WO2023092703A1 - Vehicle control method, apparatus, and device, and readable storage medium - Google Patents

Abstract

A vehicle control method, apparatus, and device, and a readable storage medium. The vehicle control method comprises: determining at least one first vehicle meeting a braking condition and covered in a first network; obtaining at least one second vehicle matched with the at least one first vehicle in the first network, the first network being a power network of an area where the first vehicle is located, and the second vehicle being a vehicle meeting a starting condition in the first network; determining, according to a coasting time range and a parking braking rate range of each first vehicle and a starting time range of each second vehicle, a target vehicle control strategy corresponding to target braking energy absorption power; and separately controlling operation of the first vehicle and the second vehicle according to the target vehicle control strategy. According to the method, a vehicle operation scheme is planned in real time, to facilitate controlling operation of a vehicle and effectively recycle and use braking energy generated by the vehicle.

Description

Vehicle control method, device, device and readable storage medium

Cross References to Related Applications

This application claims priority to Chinese Patent Application No. 202111397825.8 filed in China on November 23, 2021, the entire contents of which are hereby incorporated by reference.

technical field

The present application belongs to the technical field of vehicle control, and in particular relates to a vehicle control method, device, equipment and readable storage medium

Background technique

With the rapid development of rail transit, rail transit has brought many conveniences to users. However, the energy consumption of rail transit is very huge. For example, in the case of vehicle braking, part of the electric energy can be generated and fed back to the grid, but most of the energy generated by braking is wasted in the form of heat through the rheostat. Therefore, people pay more and more attention to how to effectively recover and reuse energy.

At present, for example, by adjusting the stop time of the train station, the coordinated control of multiple vehicles can be realized, so that the braking energy can be used most efficiently. However, in the process of multi-vehicle coordinated control, voltage rises are prone to occur, which will affect the power grid instead. The service life is not conducive to the sustainable development of rail transit.

Therefore, there is an urgent need for a reliable planning and control scheme for rail transit transportation to achieve effective use of braking energy.

Contents of the invention

Embodiments of the present application provide a vehicle control method, device, device, and readable storage medium, which can realize real-time planning of a vehicle operation plan, so as to control vehicle operation, and realize effective recovery and utilization of braking energy generated by the vehicle.

In the first aspect, the embodiment of the present application provides a vehicle control method, the method includes:

determining at least one first vehicle included in the first network that meets the braking condition;

Obtaining at least one second vehicle matching at least one first vehicle in the first network, wherein the first network is a power network in the area where the first vehicle is located, and the second vehicle is a vehicle in the first network that meets the start-up condition;

According to the range of the coasting time of each first vehicle, the range of the parking braking rate, and the range of the starting time of each second vehicle, determine the target vehicle control strategy corresponding to the target braking energy absorption power;

According to the target vehicle control strategy, the operation of the first vehicle and the second vehicle are respectively controlled.

In some practicable manners of the first aspect, determining at least one first vehicle included in the first network that meets the braking condition includes:

Obtaining the running information of the first vehicle in the first network in real time, the running information includes: the preset parking braking rate of the first vehicle, the distance between the first vehicle and the preset parking point, and the first speed of the first vehicle;

Determine the second speed of the first vehicle that can reach the preset parking point according to the preset parking braking rate of the first vehicle and the distance between the first vehicle and the preset parking point;

If the difference between the first speed and the second speed is less than a preset speed threshold, it is determined that the first vehicle meets the braking condition.

In some practicable manners of the first aspect, obtaining at least one second vehicle that matches at least one first vehicle in the first network includes:

Obtaining in real time at least one third vehicle parked on the platform in the first network, and the platform parking information of each third vehicle, the platform parking information includes: the parking duration of the third vehicle, and the preset parking duration of the third vehicle;

When the difference between the parking duration of the third vehicle and the preset parking duration of the third vehicle is less than or equal to the preset time threshold, it is determined that the third vehicle is the second vehicle.

In some practicable manners of the first aspect, according to the range of the coasting time of each first vehicle, the range of the parking brake rate, and the range of the starting time of each second vehicle, it is determined to meet the target corresponding to the target braking energy absorption power Vehicle control strategies, including:

Input the idling time range of each first vehicle, the parking braking rate range, and the target starting time range of each second vehicle matching the first vehicle into the preset optimization model, and obtain the corresponding braking energy absorption power satisfying the target target vehicle control strategy;

Among them, the preset optimization model includes the objective optimization function, and the objective optimization function is:

Among them, N is the number of second vehicles, α is the conversion rate of braking energy consumption, Ts is the braking start time, Te is the braking end time, Pi(t) is the absorbed braking energy power of the i-th second vehicle function.

In some practicable manners of the first aspect, if there are multiple first vehicles within the first preset time period, according to the range of the idling time of each first vehicle, the range of the parking braking rate, and each The start-up time range of the second vehicle is determined to meet the target vehicle control strategy corresponding to the target braking energy absorption power, including:

According to preset matching conditions, M matching schemes for the first vehicle and the second vehicle are determined, wherein M is an integer greater than 1;

Corresponding to each matching scheme, the first control strategy of each matching scheme, and the A first braking energy absorption power corresponding to a control strategy;

The highest first braking energy absorption power is determined as the target braking energy absorption power, and the first control strategy corresponding to the highest first braking energy absorption power is determined as the target vehicle control strategy.

In some implementable manners of the first aspect, the preset matching conditions include a first matching condition and a second matching condition;

The first matching condition is: the number of the first vehicle in each matching scheme is less than or equal to the number of the second vehicle, and the number of the first vehicle is greater than or equal to half of the number of the second vehicle;

The second matching condition is: when the number of the first vehicle is greater than the number of the second vehicle, according to the distance between the first vehicle and the second vehicle, from small to large, determine the number of the second vehicle in the matching scheme, so that the matching The scheme satisfies the first matching condition.

In some practicable manners of the first aspect, the target vehicle control strategy includes adjusting the target start time of the second vehicle, and controlling the braking of the first vehicle and the start of the second vehicle according to the target vehicle control strategy, including:

In the case that the time difference between the target start time of the second vehicle and the preset start time of the second vehicle is less than a preset time threshold, according to the target vehicle control strategy, the braking of the first vehicle and the start of the second vehicle are controlled; or,

When the time difference between the target start time of the second vehicle and the preset start time of the second vehicle is greater than or equal to the preset time threshold, the target vehicle control strategy is sent to the vehicle control management platform for the vehicle control management platform to generate the target instruction;

When the target instruction is received, the first vehicle and the second vehicle are respectively controlled to run according to the target vehicle control strategy.

In a second aspect, an embodiment of the present application provides a vehicle control device, which includes:

a processing module, configured to determine at least one first vehicle included in the first network that meets the braking condition;

A data acquisition module, configured to acquire at least one second vehicle that matches at least one first vehicle in the first network, wherein the first network is the power network in the area where the first vehicle is located, and the second vehicle is a vehicle that satisfies the start-up requirements in the first network. condition of the vehicle;

The processing module is further configured to determine a target vehicle control strategy corresponding to the target braking energy absorption power according to the range of the coasting time of each first vehicle, the range of the parking braking rate, and the range of the starting time of each second vehicle;

The control module is used to respectively control the operation of the first vehicle and the second vehicle according to the target vehicle control strategy.

In a third aspect, the present application provides a vehicle control device, which includes: a processor and a memory storing computer program instructions; when the processor executes the computer program instructions, the first aspect or any implementable mode of the first aspect can be realized. The vehicle control method described above.

In a fourth aspect, the present application provides a computer-readable storage medium, on which computer program instructions are stored. When the computer program instructions are executed by a processor, the first aspect or any implementable manner of the first aspect can be realized. The vehicle control method described above.

According to the vehicle control method, device, device, and readable storage medium of the embodiments of the present application, for the area of the same power network, the first vehicle that satisfies the braking condition can be determined first, and then the first vehicle that meets the braking conditions can be determined in the same In the power network area, the first vehicle is matched with a second vehicle that meets the starting conditions. Afterwards, according to the idling time range of each first vehicle, the parking braking rate range, and the starting time range of each second vehicle, the target vehicle control strategy corresponding to the target braking energy absorption power can be determined, so as to realize the Adjust the control strategy of the first vehicle and the second vehicle according to the real-time pit-stop situation, and finally, according to the target vehicle control strategy, control the braking of the first vehicle and the operation of the second vehicle respectively, thus ensuring the effective absorption of braking energy and exploit.

Description of drawings

In order to more clearly illustrate the technical solutions of the embodiments of the present application, the following will briefly introduce the accompanying drawings that need to be used in the embodiments of the present application. Additional figures can be derived from these figures.

FIG. 1 is a schematic flow chart of a vehicle control method provided in an embodiment of the present application;

Fig. 2 is a schematic diagram of a braking energy absorption power curve provided by an embodiment of the present application;

Fig. 3 is a schematic diagram of a vehicle running situation provided by an embodiment of the present application;

Fig. 4 is a schematic structural diagram of a vehicle control device provided by an embodiment of the present application;

Fig. 5 is a schematic structural diagram of a vehicle control device provided by an embodiment of the present application.

Detailed ways

The characteristics and exemplary embodiments of various aspects of the application will be described in detail below. In order to make the purpose, technical solution and advantages of the application clearer, the application will be further described in detail below in conjunction with the accompanying drawings and specific embodiments. It should be understood that the specific embodiments described here are only intended to explain the present application rather than limit the present application. It will be apparent to one skilled in the art that the present application may be practiced without some of these specific details. The following description of the embodiments is only to provide a better understanding of the present application by showing examples of the present application.

It should be noted that in this article, relational terms such as first and second are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply that there is a relationship between these entities or operations. There is no such actual relationship or order between them. Furthermore, the term "comprises", "comprises" or any other variation thereof is intended to cover a non-exclusive inclusion such that a process, method, article, or apparatus comprising a set of elements includes not only those elements, but also includes elements not expressly listed. other elements of or also include elements inherent in such a process, method, article, or device. Without further limitations, an element defined by the statement "comprising..." does not exclude the presence of additional identical elements in the process, method, article or device comprising said element.

With the rapid development of rail transit, rail transit has brought many conveniences to users. However, the energy consumption of rail transit is very huge. For example, in the case of vehicle braking, part of the electric energy can be generated and fed back to the grid, but most of the energy generated by braking is wasted in the form of heat through the rheostat. Therefore, people pay more and more attention to how to effectively recover and reuse energy.

At present, for example, by adjusting the stop time of the train station, the coordinated control of multiple vehicles can be realized, so that the braking energy can be used most efficiently. However, in the process of multi-vehicle coordinated control, voltage rises are prone to occur, which will affect the power grid instead. The service life is not conducive to the sustainable development of rail transit. Another example is to realize energy recovery and reuse by optimizing train timetables. Among the existing technical solutions, the energy-saving effect in practical applications is not ideal. Therefore, there is an urgent need for a reliable planning and control scheme for rail transit transportation to achieve effective use of braking energy.

Aiming at the problems mentioned in the background technology, the implementation of this application provides a vehicle control method, device, equipment and readable storage medium, wherein, for the area of the same power network, the first vehicle that meets the braking condition can be determined first , next, the first vehicle can be matched with the second vehicle that meets the start-up condition in the power network of the same area. Afterwards, according to the idling time range of each first vehicle, the parking braking rate range, and the starting time range of each second vehicle, the target vehicle control strategy corresponding to the target braking energy absorption power can be determined, so as to realize the Adjust the control strategy of the first vehicle and the second vehicle according to the real-time pit-stop situation, and finally, according to the target vehicle control strategy, control the braking of the first vehicle and the operation of the second vehicle respectively, thus ensuring the effective absorption of braking energy and exploit.

In the following, the vehicle control method provided by the embodiment of the present application will be firstly introduced. Fig. 1 shows a schematic flowchart of a vehicle control method provided by an embodiment of the present application. As shown in FIG. 1 , the method may include step 110 to step 140 .

Step 110, determining at least one first vehicle included in the first network that meets the braking condition.

Wherein, the first network is the power network in the area where the first vehicle is located.

In the embodiment of the present application, in order to know the operating conditions of each vehicle in real time, vehicles on the power network in the same area can be connected by communication and share the operating conditions of the vehicles themselves.

Exemplarily, the communication mode between vehicles on the power network located in the same area may be, for example, a distributed management type, or a central management type, which is not specifically limited here.

The distributed management communication method maintains a set of vehicle-to-vehicle communication lists for each vehicle. By using the distributed management communication method, the real-time performance of the communication connection between vehicles can be improved.

The central management communication method is that the vehicles in the power network in the same area are all connected to the central processing equipment. In the central processing equipment, there is a set of vehicle-to-vehicle communication lists, and each vehicle communicates with the central processing equipment. Connection, you can know the running conditions of other vehicles in the power network in the same area, where the central processing device can be a preset vehicle in the power network in the same area, or a server configured on the ground, which is not specifically limited here. By using the central management communication mode, the communication structure can be simplified and the implementation cost can be reduced.

In some embodiments, the vehicle is in the stop state, that is, the vehicle has entered the braking state, and the braking system can generate electricity during the braking process of the vehicle. In the case that the vehicle in the parking state of the station and the vehicle in the starting state of the station overlap, by sending this part of the power to the vehicle in the starting state of the station, the vehicle in the starting state of the station can be pulled. , that is, the vehicle that starts out of the station enters the traction state, so that the energy generated by vehicle braking can be effectively used.

For vehicles in the power network in the same area, in order to effectively combine the operating states of different vehicles, the target vehicle control strategy can be determined in real time, so as to achieve efficient energy recovery and energy reuse. Therefore, in the embodiment of the present application, by determining at least one first vehicle included in the first network that satisfies the braking condition, next, the second vehicle can be matched with the first vehicle, so that the energy generated by the first vehicle braking Can be effectively delivered to the second vehicle.

In some embodiments, the first network is the power network in the area where the first vehicle is located. The power network in this area may include a plurality of stations, and each station may have vehicles with different driving directions. In an electricity network, multiple vehicles may be included. Correspondingly, in the same network area, one first vehicle that meets the braking condition may be included, and multiple first vehicles that meet the braking condition may also be included at the same time.

In order to identify in time whether the vehicle entering the platform is the first vehicle meeting the braking condition, specifically, the first vehicle may be determined according to steps 111 to 113 .

Step 111 , acquiring the running information of the first vehicle in the first network in real time. The running information includes: the preset parking braking rate of the first vehicle, the distance between the first vehicle and the preset parking point, and the first speed of the first vehicle.

In the embodiment of the present application, the running direction of the first vehicle is the direction of entering the platform, and the preset parking point may include the platform where the first vehicle needs to stop. For each platform where the first vehicle needs to stop, a parking brake rate can be preset according to actual needs.

Specifically, the first speed of the first vehicle is the current speed of the first vehicle. During the operation of the first vehicle, the distance between the first vehicle and the preset parking point and the current speed of the first vehicle can be acquired in real time.

Next, step 112 is executed.

Step 112 , according to the preset parking braking rate of the first vehicle and the distance between the first vehicle and the preset parking point, determine a second speed at which the first vehicle can reach the preset parking point.

Specifically, the second speed is the expected speed of the first vehicle that can reach the preset parking point. Specifically, according to the distance between the first vehicle and the preset parking point acquired in real time, combined with the preset parking braking rate of the first vehicle, the current expected speed when the first vehicle stops at the preset parking point can be calculated , that is, the second speed.

After the second speed is calculated, step 113 can be executed next.

Step 113, if the difference between the first speed and the second speed is less than a preset speed threshold, it is determined that the first vehicle meets the braking condition.

In step 113, by comparing the magnitude relationship between the current speed of the first vehicle and the expected speed, it can be judged whether the first vehicle meets the braking condition.

In the embodiment of the present application, when the first vehicle satisfies the braking condition, it can be considered that the first vehicle is already at the end stage of section cruising and is in a stage before vehicle braking. For convenience of description, in the embodiment of the present application, the running phase of the first vehicle that meets the braking condition is described as the braking preparation phase.

For example, the preset speed threshold may be set to 5km/h, and if the difference between the current speed of the first vehicle and the expected speed is less than 5km/h, it may be considered that the first vehicle is in the braking preparation phase.

As a specific example, it can be judged according to formula (1) whether the first vehicle meets the braking condition.

Wherein, a is the preset parking braking rate of the first vehicle, s is the distance between the first vehicle and the preset parking point, v ₁ is the first speed, and v _p is the preset speed threshold.

In the embodiment of the present application, since the running state of the first vehicle meeting the braking condition is before the braking of the first vehicle, a sufficient adjustment interval can be reserved for adjusting the braking time and braking rate of the first vehicle, Therefore, it is beneficial to improve the recovery and utilization efficiency of braking energy.

In the embodiment of the present application, after it is determined that the first network includes the first vehicle meeting the braking condition, step 120 may be executed.

Step 120, obtaining at least one second vehicle that matches at least one first vehicle in the first network, where the second vehicle is a vehicle that satisfies the activation condition in the first network.

In this embodiment of the present application, after it is determined that the first network includes the first vehicle that meets the braking conditions, the first vehicle can be matched with the second vehicle, that is, the second vehicle can be found from the first network to use the first vehicle. A vehicle generates braking energy.

In some embodiments, the starting condition may include the time the vehicle is parked at the platform, and may also include the running state of the vehicle.

Exemplarily, after the first vehicle is determined, the vehicle in the starting state in the first network may be determined immediately as the second vehicle for using the braking energy generated by the first vehicle. In yet another example, it may also be determined according to the parking duration of the vehicle whether the second vehicle is included in the first network.

In some embodiments, in order not to affect the user's riding experience, when matching the first vehicle with the second vehicle, the following steps can be specifically followed: obtain at least one third vehicle parked on the platform in the first network in real time, and each The platform parking information of the third vehicle, the platform parking information includes: the parking duration of the third vehicle, the preset parking duration of the third vehicle; the difference between the parking duration of the third vehicle and the preset parking duration of the third vehicle is less than or equal to the preset time threshold, determine that the third vehicle is the second vehicle.

In this embodiment of the application, when the second vehicle satisfies the matching condition, the second vehicle is not yet started. For the convenience of description, the running stage of the second vehicle that meets the starting condition is described as the start-up preparation stage.

In some embodiments, during the process of determining the second vehicle, within the scope of the first network, there may be one third vehicle or multiple third vehicles parked at the platform. Corresponding to each third vehicle that is parked at the platform, the parking duration of the third vehicle is obtained, that is, the duration that the third vehicle has been parked at the platform is obtained, and the preset parking duration of each third vehicle is obtained.

Corresponding to each third vehicle, by comparing the magnitude relationship between the stop duration of the third vehicle and the preset stop duration, it can be judged whether the third vehicle can be used as the second vehicle satisfying the activation condition.

Exemplarily, the preset time threshold may be, for example, 5 seconds (s), and it may be judged according to formula (2) whether the third vehicle satisfies the starting condition.

t _m -t _s ≤t _p (2)

Among them, t _m is the preset stop time, t _s is the minimum stop time of the train on the platform, and t _p is the stop time of the third vehicle at the preset time threshold.

According to the embodiment of the present application, since the second vehicle is in the start-up preparation stage, that is, there is a time interval from the moment when the second vehicle actually starts, therefore, in order to make the second vehicle fully utilize the braking energy generated by the first vehicle, it is convenient to The time interval between the start-up preparation phase and the moment of actual start-up is adjusted to achieve efficient use of braking energy.

In the embodiment of the present application, after the first vehicle and the second vehicle matching the first vehicle are determined, step 130 may be performed to determine the target vehicle control strategy.

Step 130, according to the range of the coasting time of each first vehicle, the range of the parking braking rate, and the range of the target starting time of each second vehicle, determine the target vehicle control strategy corresponding to the target braking energy absorption power.

Specifically, since the first vehicle is in the braking preparation phase and the second vehicle is in the starting preparation phase, the driving parameters of the first vehicle and the second vehicle are both within an adjustable range.

In some embodiments, a target braking energy absorption power can be set, and a target vehicle control strategy that can meet the target braking energy absorption power is determined. Exemplarily, the target vehicle control strategy may include a target coasting time of the first vehicle, a target parking brake rate, and a target start time of the second vehicle.

In some embodiments, in order not to affect the normal operation of the vehicle, when determining the range of the coasting time and parking braking rate of the first vehicle, it can be set according to a preset train running timetable. For example, the entry time of the first vehicle is earlier than or equal to the preset time in the train running timetable.

In order to improve the travel experience of passengers, when determining the target start time range of the second vehicle, it may be determined according to the minimum platform stop time and the maximum platform stop time. For example, the target start time of the second vehicle in the target vehicle control strategy should make the platform stop time of the second vehicle within the range of the minimum platform stop time and the maximum platform stop time.

In the embodiment of the present application, the range of the idling time of each first vehicle, the range of the parking brake rate, and the range of the target starting time of each second vehicle can be based on the actual running conditions of the specific vehicles, as well as to ensure the travel safety and safety of passengers. The travel experience is reasonably set, and no specific limitation is made here.

Fig. 2 is a schematic diagram of a braking energy absorption power curve provided by an embodiment of the present application. Among them, the shaded part can represent the braking energy absorption power. Continue to refer to FIG. T5 may indicate that the second vehicle is in an accelerating state. During the time period T1-T3, the first vehicle can generate braking energy, and after the time period T4, the second vehicle can consume braking energy.

In some embodiments, the optimization function can be preset according to actual design requirements, and the target vehicle control strategy can be calculated, so that the first vehicle and the second vehicle cooperate with each other to make the braking energy absorption power reach the target braking energy absorption power .

After the target vehicle control strategy is obtained, next step 140 can be executed.

Step 140, respectively controlling the operation of the first vehicle and the second vehicle according to the target vehicle control strategy.

Specifically, the target vehicle control strategy may include the target idling time of the first vehicle, the target parking brake rate, and the target start time of the second vehicle, so that the first vehicle can be controlled respectively according to the target vehicle control strategy and the second vehicle operates.

According to the embodiment of the present application, for the area of the same power network, it can be determined that the target braking energy absorption is satisfied according to the range of the coasting time of each first vehicle, the range of parking braking rate, and the range of starting time of each second vehicle. The target vehicle control strategy corresponding to the power, so as to realize the adjustment of the control strategies of the first vehicle and the second vehicle according to the real-time situation of the vehicle, and finally, according to the target vehicle control strategy, control the braking of the first vehicle and the braking of the second vehicle respectively. running, thus ensuring that the braking energy is effectively absorbed and utilized.

In some embodiments, in order to make full use of the braking energy generated by the first vehicle, determining the target vehicle control strategy may specifically include the following steps: Step 131, the idling time range of each first vehicle, parking braking rate The range and the target starting time range of each second vehicle matched with the first vehicle are input into the preset optimization model to obtain a target vehicle control strategy corresponding to the target braking energy absorption power.

Wherein, the preset optimization model includes an objective optimization function, and the objective optimization function may be as shown in formula (3).

Among them, N is the number of second vehicles, α is the conversion rate of braking energy consumption, Ts is the braking start time, Te is the braking end time, Pi(t) is the absorbed braking energy power of the i-th second vehicle function.

In some embodiments, the preset optimization model may include a particle swarm optimization algorithm, through which a feasible solution that meets requirements is quickly obtained.

Exemplarily, in the solution process of the preset optimization model, for each first vehicle's coasting time range, parking braking rate range, and each second vehicle's target starting time range matching the first vehicle, the With random initialization, the position of each particle participating in the calculation can be obtained, and the objective optimization function shown in formula (3) can be set at the same time, where the particle at each position can represent a vehicle control strategy. Next, iterative calculations can be performed in the preset optimization model to obtain the target vehicle control strategy that meets the target braking energy absorption power.

In some embodiments, in order to improve the timeliness of calculation results, the target iteration number of iterative calculation in the solution process can be set in advance, and after the iteration number reaches the target iteration number, according to the position of each particle, determine the optimal calculation The highest braking energy absorbed power in the process is determined as the target braking energy absorbed power, and the vehicle control strategy corresponding to the highest braking energy absorbed power is determined as the target vehicle control strategy.

In some other embodiments, the target braking energy absorption power can also be set in advance. In the process of iterative calculation through the preset optimization model, for the iterative result of each iterative calculation, according to the position of each particle, determine each The braking energy absorption power corresponding to each particle, if the iterative result includes meeting the target braking energy absorption power, the iterative calculation can be stopped, and the vehicle control strategy corresponding to the target braking energy absorption power can be directly set as the target vehicle control strategy, thereby reducing the waste of computing resources and improving the efficiency of vehicle control.

In some embodiments, when there are multiple first vehicles within the first preset time period, in the embodiment of the present application, to determine the target vehicle control strategy, the following steps can also be referred to: according to the preset matching conditions, Determine the M matching schemes of the first vehicle and the second vehicle, wherein M is an integer greater than 1; corresponding to each matching scheme, according to the range of the idling time of each first vehicle, the range of the parking braking rate, and each 2. The starting time range of the vehicle, determine the first control strategy of each matching scheme, and the first braking energy absorption power corresponding to each first control strategy; determine the highest first braking energy absorption power as the target braking energy absorbing power, and determining the first control strategy corresponding to the highest first braking energy absorbed power as the target vehicle control strategy.

Exemplarily, one power network area may cover multiple stations, therefore, within the first preset time period, there may be multiple first vehicles that meet the braking conditions, and multiple second vehicles that meet the starting conditions. The preset matching condition may be, for example, a one-to-one matching between the braking vehicle and the towing vehicle, or a one-to-many matching between the braking vehicle and the towing vehicle.

Fig. 3 is a schematic diagram of a vehicle running situation provided by an embodiment of the present application. Among them, station A and station B are located in the power network area. Curve 301 , curve 302 , curve 303 and curve 304 represent the speed curves of car A, car B, car C and car D respectively. Among them, cars A and D are vehicles that are about to enter the station, and cars B and C are vehicles that are about to leave the station.

As a specific example, if it is detected that car A is the first vehicle that meets the braking conditions, then the second vehicle that meets the starting conditions can be matched with car A. For example, if both cars B and C meet the starting conditions, then B Car and C car can be matched with A car. That is, car A can only tow one of car B and car C, and car A can also tow car B and car C. Correspondingly, the obtained matching scheme may include but not limited to the following manners: (1) A-B; (2) A-C; (3) A-BC.

As another specific example, if after detecting that car A is the first vehicle meeting the braking conditions, within the first preset time period, the matching of car A has not been completed, and it is detected that car D also meets the braking conditions, then this When re-determining the matching scheme, in order to find a better vehicle control strategy. Exemplarily, the matching scheme may include but not limited to the following manners: (1) AD-BC; (2) A-B, D-C; (3) A-C, B-D; (4) A-BC, D-BC.

In order to improve the utilization rate of braking energy, corresponding to each matching scheme, the idling time range of each first vehicle, the parking braking rate range, and the starting time range of each second vehicle can be used to determine the The first control strategy, and the first braking energy absorption power corresponding to each first control strategy. Wherein, the first control strategy of each matching scheme, and the first braking energy absorption power corresponding to each first control strategy can be calculated by referring to step 131 of the embodiment of the present application, and details are not described here.

After calculating the first control strategy of each matching scheme and the first braking energy absorption power corresponding to each first control strategy, the highest first braking energy absorption power can be determined as the target braking energy absorption power , and the first control strategy corresponding to the highest first braking energy absorption power is determined as the target vehicle control strategy. In this way, the actual vehicle running conditions can be effectively collected, and the recovery and utilization efficiency of braking energy can be improved as much as possible.

In some embodiments, in order to avoid wasting computing resources, if there are multiple matching schemes, the number of matching schemes can be reduced by setting preset matching conditions. Specifically, the preset matching conditions can include the first matching condition And the second matching condition; Wherein, the first matching condition is: the quantity of the first vehicle in each matching scheme is less than or equal to the quantity of the second vehicle, and the quantity of the first vehicle is greater than or equal to half of the quantity of the second vehicle; The second matching condition is: when the number of the first vehicle is greater than the number of the second vehicle, according to the distance between the first vehicle and the second vehicle, from small to large, determine the number of the second vehicle in the matching scheme, so that the matching The scheme satisfies the first matching condition.

In this way, when there are multiple matching schemes, the number of matching schemes can be reduced, the calculation of unnecessary matching schemes can be reduced, and computing resources can be saved.

In some embodiments, in order to ensure the safe operation of the vehicle and avoid accidents, in the process of controlling the operation of the first vehicle and the second vehicle according to the target vehicle control strategy, the target vehicle control strategy may include adjusting the target of the second vehicle. Start time, judge the control authority. Specifically, when the time difference between the target start time of the second vehicle and the preset start time of the second vehicle is less than a preset time threshold, according to the target vehicle control strategy, the braking of the first vehicle and the start of the second vehicle are controlled.

When the time difference between the target start time of the second vehicle and the preset start time of the second vehicle is greater than or equal to the preset time threshold, the target vehicle control strategy is sent to the vehicle control management platform for the vehicle control management platform to generate the target instruction; in the case of receiving the target instruction, respectively control the braking of the first vehicle and the operation of the second vehicle according to the control strategy of the target vehicle.

Exemplarily, the vehicle control management platform includes, for example, an automatic train supervision system (Automatic Train Supervision, ATS). In a specific application process, the time difference between the target start time of the second vehicle and the preset start time of the second vehicle is less than the preset In the case of the time threshold, the second vehicle can be directly controlled according to the target control strategy, thereby reducing the information transmission delay caused by reporting to the ATS, improving the timeliness of the target vehicle control strategy, and avoiding reducing the utilization rate of braking energy. When the time difference between the target start time of the second vehicle and the preset start time of the second vehicle is greater than or equal to the preset time threshold, it needs to report to the ATS. start and second vehicle operation, wherein the target command may be to agree to use the target vehicle control strategy. Wherein, the sending form of the target instruction is not specifically limited here. In this way, the vehicle control method determined according to the embodiment of the present application can effectively improve the efficiency of braking energy recovery and utilization without affecting vehicle driving safety, efficiency, and service quality.

FIG. 4 is a schematic structural diagram of a vehicle control device provided by an embodiment of the present application. As shown in FIG. 4 , the vehicle control device 400 may include: a processing module 410 , a data acquisition module 420 and a control module 430 .

A processing module 410, configured to determine at least one first vehicle included in the first network that meets the braking condition;

The data acquisition module 420 is configured to acquire at least one second vehicle that matches at least one first vehicle in the first network, wherein the first network is the power network in the area where the first vehicle is located, and the second vehicle is the power network in the first network that satisfies Vehicles with activation conditions;

The processing module 410 is further configured to determine a target vehicle control strategy corresponding to the target braking energy absorption power according to the coasting time range of each first vehicle, the parking braking rate range, and the starting time range of each second vehicle;

The control module 430 is configured to separately control the operation of the first vehicle and the second vehicle according to the target vehicle control strategy.

According to the embodiment of the present application, for the area of the same power network, the first vehicle that meets the braking condition is determined first, and then the first vehicle is matched with the second vehicle that meets the starting condition. Afterwards, according to the idling time range of each first vehicle, the parking braking rate range, and the starting time range of each second vehicle, the target vehicle control strategy corresponding to the target braking energy absorption power can be determined, so as to realize the Adjust the control strategy of the first vehicle and the second vehicle according to the real-time pit-stop situation, and finally, according to the target vehicle control strategy, control the braking of the first vehicle and the operation of the second vehicle respectively, thus ensuring the effective absorption of braking energy and exploit.

In some embodiments, the data acquisition module 420 is also used to acquire the running information of the first vehicle in the first network in real time, the running information includes: the preset parking braking rate of the first vehicle, the distance between the first vehicle and the preset parking point distance, first speed of the first vehicle;

The processing module 410 is further configured to determine a second speed at which the first vehicle can reach the preset parking point according to the preset parking braking rate of the first vehicle and the distance between the first vehicle and the preset parking point;

The processing module 410 is further configured to determine that the first vehicle meets the braking condition when the difference between the first speed and the second speed is less than a preset speed threshold.

In some embodiments, the data acquisition module 420 is also used to obtain in real time at least one third vehicle parked on the platform in the first network, and the platform parking information of each third vehicle, and the platform parking information includes: the third vehicle's Duration of stop, the preset stop duration of the third vehicle;

The processing module 410 is further configured to determine that the third vehicle is the second vehicle when the difference between the parking duration of the third vehicle and the preset parking duration of the third vehicle is less than or equal to a preset time threshold.

In some embodiments, the processing module 410 is further configured to input the range of the coasting time of each first vehicle, the range of the parking brake rate, and the range of target starting time of each second vehicle matched with the first vehicle into the preset Optimize the model to obtain the target vehicle control strategy corresponding to the target braking energy absorption power;

Among them, the preset optimization model includes the objective optimization function, and the objective optimization function is:

Among them, N is the number of second vehicles, α is the conversion rate of braking energy consumption, Ts is the braking start time, Te is the braking end time, Pi(t) is the absorbed braking energy power of the i-th second vehicle function.

In some embodiments, if there are multiple first vehicles within the first preset time period, the processing module 410 is further configured to determine M matchings between the first vehicle and the second vehicle according to preset matching conditions scheme, wherein, M is an integer greater than 1;

The processing module 410 is also used for corresponding to each matching scheme, according to the range of the coasting time of each first vehicle, the range of the parking braking rate, and the range of the target starting time of each second vehicle, to determine the first time range of each matching scheme. control strategy, and the first braking energy absorption power corresponding to each first control strategy;

The processing module 410 is further configured to determine the highest first braking energy absorption power as the target braking energy absorption power, and determine the first control strategy corresponding to the highest first braking energy absorption power as the target vehicle control strategy.

In some embodiments, the preset matching conditions include a first matching condition and a second matching condition;

The first matching condition is: the number of the first vehicle in each matching scheme is less than or equal to the number of the second vehicle, and the number of the first vehicle is greater than or equal to half of the number of the second vehicle;

The second matching condition is: when the number of the first vehicle is greater than the number of the second vehicle, according to the distance between the first vehicle and the second vehicle, from small to large, determine the number of the second vehicle in the matching scheme, so that the matching The scheme satisfies the first matching condition.

In some embodiments, the vehicle control device 400 further includes:

The control module 430 is further configured to control the first vehicle to brake and the second vehicle to brake and the second vehicle according to the target vehicle control strategy when the time difference between the target start time of the second vehicle and the preset start time of the second vehicle is less than a preset time threshold. vehicle start;

The sending module is used to send the target vehicle control strategy to the vehicle control management platform for use in the vehicle when the time difference between the target start time of the second vehicle and the preset start time of the second vehicle is greater than or equal to the preset time threshold The control management platform generates target instructions;

The control module 430 is further configured to respectively control the operation of the first vehicle and the second vehicle according to the target vehicle control strategy in the case of receiving the target instruction.

It can be understood that the vehicle control device 400 in the embodiment of the present application may correspond to the execution subject of the vehicle control method described in the embodiment of the present application, and the specific details of the operation and/or function of each module/unit of the vehicle control device 400 Reference may be made to the description of corresponding parts in the vehicle control method provided by the above embodiments of the present application, and details are not repeated here for the sake of brevity.

The vehicle control device of the embodiment of the present application can effectively improve the efficiency of recovery and utilization of braking energy without affecting the driving safety, efficiency and service quality of the vehicle.

Fig. 5 shows a schematic structural diagram of a vehicle control device provided by an embodiment of the present application. As shown in Fig. 5, the device may include a processor 501 and a memory 502 storing computer program instructions.

Specifically, the above-mentioned processor 501 may include a central processing unit (Central Processing Unit, CPU), or a specific integrated circuit (Application Specific Integrated Circuit, ASIC), or may be configured to implement one or more integrated circuits of the embodiments of the present application .

Memory 502 may include mass storage for information or instructions. By way of example and not limitation, memory 502 may include a hard disk drive (Hard Disk Drive, HDD), a floppy disk drive, a flash memory, an optical disk, a magneto-optical disk, a magnetic tape, or a Universal Serial Bus (Universal Serial Bus, USB) drive or two or more Combinations of multiple of the above. In one example, memory 502 may include removable or non-removable (or fixed) media, or memory 502 may be a non-volatile solid-state memory. The memory 502 may be internal or external to the vehicle control device.

In one example, the memory 502 may be a read only memory (Read Only Memory, ROM). In one example, the ROM can be mask programmed ROM, programmable ROM (PROM), erasable PROM (EPROM), electrically erasable PROM (EEPROM), electrically rewritable ROM (EAROM), or flash memory or both. A combination of one or more of the above.

The processor 501 reads and executes the computer program instructions stored in the memory 502 to implement the method described in the embodiment of the present application, and achieve the corresponding technical effect achieved by executing the method in the embodiment of the present application, which is not described here for brevity. repeat.

In one example, the vehicle control device may further include a communication interface 503 and a bus 510 . Wherein, as shown in FIG. 5 , the processor 501 , the memory 502 , and the communication interface 503 are connected through a bus 510 to complete mutual communication.

The communication interface 503 is mainly used to implement communication between modules, devices, units and/or devices in the embodiments of the present application.

The bus 510 includes hardware, software or both, and couples the components of the online traffic charging device to each other. By way of example and not limitation, a bus may include an Accelerated Graphics Port (AGP) or other graphics bus, an Enhanced Industry Standard Architecture (EISA) bus, a Front Side Bus (FSB), a Super Transmission (Hyper Transport, HT) interconnect, Industry Standard Architecture (Industry Standard Architecture, ISA) bus, InfiniBand interconnect, Low Pin Count (LPC) bus, memory bus, Micro Channel Architecture (MCA) bus, peripheral component interconnect PCI bus, PCI-Express (PCI-X) bus, Serial Advanced Technology Attachment (SATA) bus, Video Electronics Standards Association Local (VLB) bus, or other suitable bus or a combination of two or more of these combination. Bus 510 may comprise one or more buses, where appropriate. Although the embodiments of this application describe and illustrate a particular bus, this application contemplates any suitable bus or interconnect.

The vehicle control device can execute the vehicle control method in the embodiment of the present application, so as to realize the corresponding technical effect of the vehicle control method described in the embodiment of the present application.

In addition, in combination with the vehicle control method in the foregoing embodiments, the embodiments of the present application may provide a readable storage medium for implementation. Computer program instructions are stored on the readable storage medium; when the computer program instructions are executed by a processor, any one of the vehicle control methods in the above embodiments is realized. Examples of readable storage media may be non-transitory machine readable media such as electronic circuits, semiconductor memory devices, Read-Only Memory (ROM), floppy disks, Compact Disc Read-Only Memory (CD- ROM), CD-ROM, hard disk, etc.

It is to be understood that the application is not limited to the specific configurations and processes described above and shown in the figures. For conciseness, detailed descriptions of known methods are omitted here. In the above embodiments, several specific steps are described and shown as examples. However, the method process of the present application is not limited to the specific steps described and shown, and those skilled in the art can make various changes, modifications and additions, or change the order between the steps after understanding the spirit of the present application .

The functional blocks shown in the structural block diagrams described above may be implemented as hardware, software, firmware, or a combination thereof. When implemented in hardware, it may be, for example, an electronic circuit, an Application Specific Integrated Circuit (ASIC), appropriate firmware, a plug-in, a function card, and the like. When implemented in software, the elements of the present application are the programs or code segments employed to perform the required tasks. Programs or code segments can be stored in machine-readable media, or transmitted over transmission media or communication links by data signals carried in carrier waves. "Machine-readable medium" may include any medium that can store or transmit information. Examples of machine-readable media include electronic circuits, semiconductor memory devices, Read-Only Memory (ROM), flash memory, Erasable Read Only Memory (EROM), floppy disks, compact discs (Compact Disc Read-Only Memory, CD-ROM), optical disc, hard disk, fiber optic media, radio frequency (Radio Frequency, RF) link, etc. Code segments may be downloaded via a computer network such as the Internet, an Intranet, or the like.

It should also be noted that the exemplary embodiments mentioned in this application describe some methods or systems based on a series of steps or devices. However, the present application is not limited to the order of the above steps, that is to say, the steps may be performed in the order mentioned in the embodiment, or may be different from the order in the embodiment, or several steps may be performed simultaneously.

Aspects of the present disclosure are described above with reference to flowchart illustrations and/or block diagrams of methods, apparatus (systems) and computer program products according to embodiments of the present disclosure. It will be understood that each block of the flowchart and/or block diagrams, and combinations of blocks in the flowchart and/or block diagrams, can be implemented by computer program instructions. These computer program instructions may be provided to a processor of a general purpose computer, special purpose computer, or other programmable data processing apparatus to produce a machine such that execution of these instructions via the processor of the computer or other programmable data processing apparatus enables Implementation of the functions/actions specified in one or more blocks of the flowchart and/or block diagrams. Such processors may be, but are not limited to, general purpose processors, special purpose processors, application specific processors, or field programmable logic circuits. It can also be understood that each block in the block diagrams and/or flowcharts and combinations of blocks in the block diagrams and/or flowcharts can also be realized by dedicated hardware for performing specified functions or actions, or can be implemented by dedicated hardware and Combination of computer instructions to achieve.

The above is only a specific implementation of the present application, and those skilled in the art can clearly understand that for the convenience and brevity of the description, the specific working process of the above-described systems, modules and units can refer to the foregoing method embodiments The corresponding process in , will not be repeated here. It should be understood that the protection scope of the present application is not limited thereto, and any person familiar with the technical field can easily think of various equivalent modifications or replacements within the technical scope disclosed in the application, and these modifications or replacements should cover all Within the protection scope of this application.

Claims (16)

A method of vehicle control comprising: determining at least one first vehicle included in the first network that meets the braking condition; Acquire at least one second vehicle that matches the at least one first vehicle in the first network, where the first network is the power network in the area where the first vehicle is located, and the second vehicle is the first vehicle Vehicles in the network that meet the activation conditions; determining a target vehicle control strategy corresponding to the target braking energy absorption power according to the coasting time range of each of the first vehicles, the parking braking rate range, and the starting time range of each of the second vehicles; According to the target vehicle control strategy, the operation of the first vehicle and the second vehicle is controlled respectively. The method according to claim 1, wherein said determining at least one first vehicle included in the first network that meets the braking condition comprises: Obtaining the operation information of the first vehicle in the first network in real time, the operation information including: the preset parking braking rate of the first vehicle, the distance between the first vehicle and the preset parking point, the first the first speed of the vehicle; determining a second speed at which the first vehicle can reach the preset parking point according to the preset parking braking rate of the first vehicle and the distance between the first vehicle and the preset parking point; If the difference between the first speed and the second speed is less than a preset speed threshold, it is determined that the first vehicle meets the braking condition. The method according to claim 1, wherein said obtaining at least one second vehicle in said first network that matches said at least one first vehicle comprises: Obtaining in real time at least one third vehicle parked on the platform in the first network, and the platform parking information of each third vehicle, the platform parking information includes: the parking duration of the third vehicle, the third vehicle The preset stop duration; If the difference between the parking duration of the third vehicle and the preset parking duration of the third vehicle is less than or equal to a preset time threshold, it is determined that the third vehicle is the second vehicle. The method according to claim 1, wherein the determination that the target braking is satisfied is based on the range of the coasting time of each of the first vehicles, the range of the parking brake rate, and the range of the starting time of each of the second vehicles. The target vehicle control strategy corresponding to the energy absorption power includes: Inputting the range of coasting time, the range of parking braking rate of each of the first vehicles, and the target starting time range of each of the second vehicles matched with the first vehicle into the preset optimization model, the obtained The target vehicle control strategy corresponding to the target braking energy absorption power is satisfied, wherein the preset optimization model includes a target optimization function, and the target optimization function is:

Among them, N is the number of the second vehicle, α is the conversion rate of braking energy consumption, Ts is the braking start time, Te is the braking end time, and Pi(t) is the absorption braking of the i-th second vehicle power function. The method according to claim 1, wherein, if there are multiple first vehicles within the first preset time period, the parking brake Rate range, and the starting time range of each second vehicle, determine the target vehicle control strategy corresponding to the target braking energy absorption power, including: According to preset matching conditions, M matching schemes for the first vehicle and the second vehicle are determined, wherein M is an integer greater than 1; Corresponding to each matching scheme, according to the range of the coasting time of each of the first vehicles, the range of the parking brake rate, and the range of the target starting time of each of the second vehicles, determine the first control of each matching scheme strategy, and the first braking energy absorption power corresponding to each first control strategy; Determining the highest first braking energy absorption power as the target braking energy absorption power, and determining a first control strategy corresponding to the highest first braking energy absorption power as the target vehicle control strategy. The method according to claim 5, wherein the preset matching conditions include a first matching condition and a second matching condition, and the first matching condition is: the number of the first vehicles in each of the matching schemes is less than or equal to the number of said second vehicles, and the number of said first vehicles is greater than or equal to half the number of said second vehicles; The second matching condition is: when the number of the first vehicle is greater than the number of the second vehicle, according to the distance between the first vehicle and the second vehicle, from small to large, determine the The quantity of the second vehicle in the matching scheme, so that the matching scheme satisfies the first matching condition. The method of claim 1, wherein the target vehicle control strategy includes adjusting a target launch time of the second vehicle, and the first vehicle and the second vehicle are respectively controlled according to the target vehicle control strategy. 2. Vehicle operation, including: In the case that the time difference between the target start time of the second vehicle and the preset start time of the second vehicle is less than a preset time threshold, according to the target vehicle control strategy, control the braking of the first vehicle and the said second vehicle starts; When the time difference between the target start time of the second vehicle and the preset start time of the second vehicle is greater than or equal to a preset time threshold, the target vehicle control strategy is sent to the vehicle control management platform for use in The vehicle control management platform generates target instructions; When the target instruction is received, the first vehicle and the second vehicle are respectively controlled to run according to the target vehicle control strategy. A vehicle control device comprising: a processing module, configured to determine at least one first vehicle included in the first network that meets the braking condition; A data acquisition module, configured to acquire at least one second vehicle that matches the at least one first vehicle in the first network, wherein the first network is a power network in the area where the first vehicle is located, and the second The vehicle is a vehicle that meets the activation condition in the first network; The processing module is further configured to determine, according to the range of the coasting time of each of the first vehicles, the range of the parking brake rate, and the range of the starting time of each of the second vehicles, the braking energy absorption power corresponding to the target braking energy is satisfied. target vehicle control strategy; A control module, configured to separately control the operation of the first vehicle and the second vehicle according to the target vehicle control strategy. The apparatus according to claim 8, wherein, The data acquisition module is also used to acquire the running information of the first vehicle in the first network in real time, the running information includes: the preset parking brake rate of the first vehicle, the preset parking ratio of the first vehicle, and the preset parking ratio of the first vehicle. the distance of the point, the first speed of the first vehicle; The processing module is further configured to determine a first vehicle that can reach the preset parking point of the first vehicle according to the preset parking braking rate of the first vehicle and the distance between the first vehicle and the preset parking point. two speeds; The processing module is further configured to determine that the first vehicle satisfies the braking condition when the difference between the first speed and the second speed is less than a preset speed threshold. The apparatus according to claim 8, wherein, The data acquisition module is also used to obtain in real time at least one third vehicle parked on the platform in the first network, and the platform parking information of each third vehicle, and the platform parking information includes: the third vehicle's Stop duration, the preset stop duration of the third vehicle; The processing module is further configured to determine that the third vehicle is the third vehicle when the difference between the parking duration of the third vehicle and the preset parking duration of the third vehicle is less than or equal to a preset time threshold. second vehicle. The apparatus according to claim 8, wherein, The processing module is further configured to input the range of the coasting time, the parking brake rate range of each of the first vehicles, and the target starting time range of each of the second vehicles matched with the first vehicle A preset optimization model to obtain the target vehicle control strategy corresponding to the target braking energy absorption power, wherein the preset optimization model includes a target optimization function, and the target optimization function is:

Among them, N is the number of the second vehicle, α is the conversion rate of braking energy consumption, Ts is the braking start time, Te is the braking end time, and Pi(t) is the absorption braking of the i-th second vehicle power function. The apparatus according to claim 8, wherein, The processing module is also used to determine M matching schemes for the first vehicle and the second vehicle according to preset matching conditions, where M is an integer greater than 1; The processing module is also used for corresponding to each matching scheme, according to the range of the coasting time of each of the first vehicles, the range of the parking braking rate, and the range of the target starting time of each of the second vehicles, determine The first control strategy of each matching scheme, and the first braking energy absorption power corresponding to each first control strategy; The processing module is further configured to determine the highest first braking energy absorption power as the target braking energy absorption power, and determine the first control strategy corresponding to the highest first braking energy absorption power as the Target vehicle control strategy. The device according to claim 12, wherein the preset matching conditions include a first matching condition and a second matching condition, and the first matching condition is: the number of the first vehicles in each of the matching schemes is less than or equal to the number of said second vehicles, and the number of said first vehicles is greater than or equal to half the number of said second vehicles; The second matching condition is: when the number of the first vehicle is greater than the number of the second vehicle, according to the distance between the first vehicle and the second vehicle, from small to large, determine the The quantity of the second vehicle in the matching scheme, so that the matching scheme satisfies the first matching condition. The apparatus according to claim 8, wherein, The target vehicle control strategy includes adjusting a target launch time for the second vehicle; The control module is further configured to control the target vehicle control strategy according to the target vehicle control strategy when the time difference between the target start time of the second vehicle and the preset start time of the second vehicle is less than a preset time threshold. braking the first vehicle and starting the second vehicle; The device also includes a sending module, configured to send a message to the vehicle control management platform when the time difference between the target start time of the second vehicle and the preset start time of the second vehicle is greater than or equal to a preset time threshold The target vehicle control strategy is used for the vehicle control management platform to generate target instructions; The control module is further configured to separately control the operation of the first vehicle and the second vehicle according to the target vehicle control strategy when the target instruction is received. A vehicle control device, comprising: a processor, and a memory storing computer program instructions; The processor reads and executes the computer program instructions to realize the vehicle control method according to any one of claims 1-7. A readable storage medium, on which computer program instructions are stored, and when the computer program instructions are executed by a processor, the vehicle control method according to any one of claims 1-7 is implemented.

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