CN110085037B - Intersection signal control and vehicle speed guiding system under cooperative vehicle and road environment - Google Patents

Intersection signal control and vehicle speed guiding system under cooperative vehicle and road environment Download PDF

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CN110085037B
CN110085037B CN201910226753.7A CN201910226753A CN110085037B CN 110085037 B CN110085037 B CN 110085037B CN 201910226753 A CN201910226753 A CN 201910226753A CN 110085037 B CN110085037 B CN 110085037B
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CN110085037A (en
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丁恒
周翔宇
夏开南
刘余洁
黄瑞文
钱宇
郑小燕
柏海舰
张卫华
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Hefei University of Technology
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    • G—PHYSICS
    • G08—SIGNALLING
    • G08C—TRANSMISSION SYSTEMS FOR MEASURED VALUES, CONTROL OR SIMILAR SIGNALS
    • G08C17/00—Arrangements for transmitting signals characterised by the use of a wireless electrical link
    • G08C17/02—Arrangements for transmitting signals characterised by the use of a wireless electrical link using a radio link
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/01—Detecting movement of traffic to be counted or controlled
    • G08G1/052—Detecting movement of traffic to be counted or controlled with provision for determining speed or overspeed
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/065—Traffic control systems for road vehicles by counting the vehicles in a section of the road or in a parking area, i.e. comparing incoming count with outgoing count
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/07—Controlling traffic signals
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/07—Controlling traffic signals
    • G08G1/08—Controlling traffic signals according to detected number or speed of vehicles

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Abstract

The invention discloses an intersection signal control and vehicle speed guiding system under a vehicle-road cooperative environment, which comprises vehicle-mounted equipment, roadside equipment and a signal lamp control module, wherein a vehicle-mounted information transmission module in the vehicle-mounted equipment acquires vehicle information and transmits the vehicle information to the signal lamp control module; a road side information acquisition module in the road side equipment acquires road side information and stores the road side information to an intersection basic information storage module, the intersection basic information storage module stores intersection information and historical data in advance, and a wireless communication module wirelessly transmits the road side information, the intersection information and the historical data to a signal lamp control module; in the signal lamp control module, optimal timing scheme information and driving suggestion information are calculated by using a program model in the signal lamp control module based on vehicle information, road side information, intersection information and historical data, and the driving suggestion information is fed back to the vehicle-mounted equipment.

Description

Intersection signal control and vehicle speed guiding system under cooperative vehicle and road environment
Technical Field
The invention relates to the field of intelligent traffic signal control, in particular to an intersection signal control and vehicle speed guiding system under a vehicle-road cooperative environment.
Background
The basic idea of a Vehicle-road coordination System (CVIS) is to use a multidisciplinary cross fusion method, fully utilize new technologies such as network communication and parallel computation, and realize intelligent coordination and cooperation between vehicles and traffic control equipment, and between vehicles, so as to achieve the purposes of optimizing and utilizing System resources, improving road traffic safety, and relieving traffic congestion.
The intersection is the bottleneck of road network traffic capacity, influences road network traffic efficiency. Under the cooperative environment of the vehicle and the road, it is very important to realize the cooperative optimization of the mobile vehicle and the traffic signal according to the signal state. However, many conventional studies are directed to a vehicle speed guidance method, a method of guiding a vehicle speed by combining position and state parameters of a moving vehicle with signal control is not considered, and influence of driving behaviors such as overtaking of the vehicle is ignored, so that the method is not good in practical application. Therefore, the invention provides an intelligent traffic operation system by using inertial navigation and control machine control logic based on a vehicle-road cooperative theory.
Disclosure of Invention
The invention aims to provide an intersection signal control and vehicle speed guiding system under a vehicle-road cooperative environment so as to establish a road-driving cooperative system and improve driving safety, road traffic efficiency and transportation efficiency of unit product energy consumption.
In order to achieve the purpose, the technical scheme adopted by the invention is as follows:
the utility model provides an intersection signal control and speed of a motor vehicle guidance system under vehicle and road collaborative environment which characterized in that: including mobile unit, roadside equipment and signal lamp control module, mobile unit locates in each vehicle of traveling on the road, and road side equipment locates the road side, and signal lamp control module locates in the signal lamp control cabinet with control intersection signal lamp, and mobile unit, roadside equipment pass through wireless communication with signal lamp control module respectively and are connected, wherein:
the vehicle-mounted equipment comprises a vehicle-mounted information transmission module and an information acquisition module, wherein the vehicle-mounted information transmission module is connected with a vehicle-mounted computer of a vehicle, the vehicle-mounted information transmission module acquires vehicle information from the vehicle-mounted computer and wirelessly transmits the vehicle information to the signal lamp control module, and information fed back by the signal lamp control module is wirelessly transmitted to the information acquisition module;
the road side equipment comprises a road side information acquisition module, an intersection basic information storage module and a wireless communication module, wherein the road side information acquisition module acquires road side information of a vehicle running road and stores the road side information to the intersection basic information storage module;
in the signal lamp control module, based on vehicle information sent by the vehicle-mounted equipment, roadside information sent by the roadside equipment, intersection information and historical data, optimal timing scheme information of traffic lights corresponding to each intersection is obtained through calculation by using a program model in the signal lamp control module, the signal lamp control module controls and adjusts the on-off change of the traffic lights corresponding to each intersection in real time based on the optimal timing scheme information, meanwhile, the signal lamp control module generates driving suggestion information of each vehicle based on the optimal timing scheme information, feeds the driving suggestion information back to the vehicle-mounted equipment, and the driving suggestion information is received by an information acquisition module of the vehicle-mounted equipment.
The intersection signal control and vehicle speed guiding system under the vehicle and road collaborative environment is characterized in that: the vehicle information sent by the vehicle-mounted equipment at least comprises vehicle position information and vehicle speed information.
The intersection signal control and vehicle speed guiding system under the vehicle and road collaborative environment is characterized in that: in the roadside device, the roadside information acquired by the roadside information acquisition module at least includes the position of the vehicle, the lane information of the vehicle, and the traffic flow condition information near the vehicle.
The intersection signal control and vehicle speed guiding system under the vehicle and road collaborative environment is characterized in that: the working process of the program model in the signal lamp control module comprises the following steps:
step (1): dividing the road section between intersections into a detection area and a guide area, and taking the position where an upstream intersection leaves as the detection area; the guide area is arranged between the upstream intersection and the middle-downstream section of the downstream intersection;
step (2): the method comprises the steps that a vehicle enters a detection area, a detector in road side equipment detects traffic flow states and vehicle arrival rate information, historical data is formed to predict the arrival rate of a fleet entering a guide area, and therefore information of the extension time of a signal lamp is determined;
the intersection signal control and vehicle speed guiding system under the vehicle and road collaborative environment is characterized in that: the prediction method for predicting the arrival rate in the step (2) is as follows:
step (2.1): calibrating dynamic Roberton model parameters based on historical data:
Figure BDA0002005425870000031
Figure BDA0002005425870000032
Figure BDA0002005425870000033
Figure BDA0002005425870000034
Figure BDA0002005425870000035
Figure BDA0002005425870000036
in the formula, muiThe average travel time of the leaving vehicle corresponds to the time window at the ith moment; sigmaiLeaving the vehicle for the time window corresponding to the ith momentTravel time standard deviation of (d); alpha is alphaiThe fleet discrete parameters are corresponding to the time window at the ith moment; beta is aiThe travel time coefficient of a time window corresponding to the ith moment;
Figure BDA0002005425870000037
the shortest driving time of the vehicle between an upstream intersection and a downstream intersection corresponding to the time window at the ith moment is obtained; fiThe parameter value of the model of the time window corresponding to the ith upstream moment; n is a radical ofiThe total number of vehicles in the ith time window is;
Figure BDA0002005425870000038
represents the travel time of the vehicle j in the ith time window;
step (2.2): assume a leaving rate of a time window interval of
Figure BDA0002005425870000039
The distribution of the traffic flow in the downstream corresponding to the time window at the ith upstream time can be obtained:
Figure BDA00020054258700000310
in the formula:
Figure BDA00020054258700000311
for downstream crossing interval tdNumber of vehicles arriving within; t is the travel time of the vehicle;
Figure BDA00020054258700000312
the shortest driving time of the vehicle between an upstream intersection and a downstream intersection corresponding to the time window at the ith moment is obtained; fiThe parameter value of the model of the time window corresponding to the ith upstream moment; t is tuFor t within the current time windowuTime of day;
step (2.3): by analogy, the number of arriving vehicles at each moment is superposed to obtain the actual number of arriving vehicles at different moments:
Figure BDA0002005425870000041
in the formula: m is the total number of divided moments;
and (2.4) obtaining the predicted arrival rate of the fleet by simultaneous establishment:
Figure BDA0002005425870000042
and (3): after the vehicle enters the guide area, the vehicle-mounted equipment and the signal lamp control module carry out information transmission through wireless communication, and the speed, acceleration, position and vehicle type information of the vehicle is transmitted to the signal lamp control module;
and (4): according to the information transmitted to the signal lamp control module in the step (3), the signal lamp control module performs data processing and calculates an optimal signal timing scheme;
the intersection signal control and vehicle speed guiding system under the vehicle and road collaborative environment is characterized in that: in the step (4), the method for calculating the optimal signal timing scheme is as follows:
step (4.1): calculated according to the following formula:
Figure BDA0002005425870000043
in the formula: i represents a phase; j represents a direction; 1, 2, 3 and 4 respectively represent east, south, west and north; i is the maximum phase number possessed by the signal lamp; k represents a signal period; k represents the maximum number of cycles;
Figure BDA0002005425870000046
the number of arriving vehicles in the direction of j during the execution of phase i in the k-th cycle;
Figure BDA0002005425870000047
the number of vehicles leaving in the direction of j during the execution of phase i in the k-th cycle;
Figure BDA0002005425870000048
the number of delayed queuing vehicles on the lane in the j direction at the end of the phase i in the k period is shown;
step (4.2): the corresponding delay vehicle number when the last phase of the previous period is finished is equal to the corresponding delay vehicle number when the first phase of the current period is started, so that the coordination between the periods k and k-1 is realized:
Figure BDA0002005425870000044
step (4.3): calculated according to the following formula:
Figure BDA0002005425870000045
in the formula:
Figure BDA0002005425870000051
the average arrival rate of the vehicles in the j direction during the execution of the phase i of the k period is given as veh/s; gi(k) Green duration in s for the execution period of the kth cycle phase i;
step (4.4): calculated according to the following formula:
Figure BDA0002005425870000052
in the formula:
Figure BDA0002005425870000053
a release state in the j direction during the phase i execution period, where 0 indicates no pass and 1 indicates release; sjThe saturation flow rate in the j direction is given in veh/s;
Figure BDA0002005425870000054
the number of arriving vehicles in the j direction during the c phase execution period before the phase i in the k period;
Figure BDA0002005425870000055
the number of vehicles leaving in the direction of j during the phase c execution period before the phase i in the k-th period;
step (4.5): in summary, the total delayed in-line vehicle count may be expressed as:
Figure BDA0002005425870000056
the total delayed number of queued vehicles for one cycle is the number of queued vehicles at the end of the cycle:
Figure BDA0002005425870000057
the signal dynamics optimization problem can be expressed as:
Figure BDA0002005425870000058
s.t.
1)
Figure BDA0002005425870000059
2)
Figure BDA00020054258700000510
3)
Figure BDA00020054258700000511
4)
Figure BDA00020054258700000512
5)
Figure BDA00020054258700000513
6)Cmin≤C(k)≤Cmax
7)
Figure BDA0002005425870000061
where C (k) is the cycle time of the k-th cycle;
and (5): after the signal timing scheme is optimized, vehicle speed guidance is carried out; before guiding the speed of the arriving vehicle, judging whether the arriving vehicle has a overtaking condition or not, namely calculating the overtaking success probability according to road condition information obtained by real-time detection, position information and speed information of the networked vehicle; when the probability of overtaking of the guided vehicle meets the requirement, carrying out vehicle speed guidance on the guided vehicle, otherwise giving up the guidance; a safety threshold is defined according to the calculated probability, and a suggestion is provided for whether the vehicle decelerates or overtakes;
when the speed of the vehicle in front of the lane is less than that of the rear vehicle and enough overtaking space exists on the adjacent left lane, the rear vehicle selects to use the adjacent lane to complete the overtaking process so as to pursue the maximum driving benefit;
according to a traffic flow discrete model, a headway time distribution function and the calculated safe distance required for overtaking in the dynamic Roberton model, the probability that the networked vehicle overtakes the non-networked vehicle in front can be predicted as follows:
Figure BDA0002005425870000062
in the formula: t is t1Accelerating lane change running time for the overtaking vehicle; t is t2The overtaking vehicle is driven at a constant speed on a road; p (x) is a headway probability density function; p is the overtaking success probability; h is the headway; s is the distance from the vehicle detector to the stop line;
Figure BDA0002005425870000063
is the average speed of the traffic; x is an integral variable;
through the operation, the possible overtaking probability of the networked vehicles in the current green light phase is obtained, and the vehicle speed safety threshold is defined through the probability obtained through calculation;
and (6): after the signal lamp control module obtains the calculation result, the information is transmitted to the vehicle through the signal transmission module; if the overtaking is recommended, the networked vehicle guides the model to change the driving behavior according to the vehicle speed;
the vehicle speed guiding module is used for guiding the speed of the vehicle which cannot pass through the downstream effective green light time; the system takes the delayed vehicle number as an intersection performance evaluation index, improves the vehicle leaving rate of the previous period by carrying out vehicle speed guidance on the internet connection vehicle, and reduces the initial queuing length of the current period, and the specific process is as follows:
step (6.1): assuming that the vehicle cannot pass through the downstream stop line in the ith time slot and later, the model provides corresponding guiding speed v for all networked vehicles in the ith time sloti；
Step (6.2): when the signal control state has satisfied the maximum green time gmaxThat is, when the green time cannot be continued to be prolonged, the t is shortened for the vehicle which still cannot pass through the intersectioniMinimum time for a vehicle leaving the detector at a time to reach a downstream stop line
Figure BDA0002005425870000071
To advance the distribution of vehicles in the area to allow more vehicles to pass the stop line during the downstream valid green light time;
step (6.3): the speed of the vehicle is generally low when the vehicle runs on an urban road, the vehicle brakes suddenly on the front vehicle, and the safe vehicle distance S under the scene that the rear vehicle brakes after the reaction time is as follows:
Figure BDA0002005425870000072
finishing to obtain:
Figure BDA0002005425870000073
in summary, the recommended travel speed during deceleration braking is:
Figure BDA0002005425870000074
vmin＝0，
in the formula: d is the safe distance kept during driving, and 2m is taken; s1The braking distance of the front vehicle; s2The braking distance of the rear vehicle; t is tfTaking 2s as the reaction time; t is tsTaking 0.2s as acceleration increasing time; a is1xThe braking acceleration of the front vehicle is adopted; a is2xFor the braking acceleration of the rear vehicle, 5m/s is taken2；v01The running speed of the front vehicle; v. of02The driving speed of the rear vehicle; v. oftThe minimum driving speed of all running vehicles in the current lane is obtained; v. ofmaxGuiding a maximum speed for a vehicle speed; v. ofminGuiding a minimum speed for a vehicle speed;
step (6.4): the speed guidance goals are as follows:
Figure BDA0002005425870000075
s.t.
1)
Figure BDA0002005425870000076
2)
Figure BDA0002005425870000081
3)
Figure BDA0002005425870000082
in the formula: t is tgxThe remaining green time; q. q.sdNumber of arriving vehicles; t isminA minimum green time;
Figure BDA0002005425870000083
to guide vehicle speed; v. ofminA minimum lead vehicle speed; v. ofmaxIs the maximum lead vehicle speed;
Figure BDA0002005425870000084
is thatRoad segment maximum speed limit.
Compared with the prior art, the invention has the advantages that:
(1) according to the invention, the optimal signal timing scheme and the recommended driving speed are calculated through the control program of the signal lamp main control module, so that green wave traffic travel of vehicles can be realized, vehicle delay is reduced, and road traffic capacity is improved. Traffic jam is relieved to a certain extent, road transportation efficiency is improved, and the effects of energy conservation and emission reduction are achieved.
(2) The invention monitors the work in real time, transmits the induction information in real time, can change in real time according to the current traffic condition so as to deal with and solve the problem of dynamic traffic, and has good flexibility.
(3) The invention can be connected with a cloud server at the same time, and the cloud server is connected with a remote control module, so that the working state of the remote real-time monitoring system is realized.
Drawings
FIG. 1 is a schematic diagram of the system of the present invention.
FIG. 2 is a schematic diagram of information interaction between the vehicle-mounted device and the road side device according to the present invention.
Fig. 3 is a flow chart of the system operation of the present invention.
Fig. 4 is a schematic diagram of the operation of the system of the present invention.
Detailed Description
The invention is further illustrated with reference to the following figures and examples.
As shown in fig. 1 and fig. 2, a crossing signal control and vehicle speed guidance system under vehicle-road collaborative environment, includes mobile unit, roadside device and signal lamp control module, the mobile unit locates in each vehicle of traveling on the road, and the roadside device locates the road side, and signal lamp control module locates in the signal lamp control cabinet in order to control crossing signal lamp, and mobile unit, roadside device pass through wireless communication with signal lamp control module respectively and are connected, wherein:
the vehicle-mounted equipment comprises a vehicle-mounted information transmission module and an information acquisition module, wherein the vehicle-mounted information transmission module is connected with a vehicle-mounted computer of a vehicle, the vehicle-mounted information transmission module acquires vehicle information from the vehicle-mounted computer and wirelessly transmits the vehicle information to the signal lamp control module, and information fed back by the signal lamp control module is wirelessly transmitted to the information acquisition module;
the road side equipment comprises a road side information acquisition module, an intersection basic information storage module and a wireless communication module, wherein the road side information acquisition module acquires road side information of a vehicle running road and stores the road side information to the intersection basic information storage module;
in the signal lamp control module, based on vehicle information sent by the vehicle-mounted equipment, roadside information sent by the roadside equipment, intersection information and historical data, optimal timing scheme information of traffic lights corresponding to each intersection is obtained through calculation by using a program model in the signal lamp control module, the signal lamp control module controls and adjusts the on-off change of the traffic lights corresponding to each intersection in real time based on the optimal timing scheme information, meanwhile, the signal lamp control module generates driving suggestion information of each vehicle based on the optimal timing scheme information, feeds the driving suggestion information back to the vehicle-mounted equipment, and the driving suggestion information is received by an information acquisition module of the vehicle-mounted equipment.
The vehicle information sent by the vehicle-mounted equipment at least comprises vehicle position information and vehicle speed information.
In the roadside device of the invention, the roadside information acquired by the roadside information acquisition module at least comprises the position information of the vehicle, the information of the lane where the vehicle is located and the traffic flow condition information near the vehicle.
As shown in fig. 3 and 4, in fig. 4, i, ii: vehicles that can normally pass through; III: a vehicle that can accelerate passing; IV: accelerating the vehicle which cannot pass through. The working process of the program model in the signal lamp control module comprises the following steps:
step (1): dividing the road section between intersections into a detection area and a guide area, and taking the position where an upstream intersection leaves as the detection area; the guide area is arranged between the upstream intersection and the middle-downstream section of the downstream intersection;
step (2): the method comprises the steps that a vehicle enters a detection area, a detector in road side equipment detects traffic flow states and vehicle arrival rate information, historical data is formed to predict the arrival rate of a fleet entering a guide area, and therefore information of the extension time of a signal lamp is determined;
the intersection signal control and vehicle speed guidance system under the vehicle-road cooperative environment according to claim 4, characterized in that: the prediction method for predicting the arrival rate in the step (2) is as follows:
step (2.1): calibrating dynamic Roberton model parameters based on historical data:
Figure BDA0002005425870000091
Figure BDA0002005425870000101
Figure BDA0002005425870000102
Figure BDA0002005425870000103
Figure BDA0002005425870000104
Figure BDA0002005425870000105
in the formula, muiThe average travel time of the leaving vehicle corresponds to the time window at the ith moment; sigmaiThe standard deviation of the travel time of the vehicle leaving the time window is corresponding to the ith moment; alpha is alphaiThe fleet discrete parameters are corresponding to the time window at the ith moment; beta is aiThe travel time coefficient of a time window corresponding to the ith moment;
Figure BDA0002005425870000106
the shortest driving time of the vehicle between an upstream intersection and a downstream intersection corresponding to the time window at the ith moment is obtained; fiThe parameter value of the model of the time window corresponding to the ith upstream moment; n is a radical ofiThe total number of vehicles in the ith time window is;
Figure BDA0002005425870000107
represents the travel time of the vehicle j in the ith time window;
step (2.2): assume a leaving rate of a time window interval of
Figure BDA0002005425870000108
The distribution of the traffic flow in the downstream corresponding to the time window at the ith upstream time can be obtained:
Figure BDA0002005425870000109
in the formula:
Figure BDA00020054258700001010
for downstream crossing interval tdNumber of vehicles arriving within; t is the travel time of the vehicle;
Figure BDA00020054258700001011
the shortest driving time of the vehicle between an upstream intersection and a downstream intersection corresponding to the time window at the ith moment is obtained; fiThe parameter value of the model of the time window corresponding to the ith upstream moment; t is tuFor t within the current time windowuTime of day;
step (2.3): by analogy, the number of arriving vehicles at each moment is superposed to obtain the actual number of arriving vehicles at different moments:
Figure BDA00020054258700001012
in the formula: m is the total number of divided moments;
and (2.4) obtaining the predicted arrival rate of the fleet by simultaneous establishment:
Figure BDA0002005425870000111
and (3): after the vehicle enters the guide area, the vehicle-mounted equipment and the signal lamp control module carry out information transmission through wireless communication, and the speed, acceleration, position and vehicle type information of the vehicle is transmitted to the signal lamp control module;
and (4): according to the information transmitted to the signal lamp control module in the step (3), the signal lamp control module performs data processing and calculates an optimal signal timing scheme;
in the step (4), the method for calculating the optimal signal timing scheme is as follows:
step (4.1): calculated according to the following formula:
Figure BDA0002005425870000112
in the formula: i represents a phase; j represents a direction; 1, 2, 3 and 4 respectively represent east, south, west and north; i is the maximum phase number possessed by the signal lamp; k represents a signal period; k represents the maximum number of cycles;
Figure BDA0002005425870000113
the number of arriving vehicles in the direction of j during the execution of phase i in the k-th cycle;
Figure BDA0002005425870000114
the number of vehicles leaving in the direction of j during the execution of phase i in the k-th cycle;
Figure BDA0002005425870000115
the number of delayed queuing vehicles on the lane in the j direction at the end of the phase i in the k period is shown;
step (4.2): the corresponding delay vehicle number when the last phase of the previous period is finished is equal to the corresponding delay vehicle number when the first phase of the current period is started, so that the coordination between the periods k and k-1 is realized:
Figure BDA0002005425870000116
step (4.3): calculated according to the following formula:
Figure BDA0002005425870000117
in the formula:
Figure BDA0002005425870000118
the average arrival rate of the vehicles in the j direction during the execution of the phase i of the k period is given as veh/s; gi(k) Green duration in s for the execution period of the kth cycle phase i;
step (4.4): calculated according to the following formula:
Figure BDA0002005425870000121
in the formula:
Figure BDA0002005425870000122
a release state in the j direction during the phase i execution period, where 0 indicates no pass and 1 indicates release; sjThe saturation flow rate in the j direction is given in veh/s;
Figure BDA0002005425870000123
the number of arriving vehicles in the j direction during the c phase execution period before the phase i in the k period;
Figure BDA0002005425870000124
the number of vehicles leaving in the direction of j during the phase c execution period before the phase i in the k-th period;
step (4.5): in summary, the total delayed in-line vehicle count may be expressed as:
Figure BDA0002005425870000125
the total delayed number of queued vehicles for one cycle is the number of queued vehicles at the end of the cycle:
Figure BDA0002005425870000126
the signal dynamics optimization problem can be expressed as:
Figure BDA0002005425870000127
s.t.
1)
Figure BDA0002005425870000128
2)
Figure BDA0002005425870000129
3)
Figure BDA00020054258700001210
4)
Figure BDA00020054258700001211
5)
Figure BDA00020054258700001212
6)Cmin≤C(k)≤Cmax，
7)
Figure BDA00020054258700001213
where C (k) is the cycle time of the k-th cycle;
and (5): after the signal timing scheme is optimized, vehicle speed guidance is carried out; before guiding the speed of the arriving vehicle, judging whether the arriving vehicle has a overtaking condition or not, namely calculating the overtaking success probability according to road condition information obtained by real-time detection, the position of the internet and speed information; when the probability of overtaking of the guided vehicle meets the requirement, carrying out vehicle speed guidance on the guided vehicle, otherwise giving up the guidance; a safety threshold is defined according to the calculated probability, and a suggestion is provided for whether the vehicle decelerates or overtakes;
when the speed of the vehicle in front of the lane is less than that of the rear vehicle and enough overtaking space exists on the adjacent left lane, the rear vehicle selects to use the adjacent lane to complete the overtaking process so as to pursue the maximum driving benefit;
according to a traffic flow discrete model, a headway time distribution function and the calculated safe distance required for overtaking in the dynamic Roberton model, the probability that the networked vehicle overtakes the non-networked vehicle in front can be predicted as follows:
Figure BDA0002005425870000131
in the formula: t is t1Accelerating lane change running time for the overtaking vehicle; t is t2The overtaking vehicle is driven at a constant speed on a road; p (x) is a headway probability density function; p is the overtaking success probability; h is the headway; s is the distance from the vehicle detector to the stop line;
Figure BDA0002005425870000132
is the average speed of the traffic; x is an integral variable;
through the operation, the possible overtaking probability of the networked vehicles in the current green light phase is obtained, and the vehicle speed safety threshold is defined through the probability obtained through calculation;
and (6): after the signal lamp control module obtains the calculation result, the information is transmitted to the vehicle through the signal transmission module; if the overtaking is recommended, the networked vehicle guides the model to change the driving behavior according to the vehicle speed;
the vehicle speed guiding module is used for guiding the speed of the vehicle which cannot pass through the downstream effective green light time; the system takes the delayed vehicle number as an intersection performance evaluation index, improves the vehicle leaving rate of the previous period by carrying out vehicle speed guidance on the internet connection vehicle, and reduces the initial queuing length of the current period, and the specific process is as follows:
step (6.1): assuming that the vehicle cannot pass through the downstream stop line in the ith time slot and later, the model provides corresponding guiding speed v for all the networked vehicles in the ith time sloti；
Step (6.2): when the signal control state has satisfied the maximum green time gmaxThat is, when the green time cannot be continued to be prolonged, the t is shortened for the vehicle which still cannot pass through the intersectioniMinimum time for a vehicle leaving the detector at a time to reach a downstream stop line
Figure BDA0002005425870000133
To advance the distribution of vehicles in the area to allow more vehicles to pass the stop line during the downstream valid green light time;
step (6.3): the speed of the vehicle is generally low when the vehicle runs on an urban road, the vehicle brakes suddenly on the front vehicle, and the safe vehicle distance S under the scene that the rear vehicle brakes after the reaction time is as follows:
Figure BDA0002005425870000141
finishing to obtain:
Figure BDA0002005425870000142
in summary, the recommended travel speed during deceleration braking is:
Figure BDA0002005425870000143
vmin＝0，
in the formula: d is the safe distance kept during driving, and 2m is taken; s1For front vehicleMoving distance; s2The braking distance of the rear vehicle; t is tfTaking 2s as the reaction time; t is tsTaking 0.2s as acceleration increasing time; a is1xThe braking acceleration of the front vehicle is adopted; a is2xFor the braking acceleration of the rear vehicle, 5m/s is taken2；v01The running speed of the front vehicle; v. of02The driving speed of the rear vehicle; v. oftThe minimum driving speed of all running vehicles in the current lane is obtained; v. ofmaxGuiding a maximum speed for a vehicle speed; v. ofminGuiding a minimum speed for a vehicle speed;
step (6.4): the speed guidance goals are as follows:
Figure BDA0002005425870000144
s.t.
1)
Figure BDA0002005425870000145
2)
Figure BDA0002005425870000146
3)
Figure BDA0002005425870000147
in the formula: t is tgxThe remaining green time; q. q.sdNumber of arriving vehicles; t isminA minimum green time;
Figure BDA0002005425870000148
to guide vehicle speed; v. ofminA minimum lead vehicle speed; v. ofmaxIs the maximum lead vehicle speed;
Figure BDA0002005425870000151
the speed is limited to the maximum for that road segment.

Claims (5)

1. The utility model provides an intersection signal control and speed of a motor vehicle guidance system under vehicle and road collaborative environment which characterized in that: including mobile unit, roadside equipment and signal lamp control module, mobile unit locates in each vehicle of traveling on the road, and road side equipment locates the road side, and signal lamp control module locates in the signal lamp control cabinet with control intersection signal lamp, and mobile unit, roadside equipment pass through wireless communication with signal lamp control module respectively and are connected, wherein:
the vehicle-mounted equipment comprises a vehicle-mounted information transmission module and an information acquisition module, wherein the vehicle-mounted information transmission module is connected with a vehicle-mounted computer of a vehicle, the vehicle-mounted information transmission module acquires vehicle information from the vehicle-mounted computer and wirelessly transmits the vehicle information to the signal lamp control module, and information fed back by the signal lamp control module is wirelessly transmitted to the information acquisition module;
the road side equipment comprises a road side information acquisition module, an intersection basic information storage module and a wireless communication module, wherein the road side information acquisition module acquires road side information of a vehicle running road and stores the road side information to the intersection basic information storage module;
in the signal lamp control module, based on vehicle information sent by vehicle-mounted equipment, roadside information sent by the roadside equipment, intersection information and historical data, optimal timing scheme information of traffic lights corresponding to each intersection is obtained through calculation by using a program model in the signal lamp control module, the signal lamp control module controls and adjusts the on-off change of the traffic lights corresponding to each intersection in real time based on the optimal timing scheme information, meanwhile, the signal lamp control module generates driving suggestion information of each vehicle based on the optimal timing scheme information, feeds the driving suggestion information back to the vehicle-mounted equipment, and the driving suggestion information is received by an information acquisition module of the vehicle-mounted equipment;
the working process of the program model in the signal lamp control module comprises the following steps:
step (1): dividing the road section between intersections into a detection area and a guide area, and taking the position where an upstream intersection leaves as the detection area; the guide area is arranged between the upstream intersection and the middle-downstream section of the downstream intersection;
step (2): the method comprises the steps that a vehicle enters a detection area, a detector in road side equipment detects traffic flow states and vehicle arrival rate information, historical data is formed to predict the arrival rate of a fleet entering a guide area, and therefore information of the extension time of a signal lamp is determined;
and (3): after the vehicle enters the guide area, the vehicle-mounted equipment and the signal lamp control module carry out information transmission through wireless communication, and the speed, acceleration, position and vehicle type information of the vehicle is transmitted to the signal lamp control module;
and (4): according to the information transmitted to the signal lamp control module in the step (3), the signal lamp control module performs data processing and calculates an optimal signal timing scheme;
and (5): after the signal timing scheme is optimized, vehicle speed guidance is carried out; before guiding the speed of the arriving vehicle, judging whether the arriving vehicle has a overtaking condition or not, namely calculating the overtaking success probability according to road condition information obtained by real-time detection, position information and speed information of the networked vehicle; when the probability of overtaking of the guided vehicle meets the requirement, carrying out vehicle speed guidance on the guided vehicle, otherwise giving up the guidance; a safety threshold is defined according to the calculated probability, and a suggestion is provided for whether the vehicle decelerates or overtakes;
when the speed of the vehicle in front of the lane is less than that of the rear vehicle and enough overtaking space exists on the adjacent left lane, the rear vehicle selects to use the adjacent lane to complete the overtaking process so as to pursue the maximum driving benefit;
according to a traffic flow discrete model, a headway time distribution function and the calculated safe distance required by overtaking in the dynamic Roberston model, the probability that the networked vehicle overtakes the non-networked vehicle in front can be predicted as follows:
Figure FDA0003173535200000021
in the formula: t is t1Accelerating lane change running time for the overtaking vehicle; t is t2The overtaking vehicle is driven at a constant speed on a road; p (x) is a headway probability density function; p is the overtaking success probability; h is the headway; s is the distance from the vehicle detector to the stop line;
Figure FDA0003173535200000022
is the average speed of the traffic; x is an integral variable;
through the operation, the possible overtaking probability of the networked vehicles in the current green light phase is obtained, and the vehicle speed safety threshold is defined through the probability obtained through calculation;
and (6): after the signal lamp control module obtains the calculation result, the information is transmitted to the vehicle through the signal transmission module; if the overtaking is recommended, the networked vehicle guides the model to change the driving behavior according to the vehicle speed;
the vehicle speed guiding module is used for guiding the speed of the vehicle which cannot pass through the downstream effective green light time; the system takes the delayed vehicle number as an intersection performance evaluation index, improves the vehicle leaving rate of the previous period by carrying out vehicle speed guidance on the internet connection vehicle, and reduces the initial queuing length of the current period, and the specific process is as follows:
step (6.1): assuming that the vehicle cannot pass through the downstream stop line in the ith time slot and later, the model provides corresponding guiding speed v for all networked vehicles in the ith time sloti；
Step (6.2): when the signal control state has satisfied the maximum green time gmaxThat is, when the green time cannot be continued to be prolonged, the t is shortened for the vehicle which still cannot pass through the intersectioniMinimum time for a vehicle leaving the detector at a time to reach a downstream stop line
Figure FDA0003173535200000031
To advance the distribution of vehicles in the area to allow more vehicles to pass the stop line during the downstream valid green light time;
step (6.3): the speed of the vehicle is generally low when the vehicle runs on an urban road, the vehicle brakes suddenly on the front vehicle, and the safe vehicle distance S under the scene that the rear vehicle brakes after the reaction time is as follows:
Figure FDA0003173535200000032
in the formula: d is the safe distance kept during driving, and 2m is taken; s1The braking distance of the front vehicle; s2The braking distance of the rear vehicle; t is tfTaking 2s as the reaction time; t is tsTaking 0.2s as acceleration increasing time; a is1xThe braking acceleration of the front vehicle is adopted; a is2xFor the braking acceleration of the rear vehicle, 5m/s is taken2；v01The running speed of the front vehicle; v. of02The driving speed of the rear vehicle; v. oftThe minimum driving speed of all running vehicles in the current lane is obtained; v. ofmaxGuiding a maximum speed for a vehicle speed; v. ofminGuiding a minimum speed for a vehicle speed;
finishing to obtain:
Figure FDA0003173535200000033
in summary, the recommended travel speed during deceleration braking is:
Figure FDA0003173535200000034
vmin＝0，
step (6.4): the speed guidance goals are as follows:
Figure FDA0003173535200000035
1)
Figure FDA0003173535200000036
2)
Figure FDA0003173535200000037
3)
Figure FDA0003173535200000038
in the formula: t is tgxThe remaining green time; q. q.sdNumber of arriving vehicles; a is the distance from the internet connected vehicle to the stop line; t isminA minimum green time;
Figure FDA0003173535200000041
to guide vehicle speed; v. ofminA minimum lead vehicle speed; v. ofmaxIs the maximum lead vehicle speed;
Figure FDA0003173535200000042
the speed is limited to the maximum for that road segment.
2. The intersection signal control and vehicle speed guidance system under the vehicle-road cooperative environment according to claim 1, characterized in that: the vehicle information sent by the vehicle-mounted equipment at least comprises vehicle position information and vehicle speed information.
3. The intersection signal control and vehicle speed guidance system under the vehicle-road cooperative environment according to claim 1, characterized in that: in the roadside device, the roadside information acquired by the roadside information acquisition module at least includes position information of a vehicle, lane information of the vehicle, and traffic flow condition information near the vehicle.
4. The intersection signal control and vehicle speed guidance system under the vehicle-road cooperative environment according to claim 1, characterized in that: the prediction method for predicting the arrival rate in the step (2) is as follows:
step (2.1): calibrating dynamic Roberton model parameters based on historical data:
Figure FDA0003173535200000043
Figure FDA0003173535200000044
Figure FDA0003173535200000045
Figure FDA0003173535200000046
Figure FDA0003173535200000047
Figure FDA0003173535200000048
in the formula, muiThe average travel time of the leaving vehicle corresponds to the time window at the ith moment; sigmaiThe standard deviation of the travel time of the vehicle leaving the time window is corresponding to the ith moment; alpha is alphaiThe fleet discrete parameters are corresponding to the time window at the ith moment; beta is aiThe travel time coefficient of a time window corresponding to the ith moment;
Figure FDA0003173535200000049
the shortest driving time of the vehicle between an upstream intersection and a downstream intersection corresponding to the time window at the ith moment is obtained; fiThe parameter value of the model of the time window corresponding to the ith upstream moment; n is a radical ofiThe total number of vehicles in the ith time window is;
Figure FDA0003173535200000051
represents the travel time of the vehicle j in the ith time window;
step (2.2): assume a leaving rate of a time window interval of
Figure FDA0003173535200000052
The distribution of the traffic flow in the downstream corresponding to the time window at the ith upstream time can be obtained:
Figure FDA0003173535200000053
in the formula:
Figure FDA0003173535200000054
for downstream crossing interval tdNumber of vehicles arriving within; t is the travel time of the vehicle;
Figure FDA0003173535200000055
the shortest driving time of the vehicle between an upstream intersection and a downstream intersection corresponding to the time window at the ith moment is obtained; fiThe parameter value of the model of the time window corresponding to the ith upstream moment; t is tuFor t within the current time windowuTime of day;
Figure FDA0003173535200000056
is a time window of td-upstream vehicle leaving rate for interval t;
step (2.3): by analogy, the number of arriving vehicles at each moment is superposed to obtain the actual number of arriving vehicles at different moments:
Figure FDA0003173535200000057
in the formula: m is the total number of divided moments;
and (2.4) obtaining the predicted arrival rate of the fleet by simultaneous establishment:
Figure FDA0003173535200000058
5. the intersection signal control and vehicle speed guidance system under the vehicle-road cooperative environment according to claim 1, characterized in that: in the step (4), the method for calculating the optimal signal timing scheme is as follows:
step (4.1): calculated according to the following formula:
Figure FDA0003173535200000059
in the formula: i represents a phase; j represents a direction; 1, 2, 3 and 4 respectively represent east, south, west and north; i is the maximum phase number possessed by the signal lamp; k represents a signal period; k represents the maximum number of cycles;
Figure FDA00031735352000000510
the number of arriving vehicles in the direction of j during the execution of phase i in the k-th cycle;
Figure FDA00031735352000000511
the number of vehicles leaving in the direction of j during the execution of phase i in the k-th cycle;
Figure FDA0003173535200000061
the number of delayed queuing vehicles on the lane in the j direction at the end of the phase i in the k period is shown;
Figure FDA0003173535200000062
the number of delayed queuing vehicles on the j direction lane at the end of the phase i-1 in the k period is shown;
step (4.2): the corresponding delay vehicle number when the last phase of the previous period is finished is equal to the corresponding delay vehicle number when the first phase of the current period is started, so that the coordination between the periods k and k-1 is realized:
Figure FDA0003173535200000063
step (4.3): calculated according to the following formula:
Figure FDA0003173535200000064
in the formula:
Figure FDA0003173535200000065
the number of delayed queuing vehicles on the j direction lane at the end of the phase 1 in the k period is shown;
Figure FDA0003173535200000066
the number of delayed queuing vehicles on the j direction lane at the end of the phase 4 in the k-1 period is shown;
Figure FDA0003173535200000067
the average arrival rate of the vehicles in the j direction during the execution of the phase i of the k period is given as veh/s; gi(k) Green duration in s for the execution period of the kth cycle phase i;
step (4.4): calculated according to the following formula:
Figure FDA0003173535200000068
in the formula:
Figure FDA0003173535200000069
a release state in the j direction during the phase i execution period, where 0 indicates no pass and 1 indicates release; sjThe saturation flow rate in the j direction is given in veh/s;
Figure FDA00031735352000000610
the number of delayed queuing vehicles on the lane in the direction j at the end of the phase i in the k-1 period is shown;
Figure FDA00031735352000000611
is the k period internal phaseThe number of arriving vehicles in the j direction during the c phase execution before the bit i;
Figure FDA00031735352000000612
the number of vehicles leaving in the direction of j during the phase c execution period before the phase i in the k-th period;
step (4.5): in summary, the total delayed in-line vehicle count may be expressed as:
Figure FDA00031735352000000613
the total delayed number of queued vehicles for one cycle is the number of queued vehicles at the end of the cycle:
Figure FDA0003173535200000071
the signal dynamics optimization problem can be expressed as:
Figure FDA0003173535200000072
1)
Figure FDA0003173535200000073
2)
Figure FDA0003173535200000074
3)
Figure FDA0003173535200000075
4)
Figure FDA0003173535200000076
5)
Figure FDA0003173535200000077
6)Cmin≤C(k)≤Cmax，
7)
Figure FDA0003173535200000078
where C (k) is the cycle time of the k-th cycle; cminIs the shortest cycle duration; cmaxIs the longest period duration;
Figure FDA0003173535200000079
the ith phase is the shortest green time;
Figure FDA00031735352000000710
the longest green time of the ith phase;
Figure FDA00031735352000000711
the number of delayed queuing vehicles on the j direction lane at the end of the phase 1 in the k period is shown;
Figure FDA00031735352000000712
the number of delayed queuing vehicles on the j direction lane at the end of the phase 4 in the k period is shown;
Figure FDA00031735352000000713
the number of delayed queuing vehicles on the j direction lane at the end of the phase 4 in the k-1 period is shown;
Figure FDA00031735352000000714
the number of delayed queuing vehicles on the j direction lane at the end of the phase i-1 in the k period is shown;
Figure FDA00031735352000000715
the number of delayed queued vehicles on the lane in the j direction at the end of the phase i in the k-1 th cycle is shown.
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