CN112634644B - Left-turning optimization control method and system for automatic driving vehicle - Google Patents
Left-turning optimization control method and system for automatic driving vehicle Download PDFInfo
- Publication number
- CN112634644B CN112634644B CN202011475489.XA CN202011475489A CN112634644B CN 112634644 B CN112634644 B CN 112634644B CN 202011475489 A CN202011475489 A CN 202011475489A CN 112634644 B CN112634644 B CN 112634644B
- Authority
- CN
- China
- Prior art keywords
- vehicle
- turning
- track
- current
- turn
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
Images
Classifications
-
- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/09—Arrangements for giving variable traffic instructions
- G08G1/0962—Arrangements for giving variable traffic instructions having an indicator mounted inside the vehicle, e.g. giving voice messages
- G08G1/0967—Systems involving transmission of highway information, e.g. weather, speed limits
- G08G1/096708—Systems involving transmission of highway information, e.g. weather, speed limits where the received information might be used to generate an automatic action on the vehicle control
-
- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/16—Anti-collision systems
- G08G1/166—Anti-collision systems for active traffic, e.g. moving vehicles, pedestrians, bikes
-
- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/16—Anti-collision systems
- G08G1/167—Driving aids for lane monitoring, lane changing, e.g. blind spot detection
Abstract
The invention relates to the technical field of traffic control, in particular to an automatic driving vehicle left turning optimization control method and system, wherein the method comprises the following steps: acquiring real-time state information of each vehicle and pedestrian in an intersection control area; the real-time status information includes: real-time position, velocity and acceleration; the vehicle, comprising: a left-turn vehicle and an opposing-straight-ahead vehicle; calculating a vehicle avoidance track set of the current left-turning vehicle according to the real-time state information of the current left-turning vehicle and the opposite straight-going vehicles; calculating a target track set of the current left-turning vehicle according to the avoiding track set of the current left-turning vehicle and the real-time state information of each pedestrian in the left-turning exit direction; and selecting the target running track of each left-turning vehicle from the target track set of each left-turning vehicle, and controlling each left-turning vehicle to run. The invention can reduce the conflict between the left-turning vehicle and the opposite straight-going vehicle and the pedestrian.
Description
Technical Field
The invention relates to the technical field of traffic control, in particular to an automatic driving vehicle left turning optimization control method and system.
Background
Signal intersections serve as important nodes of urban road networks, a large number of vehicle interaction and human-vehicle interaction phenomena exist, and frequent interaction can cause road congestion and even collision. With the rapid development of electronic information and wireless communication technologies, the vehicle networking technology is gradually widely applied, and in the networking environment, individual vehicles can communicate with road side facilities and intersection center control systems in real time, and the vehicle-mounted terminals are used for controlling the automatic driving of the vehicles. Therefore, the rise of networked autonomous vehicles (CAVs) is expected to significantly improve traffic safety and effectively alleviate road congestion.
At signalized intersections, vehicles in all directions are driven according to regulations due to the control of signal lamps, so as to avoid collisions. However, automated driving at signalized intersections in an intelligent networking environment still faces significant challenges due to the diversity of road users and the high degree of interaction between them. The control of the straight-ahead vehicle is relatively simple, and the existing research provides a relatively reasonable straight-ahead optimization control method, however, the optimization control of the left-turning vehicle is relatively complex, and research and solution are urgently needed. When left-hand traffic is relatively low, two-phase control is often used at signalized intersections. In the green light signal phase, the straight-ahead vehicles, the left-turn vehicles and the pedestrians all have right of way, so the left-turn vehicles may collide with the pedestrians facing the straight-ahead vehicles and the pedestrian crosswalks.
Disclosure of Invention
In order to solve the technical problems, the invention provides an automatic driving vehicle left turning optimization control method and system, which can reduce the conflict between a left turning vehicle and an opposite straight-going vehicle and pedestrians.
In one aspect, the invention provides an automatic driving vehicle left-turning optimization control method, which comprises the following steps:
acquiring real-time state information of each vehicle and pedestrian in an intersection control area; the real-time status information includes: real-time position, velocity and acceleration; the vehicle, comprising: a left-turn vehicle and an opposing-straight-going vehicle;
calculating a train avoidance track set of the current left-turning vehicle according to the real-time state information of the current left-turning vehicle and the opposite straight-going vehicles;
calculating a target track set of the current left-turning vehicle according to the avoidance track set of the current left-turning vehicle and the real-time state information of each pedestrian in the left-turning exit direction;
and selecting the target running track of each left-turning vehicle from the target track set of each left-turning vehicle, and controlling each left-turning vehicle to run.
Further, the calculating a set of avoidance trajectories of the current left-turning vehicle according to the real-time state information of the current left-turning vehicle and the current straight-going vehicle specifically includes:
according to the real-time state information of the current left-turning vehicle and each pair of opposite straight-going vehicles, a track equation of the current left-turning vehicle, which takes each exit lane as a target, and a track equation of each opposite straight-going vehicle are established;
according to the track equation, solving the coordinates of collision points which conflict between the current left-turn vehicle when driving to each exit lane and the current opposite straight-going vehicle when driving straight;
respectively calculating the time difference from the current left-turning vehicle and the corresponding opposite straight-going vehicle to each collision point by taking different exit lanes as targets;
and determining the train avoidance track set of the current left-turning vehicle according to the time difference from the current left-turning vehicle and the corresponding opposite straight-going vehicle to each collision point by taking different exit lanes as targets.
Further, the determining the set of avoiding tracks of the current left-turning vehicle specifically includes:
judging whether a track set of the current left-turning vehicle taking each exit lane as a target and a track set of the current straight-going vehicle facing each lane exist or not;
if the track of the current left-turn vehicle taking each exit lane as a target conflicts with the track of the current straight-going vehicle facing any lane, a vehicle avoidance track set does not exist at present, the current left-turn vehicle is controlled to decelerate or stop, and whether the track of the current left-turn vehicle taking each exit lane as a target and the track of the current straight-going vehicle facing the rear of each lane exist or not is judged;
if the track of the current left-turn vehicle which takes each exit lane as a target does not conflict with the track of the current straight-going vehicle which faces to any lane, calculating a track set of the current left-turn vehicle which takes each exit lane as a target and aims at the current straight-going vehicle which faces to each lane;
and taking the current left-turning vehicle to aim at each exit lane, and taking the intersection of the track sets of the current straight-going vehicles aiming at each lane as a current left-turning vehicle avoidance track set.
Further, the determining a set of avoiding tracks of the current left-turning vehicle further includes:
if the track of the current left-turning vehicle taking each exit lane as a target does not conflict with the track of the current straight-going vehicle facing any lane, but the track sets taking each exit lane as the target do not intersect;
then, whether a set of collision avoidance trajectories exists between the trajectory of the current left-turn vehicle targeting each exit lane and the trajectory of the straight-ahead vehicle heading to the rear of each lane.
Further, the vehicle avoidance trajectory set of the current left-turn vehicle and the real-time state information of each pedestrian in the left-turn exit direction calculate a target trajectory set of the current left-turn vehicle, and specifically include:
establishing a track equation of each pedestrian in the left-turn exit direction according to the real-time state information of each pedestrian in the current left-turn exit direction;
respectively calculating the time difference between each avoidance track in the current left-turn vehicle avoidance track set and each pedestrian in the corresponding left-turn exit direction to the conflict area by taking different exit lanes as targets; the conflict area is a sidewalk corresponding to each left-turn exit;
and determining a target track set of the current left-turn vehicle according to the time difference between each avoidance track in the current left-turn vehicle avoidance track set and each pedestrian in the corresponding left-turn exit direction to the collision area by taking different exit lanes as targets.
Further, the determining a target trajectory set of the current left-turning vehicle specifically includes:
judging whether each vehicle avoidance track conflicts with each pedestrian in the corresponding left-turn exit direction or not according to the time difference between each vehicle avoidance track in the current left-turn vehicle avoidance track set and each pedestrian in the corresponding left-turn exit direction to a conflict area by taking different exit lanes as targets;
and selecting the vehicle avoidance track which does not conflict with the pedestrians in the corresponding left-turn exit direction as the target track of the current left-turn vehicle, and putting the target track into the target track set.
Further, the selecting the target driving trajectory of each left-turn vehicle from the target trajectory set of each left-turn vehicle specifically includes:
if only one target track exists in the target track set of the current left-turning vehicle, selecting the target track as a target running track of the current left-turning vehicle;
and if a plurality of target tracks are available in the target track set of the current left-turn vehicle, selecting the target track with the shortest running distance as the target running track of the current left-turn vehicle.
Further, the controlling each left-turn vehicle to run specifically includes:
when a current left-turning vehicle enters a control area, judging whether a target running track exists in the current left-turning vehicle at the current moment;
if yes, judging whether the current left-turning vehicle reaches a stop line;
if the target running track reaches the intersection, controlling the current left-turning vehicle to drive into the traffic flow intersection area and drive out of the intersection according to the corresponding target running track;
and if not, returning to judge whether the current left-turning vehicle has the target running track at the current moment.
Further, the determining whether the target driving track exists in the current left-turn vehicle at the current time further includes:
if not, judging whether the current left-turning vehicle enters a passing area or not;
if the vehicle enters the parking space, controlling the current left-turning vehicle to decelerate and stop to a stop line, and returning to judge whether the current left-turning vehicle has a target running track at the current moment;
and if the vehicle does not enter the target driving track, returning to judge whether the current left-turning vehicle has the target driving track at the current moment.
In another aspect, the present invention provides an autonomous vehicle left turn optimization control system, comprising: a processor and a memory, the processor reading a computer program in the memory for performing the following operations:
acquiring real-time state information of each vehicle and pedestrian in an intersection control area; the real-time status information includes: real-time position, velocity and acceleration; the vehicle, comprising: a left-turn vehicle and an opposing-straight-ahead vehicle;
calculating a train avoidance track set of the current left-turning vehicle according to the real-time state information of the current left-turning vehicle and the opposite straight-going vehicles;
calculating a target track set of the current left-turning vehicle according to the avoiding track set of the current left-turning vehicle and the real-time state information of each pedestrian in the left-turning exit direction;
and selecting the target running track of each left-turning vehicle from the target track set of each left-turning vehicle, and controlling each left-turning vehicle to run.
In the invention, aiming at the straight-going vehicles which face each lane, a vehicle avoidance track set of left-turning vehicles is obtained; acquiring a target track set of left-turning vehicles according to real-time state information of pedestrians in the left-turning exit direction; and then selecting a target running track of the left-turning vehicle from the target track set, and controlling the left-turning vehicle to run according to the target running track. Thus, the left-turn vehicle can reduce the collision with the oncoming straight-ahead vehicle and the pedestrian.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to the drawings without creative efforts.
FIG. 1 is a schematic diagram of a left turn trajectory of a vehicle;
FIG. 2 is a schematic diagram of a signalized intersection layout in an embodiment of the present invention;
FIG. 3 is a schematic flow chart illustrating a process of controlling a left-turn vehicle to travel according to an embodiment of the present invention;
FIG. 4 is a schematic flow chart of the embodiment of the present invention for obtaining a target trajectory of a left turn vehicle;
FIG. 5 is a schematic view of collision avoidance between a left-turning vehicle and a straight-ahead vehicle according to an embodiment of the present invention;
fig. 6 is a schematic diagram of collision avoidance between a left-turning vehicle and a pedestrian according to an embodiment of the present invention.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
Fig. 1 is a schematic diagram showing a left-turn track of a vehicle, and vehicles in all directions are controlled by signal lights at a signalized intersection to drive according to the regulations so as to avoid collision. However, automated driving at signalized intersections remains a significant challenge due to the diversity of road users and the high degree of interaction between them. When the left-turn traffic volume is small, the signalized intersection is controlled by two-phase signals, and straight-going vehicles, left-turn vehicles and pedestrians have the right of way in the green light phase. As shown in fig. 1(a), a left-turning vehicle may collide with an oncoming straight-ahead vehicle, a pedestrian on a pedestrian crossing. In the scenario of a two-way six-lane intersection, to avoid conflict with other traffic participants, the left-turn vehicle has three exit lanes for its selection, not just the innermost lane (fig. 1 (b)). In the first two cases, once the destination of the vehicle is determined, the travel path does not change and the potential conflict point between the left turn vehicle and the straight going vehicle is a fixed point. Even if the vehicle turns in an ideal trajectory, the vehicle does not turn exactly in the trajectory due to the difference in individual behavior of drivers and the random disturbance of the traffic flow. It is investigated that the trajectory of the vehicle turning left is not unique but varies depending on the situation. As shown in fig. 1(c), the vehicle can turn left directly when there is no interference from other traffic participants. However, when there is interference from other traffic participants, the vehicle may need to select an appropriate trajectory to avoid collision with other vehicles, which is more consistent with a driving trajectory in which the vehicle turns left in reality. Therefore, the potential conflict between vehicles is not a fixed point, but a line composed of a plurality of potential conflict points, and the trajectory of the vehicle turning left is also diversified.
Fig. 2 is a schematic layout diagram of a signalized intersection, which is a bidirectional six-lane signalized intersection in the present example, a control area is defined in the intersection, and CAVs in the control area can perform information interaction. The intersection center area is defined as a traffic flow intersection area which is an area where potential collision occurs among traffic participants, the passing area is defined as the minimum safe braking distance, and when CAVs enter the area and cannot find a proper turning track at the intersection, the CAVs need to decelerate and stop behind a stop line so as to avoid influencing vehicles in the traffic flow intersection area.
To simplify the complexity of the study, the intersections were assumed to be symmetrical standard intersections, and each vehicle was assumed to follow the following assumptions:
1. all vehicles are CAVs, can share vehicle running information such as destination, speed and position and information such as pedestrian position and speed (no error or delay) with vehicles in a control area, and strictly obey the instruction of an intersection center control system;
2. CAVs do not change path or speed when entering the traffic intersection;
3. the left-turn vehicle does not change the specified trajectory when starting to turn.
According to a first assumption, let
Is a time of day
The vehicles enter the CAVs of the opposite j lane in the ith sequence. As shown in FIG. 2, the CAVs of the outermost lane on the opposite lane is CAV 1,3 (t) of (d). Each CAVs must follow a first-in-first-out queuing structure, i.e., the CAVs must enter the merge area in the order they entered the control area. Each CAV corresponds to a set of states:
CAV i,j (t)＝{p i,j (t),c i,j (t),u i,j (t),d i,j } (1)
in the formula (1), p i,j (t),v i,j (t),u i,j (t) denotes each CAV within the control zone i,j Position, velocity and acceleration/deceleration of d i,j Each CAV i,j Left turn, straight run and right turn, the CAVs, once in the control area, determine its destination and trajectory.
To ensure that both the speed and the acceleration/deceleration of the vehicle are within the allowable range of the control zone, the following restrictions apply:
in the formula (2), v min ,v max Respectively for each CAV i,j Minimum and maximum vehicle speed; u. u d,max ,u a,max Respectively for each CAV i,j Minimum and maximum deceleration/acceleration values;
is CAV i,j Time to enter the control zone;
is CAV i,j Time to enter traffic intersection zone.
For pedestrians, let
Is a time of day
The accumulated number of the pedestrians i on the pedestrian crossing, and each pedestrian corresponds to a group of states:
PED i (t)＝{p i (t),v i,j (t),d i } (3)
in the formula (3), p i (t),v i (t) denotes each PED i Position and speed on the crosswalk; d i For each PED i The destination of (2).
Also, to ensure that the speed of pedestrian crossing is within a given tolerance, the following restrictions apply:
in the formula (4), v min ,v max For each PED i The minimum and maximum pedestrian crossing speeds of the vehicle,
is PED i The time of entering the crosswalk,
is PED i Time to leave the crosswalk.
Based on a third assumption, when a left-turn vehicle entersWhen the traffic flow meets the area, the vehicle does not turn directly, but judges whether there is a vehicle facing the area
The left-turn trajectory of the vehicle is shown in fig. 2, and the left-turn vehicle travels straight for a distance (L) 1 ) Then left turn (R) and finally travel out of the intersection (L) 2 ). L is the distance between the stop lines of two opposite entry lanes at the intersection, W 1 Is the width of the lane, W 2 Width of crosswalk, D distance of control zone boundary from entrance lane stop line, L Y Is the distance of the let line zone.
The length setting formula of the letting zone is as follows:
in the formula (5), v e (t) represents the speed of the left-turning vehicle, u d,max Is the maximum deceleration.
The second and third assumptions refer to the planned trajectory of a left-turning vehicle before entering the flow intersection. If a left-turning vehicle cannot pass, the vehicle needs to wait at the stop line to avoid the interference of the vehicle entering the intersection waiting for the traffic.
Based on the above assumptions, the present embodiment provides an optimal control method for left turn of an autonomous vehicle, including:
101. acquiring real-time state information of each vehicle and pedestrian in an intersection control area; the real-time status information includes: real-time position, velocity and acceleration; the vehicle, comprising: a left-turn vehicle and an opposing-straight-ahead vehicle;
102. calculating a vehicle avoidance track set of the current left-turning vehicle according to the real-time state information of the current left-turning vehicle and the opposite straight-going vehicles; specifically, the method comprises the following steps:
1021. establishing a track equation of the current left-turning vehicle taking each exit lane as a target and a track equation of each opposite straight-going vehicle according to the real-time state information of the current left-turning vehicle and each opposite straight-going vehicle;
1022. according to the track equation, solving the coordinates of collision points which conflict between the current left-turn vehicle when driving to each exit lane and the current opposite straight-going vehicle when driving straight;
1023. respectively calculating the time difference from the current left-turning vehicle and the corresponding opposite straight-going vehicle to each collision point by taking different exit lanes as targets;
1024. determining a vehicle avoidance track set of the current left-turning vehicle according to the time difference from the current left-turning vehicle and the corresponding opposite straight-going vehicle to each collision point by taking different exit lanes as targets; specifically, the method comprises the following steps:
10241. judging whether a track set of the current left-turning vehicle taking each exit lane as a target and a track set of the current straight-going vehicle facing each lane exist or not;
10242. if the track of the current left-turn vehicle taking each exit lane as a target conflicts with the track of the current straight-going vehicle facing any lane, a vehicle avoidance track set does not exist at present, the current left-turn vehicle is controlled to decelerate or stop, and whether the track of the current left-turn vehicle taking each exit lane as a target and the track of the current straight-going vehicle facing the rear of each lane exist or not is judged;
10243 if there is no conflict between the track of the current left-turn vehicle using each exit lane as the target and the track of the current straight-going vehicle facing any lane, calculating the track set of the current left-turn vehicle using each exit lane as the target and facing the current straight-going vehicle facing each lane;
10244. taking a current left-turning vehicle and taking each exit lane as a target, and taking the intersection of the track sets of the current straight-going vehicles aiming at each lane as a current left-turning vehicle avoidance track set;
10245. if the track of the current left-turning vehicle taking each exit lane as a target does not conflict with the track of the current straight-going vehicle facing any lane, but the track sets taking each exit lane as the target do not intersect; then, whether a set of collision avoidance trajectories exists between the trajectory of the current left-turn vehicle targeting each exit lane and the trajectory of the straight-ahead vehicle heading to the rear of each lane.
103. Calculating a target track set of the current left-turning vehicle according to the avoidance track set of the current left-turning vehicle and the real-time state information of each pedestrian in the left-turning exit direction; specifically, the method comprises the following steps:
1031. establishing a track equation of each pedestrian in the left-turn exit direction according to the real-time state information of each pedestrian in the current left-turn exit direction;
1032. respectively calculating the time difference from each avoidance track in the current left-turn vehicle avoidance track set and each pedestrian to the conflict region in the corresponding left-turn exit direction by taking different exit lanes as targets; the conflict area is a sidewalk corresponding to each left-turn exit;
1033. determining a target track set of the current left-turn vehicle according to the time difference between each avoidance track in the current left-turn vehicle avoidance track set and each pedestrian in the corresponding left-turn exit direction to a collision region by taking different exit lanes as targets; specifically, the method comprises the following steps:
10331. judging whether each vehicle avoidance track conflicts with each pedestrian in the corresponding left-turn exit direction or not according to the time difference between each vehicle avoidance track in the current left-turn vehicle avoidance track set and each pedestrian in the corresponding left-turn exit direction to a conflict area by taking different exit lanes as targets;
10332. and selecting the vehicle avoidance track which does not conflict with the pedestrians in the corresponding left-turn exit direction as the target track of the current left-turn vehicle, and putting the target track into the target track set.
104. Selecting a target running track of each left-turning vehicle from the target track set of each left-turning vehicle, and controlling each left-turning vehicle to run; specifically, the method comprises the following steps:
1041. if only one target track exists in the target track set of the current left-turning vehicle, selecting the target track as a target running track of the current left-turning vehicle;
1042. if a plurality of target tracks exist in the target track set of the current left-turning vehicle, selecting the target track with the shortest running distance as the target running track of the current left-turning vehicle;
1043. when a current left-turning vehicle enters a control area, judging whether a target running track exists in the current left-turning vehicle at the current moment;
1044. if yes, judging whether the current left-turning vehicle reaches a stop line;
1045. if so, controlling the current left-turning vehicle to drive into the traffic flow intersection area and drive out of the intersection according to the corresponding target driving track;
1046. if not, returning to judge whether the current left-turning vehicle has a target running track at the current moment;
1047. if not, judging whether the current left-turning vehicle enters a passing area or not;
1048. if the vehicle enters the parking space, controlling the current left-turning vehicle to decelerate and stop to a stop line, and returning to judge whether the current left-turning vehicle has a target running track at the current moment;
1049. and if the vehicle does not enter the target driving track, returning to judge whether the current left-turning vehicle has the target driving track at the current moment.
As shown in fig. 3, in an intelligent networking environment, an individual vehicle may communicate with other vehicles on the road, roadside infrastructure, and an intersection center control system in real time, and control the vehicle to automatically drive by using a vehicle-mounted terminal, and the flow is as follows:
step 1: when the internet automatic driving vehicle enters the control area, the real-time running state information (position and speed) of all vehicles and pedestrians in the intersection control area can be obtained, the vehicle-mounted terminal transmits the information to the intersection central control system, and the intersection central control system judges whether a feasible track set exists or not according to the received information.
Step 2: and if the feasible track set exists, updating the running state information such as the position, the speed and the like in real time, and continuously judging whether the left-turning vehicle reaches the stop line.
Step 2.1: if the left-turning vehicle reaches the stop line, it may enter the flow intersection and exit the intersection.
Step 2.2: if the left-turn vehicle does not reach the stop line, the loop is re-entered, recalculated and judged at 1 second intervals.
And step 3: if no feasible track set exists, whether the left-turning vehicle enters the passing area is continuously judged.
Step 3.1: and if the left-turning vehicle enters the traffic passing area, decelerating and stopping to a stop line, entering the circulation again at the interval of 1 second, recalculating and judging again, entering the traffic flow intersection area until a feasible track is found by judgment, and driving away from the intersection.
Step 3.2: if the left-turning vehicle does not enter the passing area, the circulation is entered again at an interval of 1 second, and the calculation and judgment are carried out again.
As shown in fig. 4, the specific steps of determining whether the current left-turning vehicle has the target track set are as follows:
step 1: firstly, whether feasible track sets 1, 2 and 3 for avoiding collision between the left-turning vehicle and the straight-ahead vehicle with the opposite 123 lanes exist or not is judged respectively.
Step 1.1: if there is a conflict with subtending at least one lane, i.e. at least one of the trajectory sets 1, 2, 3 is not present, there is no feasible trajectory set.
Step 1.2: if it is determined that there are feasible trajectory sets 1, 2, 3 with the opposite 123 lanes, respectively, it is determined whether there is an intersection of the 3 feasible trajectory sets.
Step 1.2.1: if the track sets 1, 2 and 3 have an intersection, the intersection is a feasible track set which avoids collision with the opposite straight-going vehicle, and is marked as a feasible track set A.
Step 1.2.2: if the track sets 1, 2 and 3 do not have intersection, judging that no feasible track set exists with the opposite vehicle, and continuing judging that the opposite vehicle comes behind until a feasible track set is found.
Step 2: on the basis of obtaining a feasible track set A for avoiding collision between a left-turning vehicle and an opposite straight-going vehicle, analyzing whether each feasible left-turning track in the feasible track set A has traffic conflict with a pedestrian currently crossing the street or not, and if the feasible left-turning track does not have traffic conflict with the pedestrian, determining that the feasible left-turning track is a final feasible track set B, wherein the set is a final feasible left-turning track set of the vehicle.
Considering that there may be a plurality of tracks to select from, in order to improve the passing efficiency of the intersection and shorten the travel time, in this embodiment, the track with the shortest space length is taken as the optimal track in the target track set.
The following describes the calculation method of the left-turn vehicle avoidance trajectory set and the target trajectory set in detail.
Since the study example is a standard two-way six-lane intersection, three exit lanes are provided for a left turn of the vehicle. Thus, the situation will be different for different outlet channels, as shown in fig. 2:
1 exit lane (innermost lane) L 1 ＝L 2 ≥0
2 exit lane (middle side lane) L 1 -W 1 ＝L 2 ≥0
3 Exit Lane (outermost Lane) L 1 -2W 1 ＝L 2 ≥0
Wherein L is 1 Is a longitudinal distance, L 2 Is the lateral distance.
To quantify collisions between vehicles, one popular measure is post-encroachment time (PET). PET is the time difference between the departure of a first road user from a conflict area and the arrival of a second road user at the conflict area. Through the range of the turning radius, the time difference PET between the arrival of the left-turning vehicle and the arrival of the opposite vehicle at the conflict point can be calculated based on the PET e,ij 。
As shown in fig. 5, for a left-turning vehicle colliding with a straight-going vehicle, the turning radius of the left-turning vehicle is R, a vehicle trajectory equation can be established, and the coordinates of the collision point can be solved.
In fig. 5(a), when the turning radius of the left-turn vehicle is small, the collision point occurs in the straight running stage (L) of the vehicle 2 ) At this time, the collision point
It is determined that, from the vehicle position information, the distance of the vehicle to the collision point P can be obtained, so that the time to the collision point can be calculated:
in the formula (6), T e And T ij The times, v, of arrival of the left-turn vehicle i and the oncoming straight-ahead vehicle ij at the collision points, respectively e,i (t) and v ij (t) the speeds, x, of the left-turning vehicle i and the oncoming-straight vehicle ij, respectively e And y e Respectively the abscissa and ordinate, x, of a left-turning vehicle i ij And y ij Respectively, the abscissa and the ordinate of the oncoming straight-ahead vehicle ij.
For fig. 5(b), the left-turning vehicle collides with the oncoming vehicle during a turn, and the time to the collision point can be calculated:
in the formula (7), θ is the radian measured by the vehicle from the left turn to the collision point.
At signalized intersections, straight-ahead vehicles have priority over left-turning vehicles when entering the intersection. Based on regulations and collision prevention, a left-turning vehicle needs to wait for a straight-going vehicle to pass through a collision point to ensure safety. However, sometimes the straight-ahead vehicle is far away from the left-turn vehicle. To avoid waiting, the vehicle may turn left directly while the safety threshold is guaranteed. The specific method for judging whether the left-turning vehicle and the opposite straight-going vehicle avoid collision comprises the following steps: firstly, whether a left-turning vehicle can pass through before facing a first vehicle is judged, and when the left-turning vehicle (a first road user) and the facing first vehicle judge that the PET is not enough e,ij When the speed is more than or equal to 2, no conflict exists, namely, the left-turning vehicle can directly pass through, and the PET is judged when the left-turning vehicle (a first road user) and the opposite first vehicle e,ij <2, conflict exists, namely the left-turning vehicle needs to be decelerated and driven; secondly, whether a left-turning vehicle can pass between the first vehicle and the second vehicle is judged, and when the left-turning vehicle (a second road user) and the first vehicle are opposite, the PET is judged e,ij The judgment of PET between the vehicle (the first road user) turning left or more than 2 and the opposite second vehicle e,ij When the vehicle number is more than or equal to 2, no conflict exists, namely the left-turning vehicle can pass between the first vehicle and the second vehicle, and if the left-turning vehicle and at least one vehicle which is opposite to the left-turning vehicle judge that the PET is in accordance with the PET e,ij <At time 2, there is a conflict,namely, the left-turning vehicle needs to be decelerated and driven; then, whether the left-turning vehicle can pass between the opposite second vehicle and the third vehicle is judged, and the like. The above-mentioned judgment logic limiting condition is that the vehicle speed of the left-turning vehicle is greater than 0.
For left-turn vehicles and oncoming straight-ahead vehicles, to ensure safety of both, PET e,ij It is required to be within a safe range (PET) e,ij Not less than 2). Therefore, it is necessary to limit the turning radius R of the left-turn vehicle to ensure the safety of the vehicle. Taking a straight-ahead vehicle as an example of a first road user, the formulas of different exit lanes are as follows:
for 1 exit lane:
for 2 exit lanes:
for 3 exit lanes:
v in the above formula e (t) is the running speed of the left-turn vehicle, v ij (t) is the traveling speed of the oncoming straight-ahead vehicle.
It should be noted that, straight vehicles enter the intersection at all three opposite inlets, and the corresponding coordinates are respectively
(inlet 1) of the reaction vessel,
(inlet 2) and
(inlet 3). The turning radius set of the left-turning vehicle for avoiding the collision with the straight-going vehicles at the three entrances of the intersection can be respectively calculated by the formula, and the corresponding vehicle avoidance set can be obtained.
In some cases, the vehicle cannot find a feasible set of trajectories (PET) to avoid a conflict with an oncoming through vehicle e,ij <2) Thus, the vehicle needs to decelerate to avoid a collision, and the formula for the different exit lanes is as follows:
for 1 exit lane:
for 2 exit lanes:
for 3 exit lanes:
in the above formula, u d And V is the feasible speed obtained after the judgment of the speed reduction collision avoidance of the left-turning vehicle and the opposite straight-going vehicle.
When the traffic flow and the pedestrian flow are large, the left-turn vehicle may not find a suitable path for a long time. Therefore, in order to avoid that the vehicle does not have a proper path to enter the traffic intersection area, the vehicle needs to be decelerated and stopped at a stop line, and then a proper track is waited for to pass. The formula for the different exit lanes is as follows:
for 1 exit lane:
for 2 exit lanes:
for 3 exit lanes:
u in the above formula a The acceleration of the vehicle turning to the left is obtained, and V is the feasible starting speed of the vehicle turning to the left and the vehicle running straight ahead after judgment.
The target track set calculation method of the left-turning vehicle comprises the following steps:
fig. 6 is a schematic diagram of collision avoidance between left-turning vehicles and pedestrians, and for pedestrians on the crosswalk, the regulations for vehicles to give way to pedestrians are slightly different in china and developed countries. In developed countries, such as the united states, pedestrians are able to pass through the road before vehicles can pass through the road. In the relevant traffic safety regulations in China, vehicles need to give way to pedestrians, but in order to ensure the safety of the pedestrians and improve the traffic efficiency, the vehicles can find a safe gap to cross the road instead of waiting for the pedestrians to completely cross the zebra crossing and then pass through the zebra crossing.
To quantify pedestrian-vehicle collisions, a popular approach is the lane-based post-encroach time (LPET). LPET is the time difference between the departure of a first road user from a potential occupied conflict zone (a full lane is considered a conflict zone) to the arrival of a second road user at the conflict zone. As shown in fig. 5, for the pedestrian i, the time when it leaves the collision area and the time when the vehicle arrives at the collision area are recorded as T, respectively i And T v 。
LPET e,i ＝T v -T i (17)
The specific method for judging whether the left-turning vehicle and the opposite straight-going vehicle avoid collision comprises the following steps: taking the pedestrian above the conflict point as an example, first, it is determined whether the left-turning vehicle can pass before the pedestrian nearest to the conflict point, and when the left-turning vehicle (the first user on the road) and the pedestrian nearest to the conflict point determine LPET e,i At > 3.0, there is no conflict, i.e. left turnThe vehicle can directly pass through, when the left-turning vehicle (the first user on the road) and the pedestrian nearest to the conflict point judge LPET e,i <3, conflict exists, namely the left-turning vehicle needs to decelerate and give way; secondly, whether the left-turning vehicle can pass between the pedestrian nearest to the conflict point and the pedestrian next to the conflict point is judged, and when the left-turning vehicle (a second road user) and the pedestrian nearest to the conflict point are judged to be LPET e,i The LPET is judged by the pedestrians of which the left-turning vehicles (first road users) are more than or equal to 3.0 and are the second closest to the conflict point e,i When the distance between the pedestrian and the right-turn vehicle is more than or equal to 3.0, no conflict exists, namely the left-turn vehicle can pass between the pedestrian closest to the conflict point and the pedestrian next to the conflict point, and if the left-turn vehicle and at least one of the pedestrians judge LPET e,i <3, conflict exists, namely the left-turning vehicle needs to decelerate and give way; and then judging whether the left-turning vehicle can pass between the pedestrian at the second place close to the conflict point and the pedestrian at the third place close to the conflict point, and so on. Similarly, the pedestrian below the conflict point is also judged according to the same logic, but it should be noted that the judgment process is to judge the pedestrian above and below the conflict point at the same time, and only when the pedestrian above and below the conflict point are judged to meet the constraint condition at the same time, the left-turning vehicle can pass safely. Similarly, the above-mentioned condition is that the vehicle speed of the left-turn vehicle is greater than 0.
For 1 exit lane:
for 2 exit lanes:
for 3 exit lanes:
v in the above formula Pi (t) speed of pedestrian i crossing roadAnd (4) degree.
Also, in some cases, the vehicle cannot find a proper trajectory to avoid collision with a pedestrian (LPET) e,i <3). Therefore, the vehicle needs to be decelerated to avoid collision with the pedestrian. The formula for the different exit lanes is as follows:
for 1 exit lane:
for 2 exit lanes:
for 3 exit lanes:
in the above formula, V is the feasible speed of collision avoidance between the left-turning vehicle and the pedestrian.
When the pedestrian traffic is large, the left-turn vehicle may not find a suitable path for a long time. Therefore, in order to avoid that the vehicle does not have a proper track to enter the merge area, the vehicle needs to be decelerated and stopped at a stop line, and then waits for the proper track to pass. The formula for the different exit lanes is as follows:
for 1 exit lane:
for 2 exit lanes:
for 3 exit lanes:
in the formula, V is the feasible starting speed of the left-turning vehicle and the pedestrian after judgment.
In the existing research, a left-turn vehicle is mostly analyzed by adopting a fixed track, but in the actual situation, in the scene of a bidirectional multi-lane intersection, in order to avoid conflict with other traffic participants, the left-turn vehicle is provided with a plurality of exit lanes for selection, instead of selecting the innermost lane, and the driving track is diversified. The method provided by the embodiment considers that the left-turning vehicle has a plurality of exit lanes and a plurality of tracks for optimal control, accords with the actual situation, can effectively improve the traffic efficiency, avoids congestion, and has strong practicability under the trend of continuous development of the Internet of vehicles.
Further, the invention also provides a left turn optimization control system of the automatic driving vehicle. At least comprises a processor and a memory, and can further comprise a communication component, a sensor component, a power supply component, a multimedia component and an input/output interface according to actual needs. The memory, the communication component, the sensor component, the power supply component, the multimedia component and the input/output interface are all connected with the processor. As mentioned above, the memory in the node device may be Static Random Access Memory (SRAM), Electrically Erasable Programmable Read Only Memory (EEPROM), Erasable Programmable Read Only Memory (EPROM), Programmable Read Only Memory (PROM), Read Only Memory (ROM), magnetic memory, flash memory, etc., and the processor may be a Central Processing Unit (CPU), a Graphics Processing Unit (GPU), a Field Programmable Gate Array (FPGA), an Application Specific Integrated Circuit (ASIC), a Digital Signal Processing (DSP) chip, etc. Other communication components, sensor components, power components, multimedia components, etc. may be implemented using common components in existing smartphones and are not specifically described herein.
In another aspect, in a node device that receives node computing capability information, a processor reads a computer program in a memory for performing the operations of:
acquiring real-time state information of each vehicle and pedestrian in an intersection control area; the real-time status information includes: real-time position, velocity and acceleration; the vehicle, comprising: a left-turn vehicle and an opposing-straight-ahead vehicle;
calculating a vehicle avoidance track set of the current left-turning vehicle according to the real-time state information of the current left-turning vehicle and the opposite straight-going vehicles;
calculating a target track set of the current left-turning vehicle according to the avoiding track set of the current left-turning vehicle and the real-time state information of each pedestrian in the left-turning exit direction;
and selecting the target running track of each left-turning vehicle from the target track set of each left-turning vehicle, and controlling each left-turning vehicle to run.
The system and method described in this embodiment can achieve the same effect, and are not described herein again.
It should be understood that the specific order or hierarchy of steps in the processes disclosed is an example of exemplary approaches. Based upon design preferences, it is understood that the specific order or hierarchy of steps in the processes may be rearranged without departing from the scope of the present disclosure. The accompanying method claims present elements of the various steps in a sample order, and are not intended to be limited to the specific order or hierarchy presented.
In the foregoing detailed description, various features are grouped together in a single embodiment for the purpose of streamlining the disclosure. This method of disclosure is not to be interpreted as reflecting an intention that the claimed embodiments of the subject matter require more features than are expressly recited in each claim. Rather, as the following claims reflect, invention lies in less than all features of a single disclosed embodiment. Thus, the following claims are hereby expressly incorporated into the detailed description, with each claim standing on its own as a separate preferred embodiment of the invention.
The previous description of the disclosed embodiments is provided to enable any person skilled in the art to make or use the present invention. To those skilled in the art; various modifications to these embodiments will be readily apparent, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the disclosure. Thus, the present disclosure is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.
What has been described above includes examples of one or more embodiments. It is, of course, not possible to describe every conceivable combination of components or methodologies for purposes of describing the aforementioned embodiments, but one of ordinary skill in the art may recognize that many further combinations and permutations of various embodiments are possible. Accordingly, the embodiments described herein are intended to embrace all such alterations, modifications and variations that fall within the scope of the appended claims. Furthermore, to the extent that the term "includes" is used in either the detailed description or the claims, such term is intended to be inclusive in a manner similar to the term "comprising" as "comprising" is interpreted when employed as a transitional word in a claim. Furthermore, any use of the term "or" in the specification of the claims is intended to mean a "non-exclusive or".
The above-mentioned embodiments are intended to illustrate the objects, technical solutions and advantages of the present invention in further detail, and it should be understood that the above-mentioned embodiments are merely exemplary embodiments of the present invention, and are not intended to limit the scope of the present invention, and any modifications, equivalent substitutions, improvements and the like made within the spirit and principle of the present invention should be included in the scope of the present invention.
Claims (9)
1. An automatic vehicle left turn optimization control method, comprising:
acquiring real-time state information of each vehicle and pedestrian in an intersection control area; the real-time status information includes: real-time position, velocity and acceleration; the vehicle, comprising: a left-turn vehicle and an opposing-straight-ahead vehicle;
calculating a train avoidance track set of the current left-turning vehicle according to the real-time state information of the current left-turning vehicle and the opposite straight-going vehicles;
calculating a target track set of the current left-turning vehicle according to the avoiding track set of the current left-turning vehicle and the real-time state information of each pedestrian in the left-turning exit direction;
selecting a target running track of each left-turning vehicle from the target track set of each left-turning vehicle, and controlling each left-turning vehicle to run;
the method for calculating the train avoidance track set of the current left-turning vehicle according to the real-time state information of the current left-turning vehicle and the opposite straight-going vehicle specifically comprises the following steps:
establishing a track equation of the current left-turning vehicle taking each exit lane as a target and a track equation of each opposite straight-going vehicle according to the real-time state information of the current left-turning vehicle and each opposite straight-going vehicle;
according to the track equation, solving the coordinates of collision points which conflict with the coordinates of the opposite straight going vehicles when the current left-turning vehicles respectively run to each exit lane;
respectively calculating the time difference from the current left-turning vehicle and the corresponding opposite straight-going vehicle to each collision point by taking different exit lanes as targets;
determining a vehicle avoidance track set of the current left-turning vehicle according to the time difference from the current left-turning vehicle and the corresponding opposite straight-going vehicle to each collision point by taking different exit lanes as targets;
for left-turn vehicles and oncoming straight-ahead vehicles, to ensure safety of both, PET e,ij It is required to be within a safe range, i.e. PET e,ij ≥2，PET e,ij The time difference between the arrival of the left-turning vehicle and the arrival of the opposite vehicle at the conflict point; therefore, it is necessary to limit the turning radius R of the left-turn vehicle to ensure the safety of the vehicle; the straight-going vehicle is set as a first road user, and the formulas of different exit lanes are as follows:
for 1 exit lane:
for 2 exit lanes:
for 3 exit lanes:
v in the above formula e (t) is the running speed of the left-turn vehicle, v ij (t) is the running speed of the opposite-direction straight-driving vehicle; r is the turning radius of the left-turn vehicle, v i,j (t) is the speed of the vehicle, L is the distance between the stop lines of the two opposite approach lanes at the intersection, W 1 Is the width of the lane, D is the distance of the control zone boundary from the entrance lane stop line, v e (t) represents the speed of the left-turning vehicle, x e And y e Respectively the abscissa and ordinate, x, of a left-turning vehicle i ij And y ij Respectively an abscissa and an ordinate of the opposite straight-ahead vehicle ij;
three opposite inlets are provided with straight vehicles entering the intersection, and the corresponding coordinates are
And
and respectively calculating the turning radius set of the left-turning vehicle for avoiding the collision with the straight-going vehicles at the three entrances of the intersection by the formula, and thus obtaining the corresponding vehicle avoidance set.
2. The method as claimed in claim 1, wherein the determining the set of avoidance trajectories for the current left-turning vehicle specifically comprises:
judging whether a track set of the current left-turning vehicle taking each exit lane as a target and a track set of the current straight-going vehicle facing each lane exist or not;
if the track of the current left-turn vehicle taking each exit lane as a target conflicts with the track of the current straight-going vehicle facing any lane, a vehicle avoidance track set does not exist at present, the current left-turn vehicle is controlled to decelerate or stop, and whether the track of the current left-turn vehicle taking each exit lane as a target and the track of the current straight-going vehicle facing the rear of each lane exist or not is judged;
if the track of the current left-turn vehicle which takes each exit lane as a target does not conflict with the track of the current straight-going vehicle which faces to any lane, calculating a track set of the current left-turn vehicle which takes each exit lane as a target and aims at the current straight-going vehicle which faces to each lane;
and taking the current left-turning vehicle to target each exit lane, and taking the intersection of the track sets of the current straight-going vehicles aiming at each lane as a current left-turning vehicle avoidance track set.
3. The method of claim 2, wherein determining the set of avoidance trajectories for the current left turn vehicle further comprises:
if the track of the current left-turning vehicle taking each exit lane as a target does not conflict with the track of the current straight-going vehicle facing any lane, but the track sets taking each exit lane as the target do not intersect;
then, whether a set of collision avoidance trajectories exists between the trajectory of the current left-turn vehicle targeting each exit lane and the trajectory of the straight-ahead vehicle heading to the rear of each lane.
4. The method according to claim 1, wherein the calculating a target trajectory set of the current left-turn vehicle according to a vehicle avoidance trajectory set of the current left-turn vehicle and real-time state information of pedestrians in a left-turn exit direction specifically comprises:
establishing a track equation of each pedestrian in the left-turn exit direction according to the real-time state information of each pedestrian in the current left-turn exit direction;
respectively calculating the time difference between each avoidance track in the current left-turn vehicle avoidance track set and each pedestrian in the corresponding left-turn exit direction to the conflict area by taking different exit lanes as targets; the conflict area is a sidewalk corresponding to each left-turn exit;
and determining a target track set of the current left-turn vehicle according to the time difference between each avoidance track in the current left-turn vehicle avoidance track set and each pedestrian in the corresponding left-turn exit direction to the collision area by taking different exit lanes as targets.
5. The method according to claim 4, wherein the determining a target trajectory set of a current left-turning vehicle specifically comprises:
judging whether each vehicle avoidance track conflicts with each pedestrian in the corresponding left-turn exit direction or not according to the time difference between each vehicle avoidance track in the current left-turn vehicle avoidance track set and each pedestrian in the corresponding left-turn exit direction to a conflict region by taking different exit lanes as targets;
and selecting the vehicle avoidance track which does not conflict with the pedestrians in the corresponding left-turn exit direction as the target track of the current left-turn vehicle, and putting the target track into the target track set.
6. The method according to claim 5, wherein the selecting the target travel trajectory of each left-turn vehicle from the set of target trajectories of each left-turn vehicle specifically comprises:
if only one target track exists in the target track set of the current left-turning vehicle, selecting the target track as a target running track of the current left-turning vehicle;
and if the number of the target tracks in the target track set of the current left-turning vehicle is multiple, selecting the target track with the shortest running distance as the target running track of the current left-turning vehicle.
7. The method for controlling left turn optimization of an autonomous vehicle according to claim 1, wherein said controlling each left turn vehicle to run specifically comprises:
when a current left-turning vehicle enters a control area, judging whether a target running track exists in the current left-turning vehicle at the current moment;
if yes, judging whether the current left-turning vehicle reaches a stop line;
if the target running track reaches the intersection, controlling the current left-turning vehicle to drive into the traffic flow intersection area and drive out of the intersection according to the corresponding target running track;
and if not, returning to judge whether the current left-turning vehicle has the target running track at the current moment.
8. The method of claim 7, wherein the determining whether the target driving trajectory exists for the current left-turn vehicle at the current time further comprises:
if not, judging whether the current left-turning vehicle enters a passing area or not;
if the vehicle enters the parking space, controlling the current left-turning vehicle to decelerate and stop to a stop line, and returning to judge whether the current left-turning vehicle has a target running track at the current moment;
and if the vehicle does not enter the target driving track, returning to judge whether the current left-turning vehicle has the target driving track at the current moment.
9. An autonomous vehicle left turn optimization control system, comprising: a processor and a memory, the processor reading a computer program in the memory for performing the following operations:
acquiring real-time state information of each vehicle and pedestrian in an intersection control area; the real-time status information includes: real-time position, velocity and acceleration; the vehicle, comprising: a left-turn vehicle and an opposing-straight-ahead vehicle;
calculating a train avoidance track set of the current left-turning vehicle according to the real-time state information of the current left-turning vehicle and the opposite straight-going vehicles;
calculating a target track set of the current left-turning vehicle according to the avoiding track set of the current left-turning vehicle and the real-time state information of each pedestrian in the left-turning exit direction;
selecting a target running track of each left-turning vehicle from the target track set of each left-turning vehicle, and controlling each left-turning vehicle to run;
the method for calculating the train avoidance track set of the current left-turning vehicle according to the real-time state information of the current left-turning vehicle and the opposite straight-going vehicle specifically comprises the following steps:
according to the real-time state information of the current left-turning vehicle and each pair of opposite straight-going vehicles, a track equation of the current left-turning vehicle, which takes each exit lane as a target, and a track equation of each opposite straight-going vehicle are established;
according to the track equation, solving the coordinates of collision points which conflict with the coordinates of the opposite straight going vehicles when the current left-turning vehicles respectively run to each exit lane;
respectively calculating the time difference from the current left-turning vehicle and the corresponding opposite straight-going vehicle to each collision point by taking different exit lanes as targets;
determining a vehicle avoidance track set of the current left-turning vehicle according to the time difference from the current left-turning vehicle and the corresponding opposite straight-going vehicle to each collision point by taking different exit lanes as targets;
for left-turn vehicles and oncoming straight-ahead vehicles, to ensure safety of both, PET e,ij It is required to be within a safe range, i.e. PET e,ij ≥2，PET e,ij The time difference between the left-turning vehicle and the opposite vehicle reaching the conflict point; therefore, it is necessary to limit the turning radius R of the left-turn vehicle to ensure the safety of the vehicle; the straight-going vehicle is set as a first road user, and the formulas of different exit lanes are as follows:
for 1 exit lane:
for 2 exit lanes:
for 3 exit lanes:
v in the above formula e (t) is the running speed of the left-turn vehicle, v ij (t) a running speed of the oncoming straight-ahead vehicle; r is the turning radius of the left-turn vehicle, v i,j (t) is the speed of the vehicle, L is the distance between the stop lines of the two opposite entry lanes at the intersection, W 1 Is the width of the lane, D is the distance of the control zone boundary from the entrance lane stop line, v e (t) represents the speed of the left-turning vehicle, x e And y e Respectively, the abscissa and ordinate, x, of the left-hand vehicle i ij And y ij Respectively an abscissa and an ordinate of the opposite-direction straight-ahead vehicle ij;
the straight vehicles enter the intersection at three opposite inlets with corresponding coordinates of
And
and respectively calculating the turning radius set of the left-turning vehicle for avoiding the collision with the straight-going vehicles at the three entrances of the intersection by the formula, and thus obtaining the corresponding vehicle avoidance set.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202011475489.XA CN112634644B (en) | 2020-12-14 | 2020-12-14 | Left-turning optimization control method and system for automatic driving vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202011475489.XA CN112634644B (en) | 2020-12-14 | 2020-12-14 | Left-turning optimization control method and system for automatic driving vehicle |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN112634644A CN112634644A (en) | 2021-04-09 |
| CN112634644B true CN112634644B (en) | 2022-09-27 |
Family
ID=75312823
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202011475489.XA Active CN112634644B (en) | 2020-12-14 | 2020-12-14 | Left-turning optimization control method and system for automatic driving vehicle |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN112634644B (en) |
Families Citing this family (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113505446B (en) * | 2021-09-10 | 2021-12-31 | 腾讯科技（深圳）有限公司 | Traffic simulation method, traffic simulation device, electronic equipment and computer storage medium |
| CN114265398B (en) * | 2021-11-16 | 2023-12-15 | 长安大学 | Automatic driving vehicle track planning method and device, electronic equipment and storage medium |
| CN115257715A (en) * | 2021-11-18 | 2022-11-01 | 上海仙途智能科技有限公司 | Vehicle driving method and device |
| CN114115281B (en) * | 2021-11-30 | 2024-03-26 | 广东嘉腾机器人自动化有限公司 | Regional automatic traffic control method |
| CN114170803B (en) * | 2021-12-15 | 2023-06-16 | 阿波罗智联(北京)科技有限公司 | Road side sensing system and traffic control method |
| CN115620536A (en) * | 2022-10-18 | 2023-01-17 | 北京航空航天大学 | Method for improving crossing traffic efficiency based on danger degree in automatic driving environment |
| CN115717899B (en) * | 2022-11-25 | 2024-04-30 | 北京斯年智驾科技有限公司 | Curve path selection method and device |
| CN116653937B (en) * | 2023-08-02 | 2023-11-17 | 蘑菇车联信息科技有限公司 | Traffic light-free left turn scene vehicle passing method, system, equipment and storage medium |
Family Cites Families (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN104537889B (en) * | 2014-12-30 | 2017-03-01 | 四川九洲电器集团有限责任公司 | A kind of avoiding collision under difference vehicle condition and system |
| CN109979217A (en) * | 2017-12-28 | 2019-07-05 | 北京百度网讯科技有限公司 | Cooperative intersection passing control method, device and equipment |
| CN110298122B (en) * | 2019-07-03 | 2021-04-27 | 北京理工大学 | Unmanned vehicle urban intersection left-turn decision-making method based on conflict resolution |
| CN110544377A (en) * | 2019-08-31 | 2019-12-06 | 武汉理工大学 | intersection pedestrian collision avoidance method based on vehicle-road cooperation |
| CN111768637B (en) * | 2020-05-14 | 2022-08-23 | 同济大学 | Signal intersection traffic signal lamp and vehicle track control method |
-
2020
- 2020-12-14 CN CN202011475489.XA patent/CN112634644B/en active Active
Also Published As
| Publication number | Publication date |
|---|---|
| CN112634644A (en) | 2021-04-09 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN112634644B (en) | Left-turning optimization control method and system for automatic driving vehicle | |
| CN111710176B (en) | Intersection signal-vehicle track cooperative control method under cooperative vehicle and road environment | |
| CN109300306B (en) | Intersection variable guide lane, signal lamp and vehicle track collaborative optimization method under cooperative vehicle and road environment | |
| JP6451848B2 (en) | Operation planning device, travel support device, and operation planning method | |
| JP6451847B2 (en) | Operation planning device, travel support device, and operation planning method | |
| CN102024329B (en) | Coordination control method for crossroad left-turning pre-signal and straight-going successive signal | |
| CN107274684B (en) | Single-point intersection signal control strategy selection method under cooperative vehicle and road environment | |
| WO2017013746A1 (en) | Scene evaluation device, travel support device, and scene evaluation method | |
| US10366608B2 (en) | Scene determination device, travel assistance apparatus, and scene determination method | |
| CN107016858B (en) | Pre-signal control method for intersection multi-flow direction waiting area and dislocation type stop line | |
| WO2015051485A1 (en) | Intelligent control method for traffic light at highway intersection | |
| CN110033616B (en) | Automatic induction control method for crossing signal of pedestrian and non-motor vehicle at intersection | |
| CN105070080A (en) | Plane road intersection dispersion system without left turn conflict | |
| CN104408946A (en) | Method of controlling priority signal for right-turning vehicles on straight-going and right-turning shared lane at intersection | |
| CN102646338A (en) | Priority control method for bus signal based on green light demand | |
| KR20210008349A (en) | Reconfigurable traffic intersection with synergy | |
| JP2004013199A (en) | Traffic control method, control center and on-board communication device | |
| CN113053167A (en) | Interconnected vehicle intersection collision-free management method in mixed traffic environment | |
| CN115620536A (en) | Method for improving crossing traffic efficiency based on danger degree in automatic driving environment | |
| CN115565390A (en) | Intelligent internet automobile multi-lane queue traffic control method and system and computer readable storage medium | |
| JP6443551B2 (en) | Scene evaluation device, driving support device, and scene evaluation method | |
| CN115810263B (en) | Emergency vehicle avoiding method and device | |
| JP7405708B2 (en) | Traffic flow control system and traffic flow control method | |
| CN113658440B (en) | Signal control method and system for priority of queue-jumping by utilizing right-turn lane of straight buses | |
| CN116476833A (en) | Intersection passing method, device, equipment and storage medium |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |