corresponding vehicle.
  • the OBU of the vehicle provides control commands to the control system of the vehicle, and the control system executes the control commands. That is, start, maintain, decelerate or stop the vehicle according to the state command, and adjust to the target speed.
  • Fig. 3 is a schematic structural diagram of a vehicle control device provided by an embodiment of the present disclosure, and the device is arranged in an MEC.
  • the apparatus 300 may include: a decision triggering unit 301 , a first decision unit 302 , a second decision unit 303 and a third decision unit 304 , and may also include an instruction sending unit 305 and a lane determination unit 306 .
  • the main functions of each component unit are as follows:
  • the decision triggering unit 301 is configured to determine the vehicles within the preset geographic fence area.
  • the first decision-making unit 302 is configured to determine the vehicle weight of the vehicle according to the vehicle type and the waiting time.
  • the second decision-making unit 303 is configured to estimate the waiting time for each lane according to the vehicle weight of the vehicles contained in each lane in the geo-fence area and the position of the vehicle in the lane.
  • the third decision-making unit 304 is configured to generate control instructions for each vehicle according to the waiting time of each lane and the position of the vehicle in the lane, and the control instructions include state instructions and/or target speed instructions.
  • the decision triggering unit 301 may determine whether the vehicle position falls into a preset geo-fence area after determining the vehicle position, and determine the roadside unit corresponding to the geo-fence area.
  • the instruction sending unit 305 is configured to send the control instruction to the corresponding vehicle through the roadside unit corresponding to the geo-fence area.
  • the lane determination unit 306 is configured to determine the lane where the vehicle is located. The following three methods can be adopted but not limited to:
  • the second decision-making unit 303 can determine the weight of each lane according to the vehicle weight of the vehicles contained in each lane in the geo-fence area; according to the weight of each lane, the vehicle weight and the position of the vehicle in the lane, predict Estimate the waiting time for each lane.
  • the second decision-making unit 303 estimates the waiting time of each lane according to the weight of each lane, the weight of the vehicle, and the position of the vehicle in the lane, for the lane with the highest weight, determine that the lane needs to wait.
  • the waiting time is zero; for other lanes, according to the vehicle weight of the vehicles contained in the lane, determine the queuing weight of each vehicle contained in the lane; according to the queuing weight of each vehicle contained in the lane, determine the number of vehicles that the first vehicle in the lane needs to wait for; According to the number of vehicles that the first vehicle in the lane needs to wait for and the unit time for vehicles to pass, determine the length of time that the lane needs to wait.
  • the third decision-making unit 304 may adopt the following situations to generate the state instruction:
  • the waiting time in the lane where the vehicle is located is zero, and the vehicle is at the head of the lane, generate a start command for the vehicle;
  • a stop instruction is generated for the vehicle
  • the estimated starting speed of the vehicle is determined by the distance in front of the vehicle and the waiting time of the lane where the vehicle is located.
  • the third decision-making unit 304 may use the following situations to generate the target speed instruction:
  • the waiting time for the lane where the vehicle is located is zero and the vehicle is at the head of the lane, then determine that the target speed of the vehicle is the preset normal speed;
  • the estimated starting speed of the vehicle is greater than or equal to a preset maximum speed threshold, then determining that the target speed of the vehicle is a preset normal speed;
  • the front distance of the vehicle is greater than or equal to the preset maximum distance threshold, then determining that the target speed of the vehicle is a preset conventional speed
  • the estimated starting speed of the vehicle is greater than or equal to the current speed of the vehicle, then determining that the target speed of the vehicle is the current speed;
  • the target speed of the vehicle is the estimated starting speed of the vehicle.
  • the length of time that the lane needs to wait is determined;
  • each embodiment in this specification is described in a progressive manner, the same and similar parts of each embodiment can be referred to each other, and each embodiment focuses on the differences from other embodiments.
  • the description is relatively simple, and for relevant parts, please refer to part of the description of the method embodiment.
  • the present disclosure also provides an electronic device, a readable storage medium, and a computer program product.
  • FIG. 4 it is a block diagram of an electronic device of a vehicle control method according to an embodiment of the present disclosure.
  • Electronic device is intended to represent various forms of digital computers, such as laptops, desktops, workstations, personal digital assistants, servers, blade servers, mainframes, and other suitable computers.
  • Electronic devices may also represent various forms of mobile devices, such as personal digital processing, cellular telephones, smart phones, wearable devices, and other similar computing devices.
  • the components shown herein, their connections and relationships, and their functions, are by way of example only, and are not intended to limit implementations of the disclosure described and/or claimed herein.
  • the device 400 includes a computing unit 401 that can execute according to a computer program stored in a read-only memory (ROM) 402 or loaded from a storage unit 408 into a random access memory (RAM) 403. Various appropriate actions and treatments. In the RAM 403, various programs and data necessary for the operation of the device 400 can also be stored.
  • the computing unit 401, ROM 402, and RAM 403 are connected to each other through a bus 404.
  • An input/output (I/O) interface 405 is also connected to bus 404 .
  • the I/O interface 405 includes: an input unit 406, such as a keyboard, a mouse, etc.; an output unit 407, such as various types of displays, speakers, etc.; a storage unit 408, such as a magnetic disk, an optical disk, etc. ; and a communication unit 409, such as a network card, a modem, a wireless communication transceiver, and the like.
  • the communication unit 409 allows the device 400 to exchange information/data with other devices over a computer network such as the Internet and/or various telecommunication networks.
  • the computing unit 401 may be various general-purpose and/or special-purpose processing components having processing and computing capabilities. Some examples of computing units 401 include, but are not limited to, central processing units (CPUs), graphics processing units (GPUs), various dedicated artificial intelligence (AI) computing chips, various computing units that run machine learning model algorithms, digital signal processing processor (DSP), and any suitable processor, controller, microcontroller, etc.
  • the calculation unit 401 executes various methods and processes described above, such as a vehicle control method.
  • the vehicle control method may be implemented as a computer software program tangibly embodied on a machine-readable medium, such as storage unit 408 .
  • part or all of the computer program may be loaded and/or installed on the device 400 via the ROM 802 and/or the communication unit 409.
  • the computer program When the computer program is loaded into the RAM 403 and executed by the computing unit 401, one or more steps of the vehicle control method described above can be performed.
  • the computing unit 401 may be configured to execute the vehicle control method in any other suitable manner (for example, by means of firmware).
  • Various implementations of the systems and techniques described herein can be implemented in digital electronic circuitry, systems integrated circuits, field programmable gate arrays (FPGAs), application specific integrated circuits (ASICs), application specific standard products (ASSPs), systems on chips system (SOC), load programmable logic device (CPLD), computer hardware, firmware, software, and/or a combination thereof.
  • FPGAs field programmable gate arrays
  • ASICs application specific integrated circuits
  • ASSPs application specific standard products
  • SOC systems on chips system
  • CPLD load programmable logic device
  • computer hardware firmware, software, and/or a combination thereof.
  • programmable processor can be special-purpose or general-purpose programmable processor, can receive data and instruction from storage system, at least one input device, and at least one output device, and transmit data and instruction to this storage system, this at least one input device, and this at least one output device an output device.
  • Program codes for implementing the methods of the present disclosure may be written in any combination of one or more programming languages. These program codes may be provided to a processor or controller of a general-purpose computer, a special-purpose computer, or other programmable data processing apparatus, so that the program codes, when executed by the processor or controller, make the flow diagrams and/or block diagrams specified The function/operation is implemented.
  • the program code may execute entirely on the machine, partly on the machine, as a stand-alone software package partly on the machine and partly on a remote machine or entirely on the remote machine or server.
  • a machine-readable medium may be a tangible medium that may contain or store a program for use by or in conjunction with an instruction execution system, apparatus, or device.
  • a machine-readable medium may be a machine-readable signal medium or a machine-readable storage medium.
  • a machine-readable medium may include, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination of the foregoing.
  • machine-readable storage media would include one or more wire-based electrical connections, portable computer discs, hard drives, random access memory (RAM), read only memory (ROM), erasable programmable read only memory (EPROM or flash memory), optical fiber, compact disk read only memory (CD-ROM), optical storage, magnetic storage, or any suitable combination of the foregoing.
  • RAM random access memory
  • ROM read only memory
  • EPROM or flash memory erasable programmable read only memory
  • CD-ROM compact disk read only memory
  • magnetic storage or any suitable combination of the foregoing.
  • the systems and techniques described herein can be implemented on a computer having a display device (e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor) for displaying information to the user. ); and a keyboard and pointing device (eg, a mouse or a trackball) through which a user can provide input to the computer.
  • a display device e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor
  • a keyboard and pointing device eg, a mouse or a trackball
  • Other kinds of devices can also be used to provide interaction with the user; for example, the feedback provided to the user can be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and can be in any form (including Acoustic input, speech input or, tactile input) to receive input from the user.
  • the systems and techniques described herein can be implemented in a computing system that includes back-end components (e.g., as a data server), or a computing system that includes middleware components (e.g., an application server), or a computing system that includes front-end components (e.g., as a a user computer having a graphical user interface or web browser through which a user can interact with embodiments of the systems and techniques described herein), or including such backend components, middleware components, Or any combination of front-end components in a computing system.
  • the components of the system can be interconnected by any form or medium of digital data communication, eg, a communication network. Examples of communication networks include: Local Area Network (LAN), Wide Area Network (WAN) and the Internet.
  • a computer system may include clients and servers.
  • Clients and servers are generally remote from each other and typically interact through a communication network.
  • the relationship of client and server arises by computer programs running on the respective computers and having a client-server relationship to each other.
  • the server can be a cloud server, also known as cloud computing server or cloud host, which is a host product in the cloud computing service system to solve the management difficulties existing in traditional physical host and virtual private server (VPs, VIirtual Private Server) services Large and weak business expansion.
  • the server can also be a server of a distributed system, or a server combined with a blockchain.
  • steps may be reordered, added or deleted using the various forms of flow shown above.
  • each step described in the present application may be executed in parallel, sequentially, or in a different order, as long as the desired result of the technical solution disclosed in the present disclosure can be achieved, no limitation is imposed herein.

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Abstract

一种车辆控制方法、装置、设备和计算机存储介质，涉及自动驾驶和智能交通技术领域。车辆控制方法包括：确定处于预设的地理围栏区域内的车辆；依据车辆类型和等待时长，确定车辆的车辆权重；依据地理围栏区域内各车道所包含车辆的车辆权重以及车辆在车道中的位置，预估各车道需要等待的时长；依据各车道需要等待的时长和车辆在车道中的位置，分别针对各车辆生成控制指令，控制指令包括状态指令和/或目标速度指令。车辆控制方法能够对地理围栏区域内的车辆进行全局调度决策，以缓解交通拥堵问题。

Description

车辆控制方法、装置、设备和计算机存储介质
本申请要求了申请日为2021年06月22日，申请号为202110691245.3发明名称为“车辆控制方法、装置、设备和计算机存储介质”的中国专利申请的优先权。
技术领域
本公开涉及计算机技术领域，尤其涉及自动驾驶和智能交通技术领域。
背景技术
便捷的交通，不仅有利于人们出行，同时为社会经济增长提供了重要的基础。而随着车辆保有量的不断增加，出行需求的持续上涨，以及城市规模的持续扩大，拥堵成为城市发展过程中出现的不可忽视的一大问题。一方面交通拥堵使得人们花费大量时间在出行上，增加了人们的出行成本。另一方面，车辆互相抢道引发汽车追尾，引发交通拥堵，甚至可能引发严重的交通安全事故，导致人员伤亡和巨大的经济损失。
因此，如何缓解交通拥堵成为智能交通和自动驾驶领域中亟待解决的问题。
发明内容
有鉴于此，本公开提供了一种车辆控制方法、装置、设备和计算机存储介质，以便于缓解交通拥堵问题。
根据本公开的第一方面，提供了一种车辆控制方法，包括：
确定处于预设的地理围栏区域内的车辆；
依据车辆类型和等待时长，确定所述车辆的车辆权重；
依据所述地理围栏区域内各车道所包含车辆的车辆权重以及车辆在车道中的位置，预估各车道需要等待的时长；
依据各车道需要等待的时长和车辆在车道中的位置，分别针对各车辆生成控制指令，所述控制指令包括状态指令和/或目标速度指令。
根据本公开的第二方面，提供了一种车辆控制装置，包括：
决策触发单元，用于确定处于预设的地理围栏区域内的车辆；
第一决策单元，用于依据车辆类型和等待时长，确定所述车辆的车辆权重；
第二决策单元，用于依据所述地理围栏区域内各车道所包含车辆的车辆权重以及车辆在车道中的位置，预估各车道需要等待的时长；
第三决策单元，用于依据各车道需要等待的时长和车辆在车道中的位置，分别针对各车辆生成控制指令，所述控制指令包括状态指令和/或目标速度指令。
根据本公开的第三方面，提供了一种车辆控制系统，包括：设置于车辆中的车载单元、路侧单元和移动边缘计算设备；
所述车载单元，用于与所述路侧单元建立连接后，将所述车辆的信息发送给路侧单元；接收路侧单元发送的控制指令，并发送给所述车辆的控制系统以执行该控制指令；
所述路侧单元，用于与车载单元建立连接后，将接收到的所述车辆的信息发送给移动边缘计算设备；将移动边缘计算设备发送的控制指令转发给对应车辆的车载单元；
所述移动边缘计算设备包括上述的车辆控制装置。
根据本公开的第四方面，提供了一种电子设备，包括：
至少一个处理器；以及
与所述至少一个处理器通信连接的存储器；其中，
所述存储器存储有可被所述至少一个处理器执行的指令，所述指令被所述至少一个处理器执行，以使所述至少一个处理器能够执行如上所述的方法。
根据本公开的第五方面，提供了一种存储有计算机指令的非瞬时计算机可读存储介质，其中，所述计算机指令用于使所述计算机执行如上所述的方法。
根据本公开的第六方面，一种计算机程序产品，包括计算机程序，所述计算机程序在被处理器执行时实现如上所述的方法。
由以上技术方案可以看出，本公开依据车辆类型、等待时长、在车道中的位置等信息，对地理围栏区域内的车辆进行全局规划控制，生成对车辆的控制指令，以有效缓解交通拥堵问题。
应当理解，本部分所描述的内容并非旨在标识本公开的实施例的关键或重要特征，也不用于限制本公开的范围。本公开的其它特征将通过以下的说明书而变得容易理解。
附图说明
附图用于更好地理解本方案，不构成对本公开的限定。其中：
图1为适用于本公开实施例的系统架构图；
图2为本公开实施例提供的车辆控制方法的流程图；
图3为本公开实施例提供的车辆控制装置的结构示意图；
图4是用来实现本公开实施例的电子设备的框图。
具体实施方式
以下结合附图对本公开的示范性实施例做出说明，其中包括本公开实施例的各种细节以助于理解，应当将它们认为仅仅是示范性的。因此，本领域普通技术人员应当认识到，可以对这里描述的实施例做出各种改变和修改，而不会背离本公开的范围和精神。同样，为了清楚和简明，以下的描述中省略了对公知功能和结构的描述。
交通拥堵一般出现在交通瓶颈点，包括路口、合流口等。当前对于这些交通瓶颈点的车辆控制来自于交通信号灯控制，或依赖个体驾驶者的行为。这些方式带来的主要问题包括：
1)交通信号灯的控制灵活性较差，很难实现交通瓶颈下的优质调控。
2)依赖驾车人员的行为及判断，非常容易因为个体驾驶行为导致车辆追尾或交通拥堵，同时存在道路通行权不公平问题。
3)已有的自动驾驶解决方案都是基于单车智能，缺乏全局的调控能力，无法解决应急车辆很难快速通过等问题。
有鉴于此，本公开提供了一种新型的缓解交通拥堵的车辆控制方式。为了方便对本公开的理解，首先对本公开所涉及的系统进行简单描述。
图1为适用于本公开实施例的系统架构图。本公开中涉及的车辆可以是具有自动驾驶功能、辅助驾驶功能的车辆。这些车辆上安装有车载OBU(On Board Unit，车载单元)。安装有OBU的车辆能够与路边架设的RSU(Road Side Unit，路侧单元)通过V2X(Vehicle to Everything， 车用无线通信技术)进行通讯，并从RSU获取车辆控制指令。OBU上需要集成通讯芯片和模组，并与车辆的控制单元进行交互。
RSU安装于路侧，用以采集当前的车辆状况、道路状况、交通状况等信息。通过通讯网络将信息传递至MEC(Mobile Edge Computing，移动边缘计算设备)进行处理。并接收MEC的处理结果后，发送至OBU。
MEC在RAN(Radio Access Network，无线接入网)内提供服务环境、计算和存储功能。
其中，上述OBU和RSU可以通过诸如DSRC(Dedicated Short Range Communication，专用短距离通信)或C-V2X(Cellular V2X,蜂窝车联网通信)技术进行通讯。
在本公开中，可以在诸如路口、合流处等容易发生交通拥堵的地方设置地理围栏区域。一个RSU可以对应负责一个或多个地理围栏区域。进入该地理围栏区域的车辆与该RSU进行通讯，受该RSU的指令控制。RSU将地理围栏区域内的车辆信息上报至MEC，由MEC进行车辆控制指令的生成，并返回给RSU，由RSU发送给对应的车辆。在本公开中，由MEC实现对地理围栏区域中各车辆的全局控制。
图2为本公开实施例提供的车辆控制方法的流程图，该方法执行主体可以为车辆控制装置，该装置可以位于图1中所示的MEC中，可以是MEC中的应用，或者还可以为MEC中的插件或软件开发工具包(Software Development Kit，SDK)等功能单元。如图2中所示，该方法可以包括以下步骤：
在201中，确定处于预设的地理围栏区域内的车辆。
在202中，依据车辆类型和等待时长，确定车辆的车辆权重。
在203中，依据地理围栏区域内各车道所包含车辆的车辆权重以及车辆在车道中的位置，预估各车道需要等待的时长。
在204中，依据各车道需要等待的时长和车辆在车道中的位置，分别针对各车辆生成控制指令，其中控制指令包括状态指令和/或目标速度指令。
由以上技术方案可以看出，本公开依据车辆类型、等待时长、在车道中的位置等信息，对地理围栏区域内的车辆进行全局规划控制，生成对车辆的控制指令，减少个体抢道等行为所带来的交通拥堵等问题，且 相比较传统交通灯控制的方式更加灵活和具有全局性。
下面结合实施例对上述各步骤进行详细描述。
首先结合实施例对上述步骤201即“确定处于预设的地理围栏区域内的车辆”进行详细描述。
可以预先将容易发生交通拥堵的地方设置地理围栏区域，例如在路口、合流口等易发生拥堵且需要进行车辆调度的地方。地理围栏区域就是在地理位置上划定的一部分区域，可以包含N个车道，包含车道的长度为l threshold。其中，N为大于1的整数。以图1中所示为例，该地理围栏区域包含3个车道，包含车道的长度为l threshold。根据车辆的位置可以判断车辆是否落入该地理围栏区域。在该地理围栏区域中的车辆可能是多种类型的车辆，可能占满地理围栏区域，也可能存在空闲位置。
各车辆上的OBU一旦与RSU建立连接，就会将自身的定位结果、车辆标识、车辆类型等信息发送给RSU。RSU将这些车辆的这些信息发送给MEC。由MEC根据车辆的位置信息确定落入该RSU对应的地理围栏区域的车辆，也就是说，确定出地理围栏区域、车辆和RSU之间的对应关系。
更进一步地，MEC确定出落入地理围栏区域的车辆后，需要确定出这些车辆所在车道的信息。可以采用但不限于以下几种方式：
第一种方式：MEC获取车辆的OBU联合摄像头确定出的车辆所在车道信息。
车辆的OBU可以获取车载摄像头拍摄的图片，并基于一定的算法从图片中识别出车辆所在的车道信息，然后将该车道信息发送给RSU，由RSU发送给MEC。
第二种方式：MEC获取车辆根据车辆定位结果和车道级地图数据确定出的车辆所在车道信息。
车辆可以基于自身的位置信息，以及部署在车辆上的车道级地图，确定出车辆所在车道信息，然后将该车道信息发送给RSU，由RSU发送给MEC。
第三种方式：MEC获取车辆的定位结果，并依据部署于MEC的车道级地图数据确定车辆所在车道信息。
这种方式是是由MEC将车辆的位置信息在车道级地图数据上进行 匹配，确定车辆所在车道。其中，上述的车道级地图数据指的是具有车道划分数据的地图，即从地图数据上能够明确车道信息的地图。
下面结合实施例对上述步骤202即“依据车辆类型和等待时长，确定车辆的车辆权重”进行详细描述。
假设对于设定的场景为路口，存在限定长度l threshold内的N个车道{L 1,L 2,…,L N}。在当前时刻t，车道L i包含N i个车辆
Figure PCTCN2021131186-appb-000001
对于每一个车辆C i,j＝{T i,j,t i,j,s,l i,j,t,s i,j,t}，其中T i,j为车辆类型，可以包括普通车辆、公交车、消防车、救护车、警车等。t i,j,s为车辆进入车道L i的时间。l i,j,t为车辆当前的位置坐标，s i,j,t为车辆当前速度。
车辆的车辆权重体现的是车辆通行的优先级，主要由车辆类型和等待时长(即已经等待的时长)来确定。一方面需要保证一些特殊类型的车辆优先通行，另外也需要保证车辆的等待时长不能太长，保证公平性。因此，车辆类型权重越高，车辆权重越大；车辆的等待时长越长，车辆权重越大。
例如，车辆C i,j的车辆权重
Figure PCTCN2021131186-appb-000002
可以为：
Figure PCTCN2021131186-appb-000003
其中，
Figure PCTCN2021131186-appb-000004
为车辆类型权重，由车辆类型决定。例如对于警车、救护车、消防车的车辆类型权重较高，保证其优先通行；公交车的车辆类型权重次之，普通车辆再次。t-t i,j,s体现的是车辆的等待时长。除了上述车辆类型和等待时长之外，还可以结合其他因素来确定车辆权重，在此不做详述。
在车辆权重中融入车辆类型和等待时长的考虑因素，能够通过分车辆类型的全局调控方式，保证特定类型车辆及时快速通过。且统筹兼顾了各车辆的公平通行权。
下面结合实施例对上述步骤203即“依据地理围栏区域内各车道所包含车辆的车辆权重以及车辆在车道中的位置，预估各车道需要等待的时长”进行详细描述。
在本公开中最所以需要预估各车道的等待时长，而并非直接依据车辆权重来预估各车辆的等待时长，是因为车辆收到各车道的限制，只能够在各自所在车道内依次通行。因此，需要确定各车道需要等待的时长，实际上也就是各车道首位的车辆需要等待的时长，然后再依次确定当前时刻各车辆的状态或目标速度。
在本步骤中，可以首先依据地理围栏区域内各车道所包含车辆的车辆权重，确定各车道的权重；然后依据各车道的权重、车辆权重以及车辆在车道中的位置，预估各车道需要等待的时长。
作为其中一种实现方式，在确定各车道的权重时，可以将车道所包含车辆(在地理围栏区域内)的车辆权重的平均值作为该车道的权重。例如，车道L i的权重
Figure PCTCN2021131186-appb-000005
可以为：
Figure PCTCN2021131186-appb-000006
其中，N i为车道L i在地理围栏区域内包含的车辆数。
除了上面的实现方式之外，还可以采用其他方式，例如将车道所包含车辆的车辆权重的中间值、总和作为车道权重，等等。
在预估各车道需要等待的时长时，可以将各车道按照权重进行排序，对于权重最高的车道，其需要等待的时长为零。即该权重最高的车道的首位车辆可以通行。
对于其他车道而言，可以采用以下步骤来确定车道需要等待的时长：
步骤S1、依据车道所包含车辆的车辆权重，确定车道所包含各车辆的排队权重。
由于车道内的车辆会影响到后续车辆的通行，如果后续有车辆权重较高，则为了保证车辆权重较高的车辆能够尽快通行，则其之前的车辆也需要具有较高的排序权重。例如，在一个车道内有一辆救护车，为了让该救护车尽快通行，需要其之前的车辆也具有较高的排队权重。因此，一辆车的排序权重除了与其自身的车辆权重相关之外，也与其之后车辆的车辆权重相关。
作为其中一种实现方式，可以将车辆以及该车辆所在车道之后的车辆权重的平均值，作为该车辆的排队权重。例如车辆C i,j的排队权重
Figure PCTCN2021131186-appb-000007
为：
Figure PCTCN2021131186-appb-000008
除了上述实现方式之外，也可以采用其他方式。例如将车辆及其之后车辆的车辆权重的中间值、总和作为该车辆的权重等等。
步骤S2、依据车道所包含各车辆的排队权重，确定车道首辆车需要等待的车辆数。
在获知了每辆车的排队权重之后，车道首辆车需要等待的车辆数就可以获知，即车道首辆车还需要等几辆车通行后就可以通行。例如，将所有车辆的排队权重进行排序，车道L i的首辆车排在第k个，那么其需要等待的车辆数
Figure PCTCN2021131186-appb-000009
为：
Figure PCTCN2021131186-appb-000010
步骤S3、依据车道首辆车需要等待的车辆数和车辆通过的单位时间，确定车道需要等待的时长。
车道首辆车需要等待的车辆数和车辆通过的单位时间之间的乘积，就可以作为车道需要等待的时长。例如车道L i需要等待的时长
Figure PCTCN2021131186-appb-000011
可以为：
Figure PCTCN2021131186-appb-000012
其中，Δt为车辆通过的单位时间，可以采用经验值或者实验值。
下面对步骤204即“依据各车道需要等待的时长和车辆在车道中的位置，分别针对各车辆生成控制指令”进行详细描述。
在本步骤中，针对各车辆生成的控制指令可以仅包括状态指令，即指示车辆采用什么样的状态，例如启动、保持、减速和停止。也可以仅包括目标速度指令，即指示车辆达到怎样的速度。也可以即包含状态指令又包含目标速度指令。
在针对车辆C i,j生成状态指令C I i，j和目标速度
Figure PCTCN2021131186-appb-000013
时，可以包括以下几种情况：
第一种情况：若车辆当前速度s i,j,t为零、该车辆所在车道需要等待的时间
Figure PCTCN2021131186-appb-000014
为零且该车辆位于车道首位即j为0，则针对该车辆生成启动(start) 指令，确定该车辆的目标速度
Figure PCTCN2021131186-appb-000015
为预设的常规速度。例如可以取城市道路的平均速度。
第二种情况：若车辆的预估启动速度
Figure PCTCN2021131186-appb-000016
大于或等于预设的最高速度阈值s max，则针对该车辆生成启动指令，确定该车辆的目标速度为预设的常规速度。
其中预估启动速度
Figure PCTCN2021131186-appb-000017
指的是假设车辆启动所能采用的最大速度，该速度与车辆的前间距和该车辆所在车道需要等待的时长
Figure PCTCN2021131186-appb-000018
相关。也就是说，假设车辆现在开始启动，在
Figure PCTCN2021131186-appb-000019
内保证不出停止线或不撞上前车所采用的最大速度。例如：
Figure PCTCN2021131186-appb-000020
其中，如果车辆C i,j是车道L i的首辆车，则Δl为车辆当前位置与车道停止线位置之间的距离。否则，Δl为车辆C i,j与前车之间的位置距离。
s max是一个预设值，例如城市道路可以取15m/s。
第三种情况：若车辆的前间距Δl大于或等于预设的最大间距阈值l max，则针对该车辆生成启动指令，确定该车辆的目标速度为预设的常规速度。
也就是说，如果车辆前方间距过大，则车辆可以启动向前移动，以避免车道中资源的浪费。其中，最大间距阈值l max可以采用经验值或实验值，例如设置为Δl的3倍。
第四种情况：若车辆的预估启动速度
Figure PCTCN2021131186-appb-000021
大于或等于车辆当前速度s i,j,t，则针对该车辆生成保持(keep)指令，确定该车辆的目标速度为当前速度。也就是说，这种情况下，车辆保持当前速度行驶即可。
第五种情况：若车辆的预估启动速度
Figure PCTCN2021131186-appb-000022
小于车辆当前速度s i,j,t且大于预设的最低速度阈值s min，则针对该车辆生成减速(slow)指令，确定 该车辆的目标速度为车辆的预估启动速度
Figure PCTCN2021131186-appb-000023
第六种情况：若车辆的预估启动速度
Figure PCTCN2021131186-appb-000024
小于或等于预设的最低速度阈值s min，则针对该车辆生成停止(stop)指令，确定该车辆的目标速度为零。
第七种情况：若车辆的前间距Δl小于或等于预设的最小间距阈值l min，则为了保证安全，针对该车辆生成停止指令，确定该车辆的目标速度为零。
然后MEC将控制指令发送给RSU(即地理位置围栏区域对应的RSU)，由RSU发送给对应车辆的OBU。车辆的OBU将控制指令提供给车辆的控制系统，由控制系统执行该控制指令。即按照状态指令启动、保持、减速或停止车辆，并调整到目标速度。
以上是对本公开所提供方法进行的详细描述，下面结合实施例对本公开所提供的装置进行详细描述。
图3为本公开实施例提供的车辆控制装置的结构示意图，该装置设置于MEC中。如图3中所示，该装置300可以包括：决策触发单元301、第一决策单元302、第二决策单元303和第三决策单元304，还可以包括指令发送单元305和车道确定单元306。其中各组成单元的主要功能如下：
决策触发单元301，用于确定处于预设的地理围栏区域内的车辆。
第一决策单元302，用于依据车辆类型和等待时长，确定车辆的车辆权重。
第二决策单元303，用于依据地理围栏区域内各车道所包含车辆的车辆权重以及车辆在车道中的位置，预估各车道需要等待的时长。
第三决策单元304，用于依据各车道需要等待的时长和车辆在车道中的位置，分别针对各车辆生成控制指令，控制指令包括状态指令和/或目标速度指令。
作为其中一种实现方式，决策触发单元301可以确定车辆位置后，判断车辆位置是否落入预设的地理围栏区域，并确定所落入地理围栏区域对应的路侧单元。
指令发送单元305，用于将控制指令通过地理围栏区域对应的路侧单元发送给对应车辆。
车道确定单元306，用于确定车辆所在的车道。可以采用但不限于以下三种方式：
获取车辆的车载单元联合摄像头确定出的车辆所在车道信息；或者，
获取车辆根据车辆定位结果和车道级地图数据确定出的车辆所在车道信息；或者，
获取车辆的定位结果，并依据部署于移动边缘计算设备的车道级地图数据确定车辆所在车道信息。
作为其中一种实现方式，第二决策单元303可以依据地理围栏区域内各车道所包含车辆的车辆权重，确定各车道的权重；依据各车道的权重、车辆权重以及车辆在车道中的位置，预估各车道需要等待的时长。
作为一种优选的实施方式，第二决策单元303在依据各车道的权重、车辆权重以及车辆在车道中的位置，预估各车道需要等待的时长时，对于权重最高的车道，确定该车道需要等待的时长为零；对于其他车道，依据车道所包含车辆的车辆权重，确定车道所包含各车辆的排队权重；依据车道所包含各车辆的排队权重，确定车道首辆车需要等待的车辆数；依据车道首辆车需要等待的车辆数和车辆通过的单位时间，确定车道需要等待的时长。
作为其中一种实现方式，第三决策单元304可以采用以下几种情况来生成状态指令：
若车辆当前速度为零、该车辆所在车道需要等待的时长为零且该车辆位于车道首位，则针对该车辆生成启动指令；
若车辆的预估启动速度大于或等于预设的最高速度阈值，则针对该车辆生成启动指令；
若车辆的前间距大于或等于预设的最大间距阈值，则针对该车辆生成启动指令；
若车辆的预估启动速度大于或等于车辆当前速度，则针对该车辆生成保持指令；
若车辆的预估启动速度小于车辆当前速度且大于预设的最低速度阈值，则针对该车辆生成减速指令；
若车辆的预估启动速度小于或等于预设的最低速度阈值，则针对该车辆生成停止指令；
若车辆的前间距小于或等于预设的最小间距阈值，则针对该车辆生成停止指令；
其中，车辆的预估启动速度由车辆的前间距和该车辆所在车道需要等待的时长确定。
作为另一种实现方式，第三决策单元304可以采用以下几种情况来生成目标速度指令：
若车辆当前速度为零、该车辆所在车道需要等待的时长为零且该车辆位于车道首位，则确定该车辆的目标速度为预设的常规速度；
若车辆的预估启动速度大于或等于预设的最高速度阈值，则确定该车辆的目标速度为预设的常规速度；
若车辆的前间距大于或等于预设的最大间距阈值，则确定该车辆的目标速度为预设的常规速度；
若车辆的预估启动速度大于或等于车辆当前速度，则确定该车辆的目标速度为当前速度；
若车辆的预估启动速度小于车辆当前速度且大于预设的最低速度阈值，则确定该车辆的目标速度为车辆的预估启动速度，车辆的预估启动速度由车辆的前间距和该车辆所在车道需要等待的时长确定；
若车辆的预估启动速度小于或等于预设的最低速度阈值，则确定该车辆的目标速度为零；
若车辆的前间距小于或等于预设的最小间距阈值，则确定该车辆的目标速度为零。
本说明书中的各个实施例均采用递进的方式描述，各个实施例之间相同相似的部分互相参见即可，每个实施例重点说明的都是与其他实施例的不同之处。尤其，对于装置实施例而言，由于其基本相似于方法实施例，所以描述的比较简单，相关之处参见方法实施例的部分说明即可。
根据本公开的实施例，本公开还提供了一种电子设备、一种可读存储介质和一种计算机程序产品。
如图4所示，是根据本公开实施例的车辆控制方法的电子设备的框图。电子设备旨在表示各种形式的数字计算机，诸如，膝上型计算机、 台式计算机、工作台、个人数字助理、服务器、刀片式服务器、大型计算机、和其它适合的计算机。电子设备还可以表示各种形式的移动装置，诸如，个人数字处理、蜂窝电话、智能电话、可穿戴设备和其它类似的计算装置。本文所示的部件、它们的连接和关系、以及它们的功能仅仅作为示例，并且不意在限制本文中描述的和/或者要求的本公开的实现。
如图4所示，设备400包括计算单元401，其可以根据存储在只读存储器(ROM)402中的计算机程序或者从存储单元408加载到随机访问存储器(RAM)403中的计算机程序，来执行各种适当的动作和处理。在RAM 403中，还可存储设备400操作所需的各种程序和数据。计算单元401、ROM 402以及RAM 403通过总线404彼此相连。输入/输出(I/O)接口405也连接至总线404。
设备400中的多个部件连接至I/O接口405，包括：输入单元406，例如键盘、鼠标等；输出单元407，例如各种类型的显示器、扬声器等；存储单元408，例如磁盘、光盘等；以及通信单元409，例如网卡、调制解调器、无线通信收发机等。通信单元409允许设备400通过诸如因特网的计算机网络和/或各种电信网络与其他设备交换信息/数据。
计算单元401可以是各种具有处理和计算能力的通用和/或专用处理组件。计算单元401的一些示例包括但不限于中央处理单元(CPU)、图形处理单元(GPU)、各种专用的人工智能(AI)计算芯片、各种运行机器学习模型算法的计算单元、数字信号处理器(DSP)、以及任何适当的处理器、控制器、微控制器等。计算单元401执行上文所描述的各个方法和处理，例如车辆控制方法。例如，在一些实施例中，车辆控制方法可被实现为计算机软件程序，其被有形地包含于机器可读介质，例如存储单元408。
在一些实施例中，计算机程序的部分或者全部可以经由ROM 802和/或通信单元409而被载入和/或安装到设备400上。当计算机程序加载到RAM 403并由计算单元401执行时，可以执行上文描述的车辆控制方法的一个或多个步骤。备选地，在其他实施例中，计算单元401可以通过其他任何适当的方式(例如，借助于固件)而被配置为执行车辆控制方法。
此处描述的系统和技术的各种实施方式可以在数字电子电路系统、 集成电路系统、场可编程门阵列(FPGA)、专用集成电路(ASIC)、专用标准产品(ASSP)、芯片上系统的系统(SOC)、负载可编程逻辑设备(CPLD)、计算机硬件、固件、软件、和/或它们的组合中实现。这些各种实施方式可以包括：实施在一个或者多个计算机程序中，该一个或者多个计算机程序可在包括至少一个可编程处理器的可编程系统上执行和/或解释，该可编程处理器可以是专用或者通用可编程处理器，可以从存储系统、至少一个输入装置、和至少一个输出装置接收数据和指令，并且将数据和指令传输至该存储系统、该至少一个输入装置、和该至少一个输出装置。
用于实施本公开的方法的程序代码可以采用一个或多个编程语言的任何组合来编写。这些程序代码可以提供给通用计算机、专用计算机或其他可编程数据处理装置的处理器或控制器，使得程序代码当由处理器或控30制器执行时使流程图和/或框图中所规定的功能/操作被实施。程序代码可完全在机器上执行、部分地在机器上执行，作为独立软件包部分地在机器上执行且部分地在远程机器上执行或完全在远程机器或服务器上执行。
在本公开的上下文中，机器可读介质可以是有形的介质，其可以包含或存储以供指令执行系统、装置或设备使用或与指令执行系统、装置或设备结合地使用的程序。机器可读介质可以是机器可读信号介质或机器可读储存介质。机器可读介质可以包括但不限于电子的、磁性的、光学的、电磁的、红外的、或半导体系统、装置或设备，或者上述内容的任何合适组合。机器可读存储介质的更具体示例会包括基于一个或多个线的电气连接、便携式计算机盘、硬盘、随机存取存储器(RAM)、只读存储器(ROM)、可擦除可编程只读存储器(EPROM或快闪存储器)、光纤、便捷式紧凑盘只读存储器(CD-ROM)、光学储存设备、磁储存设备、或上述内容的任何合适组合。
为了提供与用户的交互，可以在计算机上实施此处描述的系统和技术，该计算机具有：用于向用户显示信息的显示装置(例如，CRT(阴极射线管)或者LCD(液晶显示器)监视器)；以及键盘和指向装置(例如，鼠标或者轨迹球)，用户可以通过该键盘和该指向装置来将输入提供给计算机。其它种类的装置还可以用于提供与用户的交互；例如，提 供给用户的反馈可以是任何形式的传感反馈(例如，视觉反馈、听觉反馈、或者触觉反馈)；并且可以用任何形式(包括声输入、语音输入或者、触觉输入)来接收来自用户的输入。
可以将此处描述的系统和技术实施在包括后台部件的计算系统(例如，作为数据服务器)、或者包括中间件部件的计算系统(例如，应用服务器)、或者包括前端部件的计算系统(例如，具有图形用户界面或者网络浏览器的用户计算机，用户可以通过该图形用户界面或者该网络浏览器来与此处描述的系统和技术的实施方式交互)、或者包括这种后台部件、中间件部件、或者前端部件的任何组合的计算系统中。可以通过任何形式或者介质的数字数据通信(例如，通信网络)来将系统的部件相互连接。通信网络的示例包括：局域网(LAN)、广域网(WAN)和互联网。
计算机系统可以包括客户端和服务器。客户端和服务器一般远离彼此并且通常通过通信网络进行交互。通过在相应的计算机上运行并且彼此具有客户端-服务器关系的计算机程序来产生客户端和服务器的关系。服务器可以是云服务器，又称为云计算服务器或云主机，是云计算服务体系中的一项主机产品，以解决传统物理主机与虚拟专用服务器(VPs，Ⅵirtual Private Server)服务中存在的管理难度大，业务扩展性弱的缺陷。服务器也可以为分布式系统的服务器，或者是结合了区块链的服务器。
应该理解，可以使用上面所示的各种形式的流程，重新排序、增加或删除步骤。例如，本发申请中记载的各步骤可以并行地执行也可以顺序地执行也可以不同的次序执行，只要能够实现本公开公开的技术方案所期望的结果，本文在此不进行限制。
上述具体实施方式，并不构成对本公开保护范围的限制。本领域技术人员应该明白的是，根据设计要求和其他因素，可以进行各种修改、组合、子组合和替代。任何在本公开的精神和原则之内所作的修改、等同替换和改进等，均应包含在本公开保护范围之内。

Claims (18)

  1. 一种车辆控制方法，包括：
    确定处于预设的地理围栏区域内的车辆；
    依据车辆类型和等待时长，确定所述车辆的车辆权重；
    依据所述地理围栏区域内各车道所包含车辆的车辆权重以及车辆在车道中的位置，预估各车道需要等待的时长；
    依据各车道需要等待的时长和车辆在车道中的位置，分别针对各车辆生成控制指令，所述控制指令包括状态指令和/或目标速度指令。
  2. 根据权利要求1所述的方法，其中，所述确定处于预设的地理围栏区域内的车辆包括：确定车辆位置，判断车辆位置是否落入预设的地理围栏区域，并确定所落入地理围栏区域对应的路侧单元；
    该方法还包括：
    将所述控制指令通过所述地理围栏区域对应的路侧单元发送给对应车辆。
  3. 根据权利要求1所述的方法，还包括：
    获取车辆的车载单元联合摄像头确定出的车辆所在车道信息；或者，
    获取车辆根据车辆定位结果和车道级地图数据确定出的车辆所在车道信息；或者，
    获取车辆的定位结果，并依据部署于移动边缘计算设备的车道级地图数据确定车辆所在车道信息。
  4. 根据权利要求1所述的方法，其中，所述依据所述地理围栏区域内各车道所包含车辆的车辆权重以及车辆在车道中的位置，预估各车道需要等待的时长包括：
    依据所述地理围栏区域内各车道所包含车辆的车辆权重，确定各车道的权重；
    依据各车道的权重、所述车辆权重以及车辆在车道中的位置，预估各车道需要等待的时长。
  5. 根据权利要求4所述的方法，其中，所述依据各车道的权重、所述车辆权重以及车辆在车道中的位置，预估各车道需要等待的时长包括：
    对于权重最高的车道，确定该车道需要等待的时长为零；
    对于其他车道，依据车道所包含车辆的车辆权重，确定车道所包含各车辆的排队权重；依据车道所包含各车辆的排队权重，确定车道首辆车需要等待的车辆数；依据车道首辆车需要等待的车辆数和车辆通过的单位时间，确定车道需要等待的时长。
  6. 根据权利要求1所述的方法，其中，所述依据各车道需要等待的时长和车辆在车道中的位置，分别针对各车辆生成控制指令包括：
    若车辆当前速度为零、该车辆所在车道需要等待的时长为零且该车辆位于车道首位，则针对该车辆生成启动指令；
    若车辆的预估启动速度大于或等于预设的最高速度阈值，则针对该车辆生成启动指令；
    若车辆的前间距大于或等于预设的最大间距阈值，则针对该车辆生成启动指令；
    若车辆的预估启动速度大于或等于车辆当前速度，则针对该车辆生成保持指令；
    若车辆的预估启动速度小于车辆当前速度且大于预设的最低速度阈值，则针对该车辆生成减速指令；
    若车辆的预估启动速度小于或等于预设的最低速度阈值，则针对该车辆生成停止指令；
    若车辆的前间距小于或等于预设的最小间距阈值，则针对该车辆生成停止指令；
    其中，所述车辆的预估启动速度由车辆的前间距和该车辆所在车道需要等待的时长确定。
  7. 根据权利要求1所述的方法，其中，所述依据各车道需要等待的时长和车辆在车道中的位置，分别针对各车辆生成控制指令包括：
    若车辆当前速度为零、该车辆所在车道需要等待的时长为零且该车辆位于车道首位，则确定该车辆的目标速度为预设的常规速度；
    若车辆的预估启动速度大于或等于预设的最高速度阈值，则确定该车辆的目标速度为预设的常规速度；
    若车辆的前间距大于或等于预设的最大间距阈值，则确定该车辆的目标速度为预设的常规速度；
    若车辆的预估启动速度大于或等于车辆当前速度，则确定该车辆的 目标速度为当前速度；
    若车辆的预估启动速度小于车辆当前速度且大于预设的最低速度阈值，则确定该车辆的目标速度为车辆的预估启动速度，所述车辆的预估启动速度由车辆的前间距和该车辆所在车道需要等待的时长确定；
    若车辆的预估启动速度小于或等于预设的最低速度阈值，则确定该车辆的目标速度为零；
    若车辆的前间距小于或等于预设的最小间距阈值，则确定该车辆的目标速度为零。
  8. 一种车辆控制装置，包括：
    决策触发单元，用于确定处于预设的地理围栏区域内的车辆；
    第一决策单元，用于依据车辆类型和等待时长，确定所述车辆的车辆权重；
    第二决策单元，用于依据所述地理围栏区域内各车道所包含车辆的车辆权重以及车辆在车道中的位置，预估各车道需要等待的时长；
    第三决策单元，用于依据各车道需要等待的时长和车辆在车道中的位置，分别针对各车辆生成控制指令，所述控制指令包括状态指令和/或目标速度指令。
  9. 根据权利要求8所述的装置，其中，所述决策触发单元，具体用于确定车辆位置，判断车辆位置是否落入预设的地理围栏区域，并确定所落入地理围栏区域对应的路侧单元；
    该装置还包括：
    指令发送单元，用于将所述控制指令通过所述地理围栏区域对应的路侧单元发送给对应车辆。
  10. 根据权利要求8所述的装置，还包括：
    车道确定单元，用于获取车辆的车载单元联合摄像头确定出的车辆所在车道信息；或者，
    获取车辆根据车辆定位结果和车道级地图数据确定出的车辆所在车道信息；或者，
    获取车辆的定位结果，并依据部署于移动边缘计算设备的车道级地图数据确定车辆所在车道信息。
  11. 根据权利要求8所述的装置，其中，所述第二决策单元，具体 用于依据所述地理围栏区域内各车道所包含车辆的车辆权重，确定各车道的权重；依据各车道的权重、所述车辆权重以及车辆在车道中的位置，预估各车道需要等待的时长。
  12. 根据权利要求11所述的装置，其中，所述第二决策单元在依据各车道的权重、所述车辆权重以及车辆在车道中的位置，预估各车道需要等待的时长时，具体用于：
    对于权重最高的车道，确定该车道需要等待的时长为零；
    对于其他车道，依据车道所包含车辆的车辆权重，确定车道所包含各车辆的排队权重；依据车道所包含各车辆的排队权重，确定车道首辆车需要等待的车辆数；依据车道首辆车需要等待的车辆数和车辆通过的单位时间，确定车道需要等待的时长。
  13. 根据权利要求8所述的装置，其中，所述第三决策单元，具体用于：
    若车辆当前速度为零、该车辆所在车道需要等待的时长为零且该车辆位于车道首位，则针对该车辆生成启动指令；
    若车辆的预估启动速度大于或等于预设的最高速度阈值，则针对该车辆生成启动指令；
    若车辆的前间距大于或等于预设的最大间距阈值，则针对该车辆生成启动指令；
    若车辆的预估启动速度大于或等于车辆当前速度，则针对该车辆生成保持指令；
    若车辆的预估启动速度小于车辆当前速度且大于预设的最低速度阈值，则针对该车辆生成减速指令；
    若车辆的预估启动速度小于或等于预设的最低速度阈值，则针对该车辆生成停止指令；
    若车辆的前间距小于或等于预设的最小间距阈值，则针对该车辆生成停止指令；
    其中，所述车辆的预估启动速度由车辆的前间距和该车辆所在车道需要等待的时长确定。
  14. 根据权利要求8所述的装置，其中，所述第三决策单元，具体用于：
    若车辆当前速度为零、该车辆所在车道需要等待的时长为零且该车辆位于车道首位，则确定该车辆的目标速度为预设的常规速度；
    若车辆的预估启动速度大于或等于预设的最高速度阈值，则确定该车辆的目标速度为预设的常规速度；
    若车辆的前间距大于或等于预设的最大间距阈值，则确定该车辆的目标速度为预设的常规速度；
    若车辆的预估启动速度大于或等于车辆当前速度，则确定该车辆的目标速度为当前速度；
    若车辆的预估启动速度小于车辆当前速度且大于预设的最低速度阈值，则确定该车辆的目标速度为车辆的预估启动速度，所述车辆的预估启动速度由车辆的前间距和该车辆所在车道需要等待的时长确定；
    若车辆的预估启动速度小于或等于预设的最低速度阈值，则确定该车辆的目标速度为零；
    若车辆的前间距小于或等于预设的最小间距阈值，则确定该车辆的目标速度为零。
  15. 一种车辆控制系统，包括：设置于车辆中的车载单元、路侧单元和移动边缘计算设备；
    所述车载单元，用于与所述路侧单元建立连接后，将所述车辆的信息发送给路侧单元；接收路侧单元发送的控制指令，并发送给所述车辆的控制系统以执行该控制指令；
    所述路侧单元，用于与车载单元建立连接后，将接收到的所述车辆的信息发送给移动边缘计算设备；将移动边缘计算设备发送的控制指令转发给对应车辆的车载单元；
    所述移动边缘计算设备包括如权利要求8至14中任一项所述的车辆控制装置。
  16. 一种电子设备，包括：
    至少一个处理器；以及
    与所述至少一个处理器通信连接的存储器；其中，
    所述存储器存储有可被所述至少一个处理器执行的指令，所述指令被所述至少一个处理器执行，以使所述至少一个处理器能够执行权利要求1-7中任一项所述的方法。
  17. 一种存储有计算机指令的非瞬时计算机可读存储介质，其中，所述计算机指令用于使所述计算机执行权利要求1-7中任一项所述的方法。
  18. 一种计算机程序产品，包括计算机程序，所述计算机程序在被处理器执行时实现根据权利要求1-7中任一项所述的方法。
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