CN107315411B - Lane changing track planning method for unmanned vehicle based on vehicle-vehicle cooperation - Google Patents

Lane changing track planning method for unmanned vehicle based on vehicle-vehicle cooperation Download PDF

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CN107315411B
CN107315411B CN201710535751.7A CN201710535751A CN107315411B CN 107315411 B CN107315411 B CN 107315411B CN 201710535751 A CN201710535751 A CN 201710535751A CN 107315411 B CN107315411 B CN 107315411B
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CN107315411A (en
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董瑞娟
柏海舰
申剑峰
赵一楠
卫立阳
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Hefei University of Technology
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    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
    • G05D1/00—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots
    • G05D1/02—Control of position or course in two dimensions
    • G05D1/021—Control of position or course in two dimensions specially adapted to land vehicles
    • G05D1/0212—Control of position or course in two dimensions specially adapted to land vehicles with means for defining a desired trajectory
    • G05D1/0214—Control of position or course in two dimensions specially adapted to land vehicles with means for defining a desired trajectory in accordance with safety or protection criteria, e.g. avoiding hazardous areas
    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
    • G05D1/00—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots
    • G05D1/02—Control of position or course in two dimensions
    • G05D1/021—Control of position or course in two dimensions specially adapted to land vehicles
    • G05D1/0276—Control of position or course in two dimensions specially adapted to land vehicles using signals provided by a source external to the vehicle

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Abstract

The invention discloses a lane change track planning method for an unmanned vehicle based on vehicle-vehicle cooperation, which provides a vehicle-vehicle cooperation strategy and a track planning method in a lane change process in consideration of the complexity of vehicle lane change in an unmanned environment and the characteristic of frequent turning lane change of an urban road section; on the basis of a lane changing cooperative strategy and a trajectory planning method of a fifth-order polynomial, a main lane changing trajectory optimization model of a rear vehicle of a target lane under different cooperative degrees is established by taking vehicle kinematics and comfort as control conditions; meanwhile, in consideration of the defects of the traditional elliptical and circular vehicle simulation model, the collision avoidance boundary condition under the rectangular vehicle model is established by analyzing the boundary relation between the possible collision points and the vehicle outline, and the vehicle track changing model is tested through the situation. Under the condition of vehicle-vehicle cooperation, the invention can complete the safe lane change of the vehicle in the unmanned environment and can meet the requirements of lane change comfort and dynamics.

Description

Lane changing track planning method for unmanned vehicle based on vehicle-vehicle cooperation
Technical Field
The invention belongs to the field of active safety and auxiliary driving of automobiles, and particularly relates to a track changing track planning method for an unmanned vehicle based on vehicle-vehicle cooperation.
Background
Under the unmanned environment, the perception of the vehicle to the surrounding traffic state and the real-time trajectory control of the vehicle are important factors for the safe and efficient running of the unmanned vehicle. The track control is to obtain a smooth and continuous curvature track through track planning so as to meet the motion characteristics and safety requirements of the vehicle. The existing trajectory planning is an extension of a path planning method in the field of robot research, one is a global trajectory method, and a global trajectory for connecting a starting point to a target point is provided. Another type of local trajectory method is to generate a real-time trajectory by depending on environment perception information under the guidance of a global trajectory, and can be widely applied to trajectory planning of unmanned vehicles.
Trajectory planning for unmanned vehicles includes vehicle following, track changing, and vehicle overtaking. The research of the following trajectory planning method is developed vigorously under the traditional mature following model, part of related technologies are applied, and the overtaking behavior can be regarded as the twice lane changing behavior, so that the vehicle lane changing trajectory planning is one of the key contents of the unmanned vehicle trajectory planning research. The current common methods for trajectory planning for lane change in unmanned vehicles include bezier curves, spline curves, and polynomial curves. The track changing track generated by the Bezier curve has a continuous curvature radius, but a control point needs to be selected, so that the method is only suitable for static planning, and the real-time collision avoidance behavior in the track changing is difficult to realize. The spline curve can replan the circular arc track changing track and the sine track changing track, overcomes the defects of abrupt change, discontinuity and the like of the curvature of the original curve, but can not realize real-time control. The polynomial curve has high calculation speed, the curvature is continuous and convenient for real-time control, and a comfort equation can be obtained through three-time differentiation.
Under the unmanned environment, most vehicles are in a high-speed running state, the speed of the vehicles is stable, the following distance between the vehicles is small, and difficulty is brought to lane changing of the unmanned vehicles. Although non-steering lane changing such as overtaking lane changing and the like can be reduced or even avoided, forced lane changing at a road entrance and a road changing at an urban road section are inevitable, so the invention is based on the thought of vehicle-vehicle cooperation, and vehicle safe and comfortable lane changing under the unmanned environment is simplified and realized by means of information exchange between vehicles.
Disclosure of Invention
Aiming at the defects of the prior art, the invention provides a lane change track planning method of an unmanned vehicle based on vehicle-vehicle cooperation, which is based on a lane change cooperation strategy and a track planning method of a quintic polynomial and takes vehicle kinematics and comfort as control conditions to establish a main vehicle lane change track optimization model and a lane change track evaluation cost model under different cooperation degrees of a rear vehicle of a target lane, so that the optimal track of safe lane change of the vehicle under an unmanned environment can be planned and designed.
In order to achieve the technical purpose, the invention adopts the following technical scheme:
a track changing track planning method for unmanned vehicles based on vehicle-vehicle cooperation is characterized by comprising the following steps:
the method comprises the following steps: establishing a vehicle-vehicle cooperative lane change criterion according to a safety collision avoidance principle:
the criterion that the lane change request is sent before the main lane is changed, and whether the lane change request is accepted after the surrounding vehicles receive the lane change request signal sent by the main lane is as follows:
(101) if the rear vehicle of the current lane and the front vehicle of the target lane keep the current vehicle speed to run at a constant speed and cannot collide with the main vehicle, the lane change request of the main vehicle is accepted, the current vehicle speed is kept to run until the lane change of the main vehicle is successful, and if the rear vehicle of the current lane and the front vehicle of the target lane can collide with the main vehicle, the lane change request of the main vehicle is refused;
(102) if the front vehicle of the current lane and the rear vehicle of the target lane keep the current speed to run at a constant speed and cannot collide with the main vehicle, receiving a lane change request of the main vehicle, and keeping the current speed to run at a constant speed until the lane change of the main vehicle is successful; if the vehicle collides with the main vehicle, judging the position relation with the subsequent vehicle and the requirement of the cooperative degree, accelerating or decelerating under the acceptable cooperative degree, judging whether the vehicle collides with the main vehicle after the cooperative behavior, if the vehicle does not collide with the main vehicle, accepting a lane change request, accelerating or decelerating under the preset cooperative degree for cooperation until the lane change of the main vehicle is successful, and if the vehicle still collides with the main vehicle after the cooperative behavior, rejecting the lane change request of the main vehicle;
step two: establishing a driving track model of the main vehicle, the front vehicle of the current lane and the rear vehicle of the target lane:
establishing a plane rectangular coordinate system by taking the position of the main vehicle before lane changing as an original point, the running direction of the vehicle before lane changing as an x axis and the running direction perpendicular to the running direction as a y axis, and establishing running track models of the main vehicle and the vehicles in front of and behind the target lane; the main lane changing motion trail equation comprises the following components:
(201) adopting a fifth-order polynomial to establish a driving track of the main vehicle M for changing lanes:
Figure GDA0002356824340000031
wherein, XM(t) and YM(t) represents the longitudinal displacement and the transverse displacement of M, respectively; a isiI ∈ {0,1,2,3,4,5} and biI ∈ {0,1,2,3,4,5} is a parameter of M longitudinal displacement and transverse displacement, respectively; t represents time. Solving a fifth-order polynomial according to the lane change starting state and the lane change ending state;
(202) front vehicle L of current laneoThe traveling locus of (2):
Figure GDA0002356824340000032
(203) rear vehicle F of target lanedThe traveling locus of (2):
Figure GDA0002356824340000033
wherein the content of the first and second substances,
Figure GDA00023568243400000311
respectively represent M and Lo、FdThe distance between the car heads before lane changing;
Figure GDA0002356824340000034
respectively represent Lo、FdThe initial running speed of (a); w denotes a vehicle FdA lateral distance to M;
Figure GDA0002356824340000035
is represented by FdThe deceleration of (d);
Figure GDA0002356824340000036
is represented by FdReaching acceptable speed by decelerating
Figure GDA0002356824340000037
When F isdWalk at uniform speedWhen the vehicle is driven, the vehicle can run,
Figure GDA0002356824340000038
Figure GDA0002356824340000039
step three: selecting a rectangular vehicle model, and establishing a vehicle-vehicle cooperative safe lane change condition calculation model according to a safe collision avoidance principle:
(301) main vehicle M and front vehicle L of current laneoThe safe lane change condition of (1):
Figure GDA00023568243400000310
(302) main vehicle M and target lane rear vehicle FdThe safe lane change condition of (1):
Figure GDA0002356824340000041
wherein the content of the first and second substances,
Figure GDA0002356824340000042
respectively represent LoThe length and the width of the vehicle are reduced,
Figure GDA0002356824340000043
and
Figure GDA0002356824340000044
respectively represent FdThe vehicle length and the vehicle width;
Figure GDA0002356824340000045
is the radius of the vehicle rotating along the center of mass, α is the deflection angle of the vehicle, β is the included angle between the top point of the rectangular model of the main vehicle M and the horizontal direction, and
Figure GDA0002356824340000046
step four: according to two factors of vehicle dynamics and passenger comfort, the parameters in the main vehicle safe lane changing model are restrained, test parameters are given, a lane changing track set is obtained through calculation, and the lane changing track set is the lane changing track of the unmanned vehicle under vehicle-vehicle cooperation:
(401) dynamic constraint conditions:
steering angle:
Figure GDA0002356824340000047
Δ α is the steering angle of the vehicle that changes per unit time Δ T, Δ αmaxA maximum steering angle that is set for the vehicle and that changes within a unit time Δ T without affecting driving safety performance;
Figure GDA0002356824340000048
is the lateral velocity of M at time t,
Figure GDA0002356824340000049
is the longitudinal speed of M at time t;
curvature:
Figure GDA00023568243400000410
k is the curvature, r is the turning radius, zMIs the wheelbase of the main truck, kmaxMaximum curvature that does not affect driving safety performance;
speed: 0<vx,M(t)<vx,max，vx,M(t) is the speed of travel in the M longitudinal direction, vx,maxIs the maximum longitudinal travel speed limited on the road section;
position: 0<YM(t)<W，YM(t) is the lateral displacement of M, W is the width of the lane;
(402) the passenger comfort degree constraint condition is judged by adopting transverse and longitudinal acceleration and jerk:
Figure GDA00023568243400000411
wherein, axAnd jxLongitudinal acceleration and jerk respectively; a isyAnd jyRespectively, lateral acceleration and jerk; a isx,maxAnd jx,maxAllowing for comfortMaximum longitudinal acceleration and jerk; a isy,maxAnd jy,maxMaximum lateral and jerk allowed for comfort;
step five: the method comprises the following steps of establishing a cost function model for evaluating the influence degree of track changing tracks by integrating three factors of the comfort degree of people, the longitudinal displacement of the track changing and the track changing time, calculating to obtain an optimal track changing track, and calculating the optimal track changing track of the unmanned vehicle under the vehicle-vehicle cooperation:
(501) rear vehicle F of target lanedCost function of uniform speed coordination:
Figure GDA0002356824340000051
wherein, w1、w2、w3Is a weight coefficient, the sum of which is 1; max (j), max (x)c) And max (t)c) Respectively taking the maximum values of the comfort function, the longitudinal lane changing distance and the lane changing time of the feasible lane changing track concentration; wherein the human comfort level calculation function is
Figure GDA0002356824340000052
(502) Rear vehicle F of target lanedCost function for speed reduction co-ordination
Figure GDA0002356824340000053
Wherein λ is1、λ2、λ3、λ4Is a weight coefficient, the sum of which is 1; x is the number ofFd,slowIs a track change time tcInner FdDistance of deceleration synergy, xFd,conIs a track change time tcIf in FdKeeping the constant-speed driving distance;
step six: and (3) solving the fifth-order polynomial in the step (201) according to the initial state and the final state of the main vehicle before lane changing to obtain the optimal lane changing track equation of the main vehicle, wherein the final state of the optimal lane changing track of the main vehicle is calculated by the cost function.
The invention has the beneficial effects that:
the invention provides a track changing track planning method for unmanned vehicles based on vehicle-vehicle cooperation; firstly, generating a track changing track of the unmanned vehicle by a fifth-order polynomial, establishing a boundary condition model of safe track changing under the condition of a rectangular vehicle model according to a safe collision avoidance principle, solving to obtain an actual track changing track range of the unmanned vehicle by taking the requirement of vehicle dynamics and passenger comfort as a control condition, and finally establishing a track evaluation cost function to obtain an optimal track changing track.
Drawings
Fig. 1 is a schematic diagram of relative positions of a main vehicle and other vehicles around the main vehicle in a lane change trajectory planning method based on vehicle-vehicle cooperation of unmanned vehicles.
Fig. 2 is a schematic diagram of a vehicle-vehicle cooperation process in the track change trajectory planning method for unmanned vehicles based on vehicle-vehicle cooperation according to the present invention.
Fig. 3(a) is a schematic diagram of potential collision forms of vehicles M and Lo in a lane change trajectory planning method based on vehicle-vehicle cooperation of unmanned vehicles according to the present invention.
Fig. 3(b) is a schematic diagram of potential collision forms of the vehicles M and Fd in the track-changing trajectory planning method based on the vehicle-vehicle cooperation of the unmanned vehicle according to the present invention.
Fig. 4 shows 4 vehicle models in the method for planning the track change trajectory of the unmanned vehicle based on vehicle cooperation according to the present invention.
Fig. 5 is a schematic diagram of a vehicle collision relationship in the track change trajectory planning method for an unmanned vehicle based on vehicle-vehicle cooperation according to the present invention.
Detailed Description
As shown in FIG. 1, during the lane change of the master vehicle M, the surrounding vehicles mainly have the front vehicle L of the current laneoRear vehicle F of the current laneoFront vehicle L of target lanedAnd a rear vehicle L of the target laneo. A method for planning a track change track of an unmanned vehicle based on vehicle-vehicle cooperation comprises the following stepsThe method comprises the following steps:
firstly, a lane change request is sent before the main lane is changed, and a criterion whether a peripheral vehicle receives the lane change request signal sent by the main vehicle or not is established:
rear vehicle F of current laneoFront vehicle L of target lanedIf the current speed is kept to run at a constant speed and the current speed does not collide with the main vehicle, the lane changing request of the main vehicle is accepted, the current speed is kept to run until the lane changing of the main vehicle is successful, and if the current speed is collided with the main vehicle, the lane changing request of the main vehicle is refused.
Front vehicle L of current laneoRear vehicle F of target lanedIf the current speed is kept to run at a constant speed and the main bus does not collide with the main bus, the main bus receives a lane change request, and keeps running at the constant speed until the lane change of the main bus is successful; if the vehicle collides with the main vehicle, the requirements of the position relation and the cooperative degree with the vehicle behind the vehicle need to be judged, the vehicle accelerates or decelerates under the acceptable cooperative degree, whether the vehicle collides with the main vehicle after the cooperative action is judged, if the vehicle does not collide with the main vehicle, a lane changing request is accepted, the vehicle accelerates or decelerates under the preset cooperative degree for cooperation until the lane changing of the main vehicle is successful, and if the vehicle still collides with the main vehicle after the cooperative action, the lane changing request of the main vehicle is rejected. The cooperative process of the vehicle in front of the current lane, the vehicle behind the target lane and the vehicle of the main vehicle is shown in figure 2.
According to the vehicle-vehicle cooperation strategy, collision avoidance among the lane-changing vehicles occurs among the main vehicle, the front vehicle of the current lane and the rear vehicle of the target lane.
Secondly, establishing a main vehicle M and a front vehicle L of the current laneoRear vehicle L of target laneoThe travel track model of (1). And establishing a plane rectangular coordinate system by taking the position of the M before lane changing as an original point, the running direction of the vehicle before lane changing as an x axis and the direction vertical to the running direction as a y axis.
Considering that the polynomial curve has high calculation speed and the curvature is continuous and convenient for real-time control, a comfort equation can be obtained through cubic differentiation, and a quintic polynomial is adopted to establish the driving track of the main vehicle M for changing the lane:
Figure GDA0002356824340000071
wherein, XM(t) and YM(t) represents the longitudinal displacement and the transverse displacement of M, respectively; a isiI ∈ {0,1,2,3,4,5} and biI ∈ {0,1,2,3,4,5} is a parameter of M longitudinal displacement and transverse displacement, respectively; t represents time. And solving the fifth-order polynomial according to the lane change starting state and the lane change ending state.
The initial state is as follows:
Figure GDA0002356824340000072
and (4) ending state:
Figure GDA0002356824340000073
wherein x is0And y0Denotes the lateral and longitudinal displacement of M in the starting state, vx，0And vy，0Denotes the transverse and longitudinal speed of M in the starting state, ax，0And ay，0Represents the lateral and longitudinal accelerations of M in the starting state; x is the number ofcAnd ycIndicating the transverse and longitudinal displacement at the end of the lane change, vx，cAnd vy，cDenotes the transverse and longitudinal speed of M at the end of the lane change, ax，cAnd ay，cDenotes the transverse and longitudinal acceleration of M at the end of the lane change, tcFor lane change time.
Front vehicle L of current laneoThe traveling locus of (2):
Figure GDA0002356824340000081
rear vehicle F of target lanedThe traveling locus of (2):
Figure GDA0002356824340000082
wherein the content of the first and second substances,
Figure GDA0002356824340000089
respectively represent M and Lo、FdThe distance between the car heads before lane changing;
Figure GDA0002356824340000083
respectively represent Lo、FdThe initial running speed of (a); w denotes a vehicle FdThe lateral distance to M, herein denoted as the width of the lane;
Figure GDA0002356824340000084
is represented by FdThe deceleration of (d);
Figure GDA0002356824340000085
is represented by FdReaching acceptable speed by decelerating
Figure GDA0002356824340000086
Time of (d).
The invention provides a vehicle collision form, such as fig. 3(a) and 3 (b). In consideration of advantages and disadvantages of various vehicle models, in order to meet the requirement of collision avoidance of vehicles in the lane changing process, a rectangle is adopted as the vehicle model, as shown in FIG. 4; the given vehicle crash relationship is as shown in fig. 5.
Thirdly, establishing the conditions for successful safe lane change of the vehicle as follows:
if the current lane is changed by the front vehicle in cooperation with the lane change, L is selectedoAnd (3) carrying out track calculation with the condition of M safe lane changing:
Figure GDA0002356824340000087
if the target lane is changed by the rear vehicle in a cooperative manner, selecting FdAnd (3) carrying out track calculation with the condition of M safe lane changing:
Figure GDA0002356824340000088
wherein the content of the first and second substances,
Figure GDA0002356824340000091
respectively represent LoThe length and the width of the vehicle are reduced,
Figure GDA0002356824340000092
and
Figure GDA0002356824340000093
respectively represent FdThe vehicle length and the vehicle width;
Figure GDA0002356824340000094
is the angle that the vehicle rotates along the center of mass, α is the yaw angle of the vehicle,
Figure GDA0002356824340000095
is the included angle between the vertex of the rectangular model of the main vehicle M and the horizontal direction;
fourthly, according to two factors of vehicle dynamics and passenger comfort degree, restricting parameters in the main vehicle safe lane changing model, giving test parameters, and calculating to obtain a lane changing track set:
kinematic requirements:
steering angle:
Figure GDA0002356824340000096
Δ α is the steering angle of the vehicle that changes per unit time Δ T, Δ αmaxA maximum steering angle that is set for the vehicle and that changes within a unit time Δ T without affecting driving safety performance;
Figure GDA0002356824340000097
is the lateral velocity of M at time t,
Figure GDA0002356824340000098
is the longitudinal speed of M at time t;
curvature:
Figure GDA0002356824340000099
k is the curvature, r is the turning radius, zMIs the wheelbase of the main truck, kmaxMaximum curvature that does not affect driving safety performance;
speed: 0<vx,M(t)<vx,max，vx,M(t) is the speed of travel in the M longitudinal direction, vx,maxIs the maximum longitudinal travel speed limited on the road section;
position: 0<YM(t)<W，YM(t) is the lateral displacement of M, W is the width of the lane;
comfort requirements:
Figure GDA00023568243400000910
wherein, axAnd jxLongitudinal acceleration and jerk respectively; a isyAnd jyRespectively, lateral acceleration and jerk; a isx,maxAnd jx,maxMaximum longitudinal and jerk allowed for comfort; a isy,maxAnd jy,maxMaximum lateral and jerk allowed for comfort;
and fifthly, establishing a cost function model for evaluating the influence degree of the track changing track by integrating three factors of the comfort degree of people, the longitudinal displacement of the track changing and the track changing time, calculating to obtain an optimal track changing track, and calculating the optimal track changing track of the unmanned vehicle under the cooperation of the vehicle and the vehicle:
rear vehicle F of target lanedCost function of uniform speed coordination:
Figure GDA0002356824340000101
wherein, w1、w2、w3Is a weight coefficient, the sum of which is 1; max (j), max (x)c) And max (t)c) Respectively is the maximum value of comfort function, longitudinal track changing distance and track changing time in the track concentration of the feasible track changing. Wherein the human comfort level calculation function is
Figure GDA0002356824340000102
Rear vehicle F of target lanedCost function of deceleration synergy:
Figure GDA0002356824340000103
wherein λ is1、λ2、λ3、λ4Is a weight coefficient, the sum of which is 1; x is the number ofFd,slowIs a track change time tcInner FdDistance of deceleration synergy, xFd,conIs a track change time tcIf in FdKeeping the constant running distance.
And (3) solving the fifth-order polynomial in the step (201) according to the initial state and the final state of the main vehicle before lane changing to obtain the optimal lane changing track equation of the main vehicle, wherein the final state of the optimal lane changing track of the main vehicle is calculated by the cost function.
In this embodiment, two situations of the constant-speed cooperative lane change and the deceleration cooperative lane change of the rear vehicle are selected for analysis. The test parameters are given as follows, the vehicle length of all vehicles is 4.5m, the vehicle width is 1.8m, and the lane width is 3.5 m; starting velocity v of Mx，030km/h, speed v of lane change to target lanex，cIs 40km/h, LoThe speed of (2) is 30 km/h; m and LoThe distance between the two car heads is 20m, the lane change time is set to be 1-12s, and the constraint conditions of the dynamics and the comfort of the vehicle are that the steering angle delta α belongs to (0, 20 degrees), the curvature k belongs to (0, 1) and v belongs tox，M(t)∈(0，60)；YM(t)∈(0，3.5)；ax，ayAre all less than 10; j is a function ofx，jyAre all less than 10. The safe trajectory of the main lane change is tested under the following conditions:
when the rear vehicle of the target lane changes the lane at a constant speed in a coordinated manner: given FdSpeed of 40km/h, FdThe distance between the car head and the M is 20M. Substituting equation (3) to obtain FdThe driving track is substituted into the formula (5), and a lane changing track meeting the requirement can be calculated according to the formula (5) and the constraint condition, which is shown in table 1.
TABLE 1 safe trajectory set of main vehicle satisfying constraint condition when the rear vehicle of target lane changes lane at uniform speed in coordination
Figure GDA0002356824340000111
Figure GDA0002356824340000121
Figure GDA0002356824340000131
Then according to the formula (6), x is obtainedc＝68.05m，yc＝3.51m，tcWhen the track is 7.0s, the corresponding track is the optimal track, and is brought into the initial and final states of the formula (1), and the optimal track changing equation is solved by fitting:
Figure GDA0002356824340000132
the dynamic simulation is carried out on the track, the safe lane change without collision can be realized by the main vehicle, the curve of the lane change is gentle, and the comfort requirement of passengers in the unmanned environment is met.
When the rear vehicle of the target lane decelerates and changes lanes cooperatively: given test parameter FdThe speed before cooperation is 48km/h, the speed before cooperation is 40km/h, FdThe distance between the car head and the M is 20M. Substituting equation (3) to obtain FdThe driving track is substituted into the formula (5), and a lane changing track meeting the requirement can be calculated according to the formula (5) and the constraint condition, which is shown in table 2.
TABLE 2 safe path set of main vehicle satisfying constraint condition when deceleration of rear vehicle of target lane is cooperated with lane change
Figure GDA0002356824340000133
Figure GDA0002356824340000141
Then according to the formula (7), x is obtainedc＝59.31m，yc＝3.50m，tcWhen the track is 6.10s, the corresponding track is the optimal track, and the optimal track is brought into the initial and final states of the formula (1), and the optimal track changing equation is obtained by fitting:
Figure GDA0002356824340000142
the dynamic simulation is carried out on the track, the safe lane change without collision can be realized by the main vehicle, the curve of the lane change is gentle, and the comfort requirement of passengers in the unmanned environment is met.

Claims (1)

1. A track changing track planning method for unmanned vehicles based on vehicle-vehicle cooperation is characterized by comprising the following steps:
the method comprises the following steps: establishing a vehicle-vehicle cooperative lane change criterion according to a safety collision avoidance principle:
the criterion that the lane change request is sent before the main lane is changed, and whether the lane change request is accepted after the surrounding vehicles receive the lane change request signal sent by the main lane is as follows:
(101) if the rear vehicle of the current lane and the front vehicle of the target lane keep the current vehicle speed to run at a constant speed and cannot collide with the main vehicle, the lane change request of the main vehicle is accepted, the current vehicle speed is kept to run until the lane change of the main vehicle is successful, and if the rear vehicle of the current lane and the front vehicle of the target lane can collide with the main vehicle, the lane change request of the main vehicle is refused;
(102) if the front vehicle of the current lane and the rear vehicle of the target lane keep the current speed to run at a constant speed and cannot collide with the main vehicle, receiving a lane change request of the main vehicle, and keeping the current speed to run at a constant speed until the lane change of the main vehicle is successful; if the vehicle collides with the main vehicle, the requirements of the position relation and the cooperative degree with the subsequent vehicle need to be judged, the vehicle accelerates or decelerates under the acceptable cooperative degree, whether the vehicle collides with the main vehicle after the cooperative behavior is judged, if the vehicle does not collide with the main vehicle, a lane changing request is accepted, the vehicle accelerates or decelerates under the preset cooperative degree for cooperation until the lane changing of the main vehicle is successful, and if the vehicle still collides with the main vehicle after the cooperative behavior, the lane changing request of the main vehicle is rejected;
step two: establishing a driving track model of the main vehicle, the front vehicle of the current lane and the rear vehicle of the target lane:
taking the position of the main vehicle before lane changing as an original point, the running direction of the vehicle before lane changing as an x axis and the direction perpendicular to the running direction as a y axis, establishing a plane rectangular coordinate system, and establishing running track models of the main vehicle and the vehicles before and after the target lane:
(201) adopting a fifth-order polynomial to establish a driving track of the main vehicle M for changing lanes:
Figure FDA0002356824330000011
wherein, XM(t) and YM(t) represents the longitudinal displacement and the transverse displacement of M, respectively; a isiI ∈ {0,1,2,3,4,5} and biI ∈ {0,1,2,3,4,5} is a parameter of M longitudinal displacement and transverse displacement, respectively; t represents time; solving a fifth-order polynomial according to the lane change starting state and the lane change ending state;
(202) front vehicle L of current laneoThe traveling locus of (2):
Figure FDA0002356824330000012
(203) rear vehicle F of target lanedThe traveling locus of (2):
Figure FDA0002356824330000021
wherein the content of the first and second substances,
Figure FDA00023568243300000215
respectively represent M and Lo、FdThe distance between the car heads before lane changing;
Figure FDA0002356824330000022
respectively represent Lo、FdThe initial running speed of (a); w denotes a vehicle FdA lateral distance to M;
Figure FDA0002356824330000023
is represented by FdThe deceleration of (d);
Figure FDA0002356824330000024
is represented by FdReaching acceptable speed by decelerating
Figure FDA0002356824330000025
When F isdWhen the vehicle runs at a constant speed,
Figure FDA0002356824330000026
Figure FDA0002356824330000027
step three: selecting a rectangular vehicle model, and establishing a vehicle-vehicle cooperative safe lane change condition calculation model according to a safe collision avoidance principle:
(301) main vehicle M and front vehicle L of current laneoThe safe lane change condition of (1):
Figure FDA0002356824330000028
(302) main vehicle M and target lane rear vehicle FdThe safe lane change condition of (1):
Figure FDA0002356824330000029
wherein the content of the first and second substances,
Figure FDA00023568243300000210
respectively represent LoThe length and the width of the vehicle are reduced,
Figure FDA00023568243300000211
and
Figure FDA00023568243300000212
respectively represent FdThe vehicle length and the vehicle width;
Figure FDA00023568243300000213
is the radius of the vehicle rotating along the center of mass, α is the deflection angle of the vehicle, β is the included angle between the top point of the rectangular model of the main vehicle M and the horizontal direction, and
Figure FDA00023568243300000214
step four: according to two factors of vehicle dynamics and passenger comfort, constraining parameters in a main vehicle safety lane changing model, giving test parameters, calculating to obtain a lane changing track set, and taking the lane changing track set as a lane changing track of an unmanned vehicle under vehicle-vehicle cooperation;
(401) dynamic constraint conditions:
steering angle:
Figure FDA0002356824330000031
Δ α is the steering angle of the vehicle that changes per unit time Δ T, Δ αmaxA maximum steering angle that is set for the vehicle and that changes within a unit time Δ T without affecting driving safety performance;
Figure FDA0002356824330000032
is the lateral velocity of M at time t,
Figure FDA0002356824330000033
is the longitudinal speed of M at time t;
curvature:
Figure FDA0002356824330000034
k is the curvature, r is the turning radius, zMIs the wheelbase of the main truck, kmaxMaximum curvature that does not affect driving safety performance;
speed: 0<vx,M(t)<vx,max，vx,M(t) is the speed of travel in the M longitudinal direction, vx,maxIs the maximum longitudinal travel speed limited on the road section;
position: 0<YM(t)<W，YM(t) is the lateral displacement of M, W is the width of the lane;
(402) the passenger comfort degree constraint condition is judged by adopting transverse and longitudinal acceleration and jerk:
Figure FDA0002356824330000035
wherein, axAnd jxLongitudinal acceleration and jerk respectively; a isyAnd jyRespectively, lateral acceleration and jerk; a isx,maxAnd jx,maxMaximum longitudinal and jerk allowed for comfort; a isy,maxAnd jy,maxMaximum lateral and jerk allowed for comfort;
the fourth step further comprises the following steps:
step five: the method comprises the following steps of establishing a cost function model for evaluating the influence degree of track changing tracks by integrating three factors of the comfort degree of people, the longitudinal displacement of the track changing and the track changing time, calculating to obtain an optimal track changing track, and calculating the optimal track changing track of the unmanned vehicle under the vehicle-vehicle cooperation:
(501) rear vehicle F of target lanedCost function of uniform speed coordination:
Figure FDA0002356824330000041
wherein, w1、w2、w3Is a weight coefficient, the sum of which is 1; max (j), max (x)c) And max (t)c) Respectively taking the maximum values of the comfort function, the longitudinal lane changing distance and the lane changing time of the feasible lane changing track concentration; wherein the human comfort level calculation function is
Figure FDA0002356824330000042
；
(502) Rear vehicle F of target lanedCost function of deceleration synergy:
Figure FDA0002356824330000043
wherein λ is1、λ2、λ3、λ4Is a weight coefficient, the sum of which is 1; x is the number ofFd,slowIs a track change time tcInner FdDistance of deceleration synergy, xFd,conIs a track change time tcIf in FdKeeping the constant-speed driving distance;
step six: and (3) solving the fifth-order polynomial in the step (201) according to the initial state and the final state of the main vehicle before lane changing to obtain the optimal lane changing track equation of the main vehicle, wherein the final state of the optimal lane changing track of the main vehicle is calculated by the cost function.
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