CN107730931B - Vehicle formation control and signal optimization method under vehicle-road cooperative environment - Google Patents
Vehicle formation control and signal optimization method under vehicle-road cooperative environment Download PDFInfo
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Abstract
The invention provides a method for coordinating and controlling trunk lines of urban road sections and optimizing signals based on the characteristics of a vehicle-road collaborative environment. The method comprises the steps of firstly determining influence factors of a vehicle road coordination environment on vehicles, and analyzing occurrence rules of traffic flow and vehicle running states in trunk line coordination. Then, the speed of the head car is guided based on the signal period and the phase difference. The method comprises the steps of determining the running mode of formation vehicles in trunk line coordination control, optimizing intersection signal timing in real time through vehicle formation information, improving the traffic capacity of other phases of an intersection on the premise of ensuring that trunk line traffic basically does not stop passing through the intersection, and achieving the purposes of solving traffic jam and improving the service level of a traffic system.
Description
Technical Field
The invention relates to the field of intelligent traffic and vehicle-road coordination, in particular to a control method for vehicle control and signal control aiming at a trunk line coordination intersection in a vehicle-road coordination environment.
Background
It can be known from the general overview of the domestic and foreign trunk line coordination control method that the existing trunk line coordination control method is the partial optimization of the traditional trunk line coordination algorithm, namely, the calculation of the phase difference of the green wave band is carried out by assuming that the average speed of the vehicles running on the road section is known and fixed as the design speed. The phase difference and timing scheme calculated by the method hardly achieve the expected effect, and the basic reason is that the driving state of the trunk traffic flow is random, the driving state is influenced by the road state and the running state of other vehicles, the uncertainty is certain, the non-trunk traffic flow is random, and the randomness can greatly influence the trunk traffic flow. The affected trunk flows have a trip speed that is difficult to match the expected design trip speed, resulting in a green band effect that is difficult to satisfy. Therefore, a vehicle formation control and signal optimization method under the vehicle-road cooperative environment is provided.
The vehicle-road cooperative system is the mainstream development direction of the current world traffic, and realizes vehicle-vehicle communication and vehicle-road communication in a road network by means of the intellectualization and networking of the vehicles. The related traffic information can be rapidly circulated and utilized in each networked automobile. The information is larger than OD distribution of a road network, traffic flow information, the whole traffic state, weather, road conditions, and is smaller than a timing scheme currently executed by each intelligent network vehicle, emission and signal control facility, all the information can be newly circulated in the environment, and a corresponding strategy and scheme are provided for the optimization of the whole urban traffic on the basis of the scheme.
At present, most of traffic control methods based on the Internet of vehicles at home and abroad aim at single intersections. The timing scheme executed by the signal facility is judged in real time, and vehicle speed guidance is carried out according to the current position of the vehicle, so that the vehicle can pass through the intersection as far as possible without stopping. The control method causes the traffic flow relations between the intersections to be independent from each other, and does not consider the mutual relation of the vehicle flows between the adjacent intersections. Meanwhile, the main road of urban traffic is mainly controlled by traffic signals in a main road coordination control mode, and the main road coordination control precaution based on the environment is very necessary by combining the rapid development of the current Internet of vehicles technology.
The vehicle-road cooperative system can realize vehicle-vehicle communication and vehicle-road communication, the running state of the vehicle can be sensed and induced, and the state of the intersection signal control facility can be sensed and adjusted in real time. The environment is the basis of a novel traffic signal control method, traffic flow and signal bidirectional optimization can be realized by analyzing the traffic distribution condition of a road network and the running state of vehicles, and the traffic capacity of urban road intersections is improved.
The traffic signal optimization comprises a single intersection control method and a multi-intersection trunk line coordination control method. The single intersection is controlled, the traffic timing is optimized through the existing control algorithms such as genetic algorithm, model prediction and the like, and the intersection traffic efficiency is improved by adjusting the signal period duration and the green-to-noise ratio of the intersection and reducing the vehicle delay, queuing time and the like. The multi-intersection trunk line coordination control method is a very common and used traffic control method in urban traffic, and is mainly used for urban main roads. And by fixing the period and adjusting the phase difference between the intersections, partial vehicles pass through the intersections without stopping, so that the passing efficiency of the intersections is improved.
The vehicle speed guiding and vehicle formation method is realized by the automatic cruise function of the vehicle. The vehicle speed is guided by the constant-speed cruising function of the vehicle, and the following of the vehicle is realized by the mutual cooperation of sensors such as a radar and an infrared detector and a vehicle-mounted computer through the active cruising function of a plurality of vehicles. The automatic cruise function of a plurality of vehicles can realize the effects of vehicle speed control and vehicle formation, but the vehicle formation has higher requirement on road conditions, is usually used for long-distance running and has larger limitation in urban roads.
The prior art is not enough
1. In the current research on the control method of vehicle-road coordination, algorithms related to the control method of trunk-line coordination are few, and the method is basically a single-intersection signal control method in the environment of vehicle-road coordination. In addition, the correlation between the vehicle running state and the phase difference is rarely considered for the trunk coordination control method.
2. The method for controlling the formation of vehicles in the vehicle-road coordinated environment is less in the traffic control method, and the mode of formation driving is not related to signal optimization.
Disclosure of Invention
Aiming at the defects of the prior art, the invention provides a trunk line coordination control method under the vehicle-road coordination environment by fully utilizing the technical advantages of the vehicle-road coordination system. Traffic control is realized through the modes of vehicle speed guidance, vehicle formation and signal optimization, and the aims of enabling the main traffic to pass through the intersection without stopping and reducing the delay of the non-main traffic are achieved. The method specifically comprises the following steps:
step 1: intersection area division under cooperative vehicle and road environment
Dividing an area from the stop line of the upstream intersection j-1 to the stop line of the downstream intersection j into a buffer area and a vehicle speed guide formation area; buffer length of
The device is used for freely driving the vehicle and completing lane changing in advance; vehicle speed guidanceThe formation zone has a length of
The system is used for finishing the guidance of the vehicle speed and the formation of the vehicles;
step 2: the vehicle speed control of vehicle formation is divided into four stages: a free running stage, a vehicle speed adjusting stage 1, a constant speed running stage and a vehicle speed adjusting stage 2;
in the free running stage, the head vehicle is positioned in the buffer area, the speed of the head vehicle is not induced, the head vehicle runs freely and completes lane change in advance, and the free running stage is finished when the head vehicle runs out of the buffer area; the head vehicle has the running time of the free running stage
A running distance of
When the head car leaves the buffer zone, the speed is
In the speed adjusting stage 1, the head vehicle needs to adjust the current speed
Adjusting to guide vehicle speed
The acceleration value is a, and the vehicle speed adjusting stage 1 is finished when the vehicle speed adjustment is finished; the head car has the driving time in the stage of
Distance traveled
After this stage the vehicle speed is
Wherein
In the constant speed driving stage, the head vehicle is driven at the speed
The head car runs at a constant speed in the stage that the running time of the head car is
Distance traveled
Wherein
In the vehicle speed adjusting stage 2, the vehicle speed is guided by the guiding vehicle speed
Adjusted to a prescribed vehicle speed vmaxThe acceleration value is a, when the head vehicle is at a predetermined speed vmaxWhen the green light at the intersection j is turned on and passes through the stop line, the vehicle speed adjusting stage 2 is ended, and the first vehicle driving time at the stage
Distance traveled
Wherein
And step 3: for guiding vehicle speed
The calculation is carried out in such a way that,
in the formula
The phase difference of the j intersection relative to the j-1 intersection is shown, C is a public period, and k is a non-negative integer;
from the formulae (1) to (6)
Take all possible
The medium maximum value is used as the leading vehicle speed.
And 4, step 4: completing vehicle formation
After the first vehicle enters the intersection, the second vehicle is at
At a moment in time of
The speed enters the formation area of the intersection and passes through
After the time, the formation is finished with the first vehicle, and the formation is finished by the following vehicles in the same way;
establishing a model by taking the shortest time for forming a formation between a later vehicle and a previous vehicle as an objective function
In the formula
Is the time required for the x +1 st vehicle and the x formation vehicle to form a formation;
in the formula, hsFor a safe headway when two adjacent vehicles are at the same speed,
is the curve of the x-th vehicle displacement-time,
for the x-th vehicle speed-time curve,
the moment when the x-th vehicle enters the buffer area;
the displacement-time curve of the x +1 th vehicle is obtained from the equations (8) and (9)
And velocity-time curve
Recording the length of the fleet when no (x + 1) th vehicle enters the formation area or the (x + 1) th vehicle can not form a formation with the front vehicle
And 5: signal timing optimization
The time taken by the motorcade starting from the j-1 intersection to pass through the stop line of the j intersection is as follows:
the time required by the motorcade starting from the j +1 intersection is
In the formula (I), the compound is shown in the specification,
the length of the fleet starting at the j-1 intersection,
the length of the fleet that starts at the j +1 intersection,
and (3) adjusting the green light duration of the main line phases at all the intersections according to the formation length of the vehicles and the speed of the fleet of the vehicles:
in the formula
The green light duration of the ith phase at j intersection is shown, i is 1 and is the trunk phase, GmaxThe maximum duration of the green light is set,
the method comprises the steps that a large single lane flow in the i phase of a j intersection is shown, n is the signal phase number, and Y is the total loss time of a cycle;
according to the equations (12) and (13), the green light duration of the non-trunk line phase under the cooperative environment of the vehicle and the road can be solved
(i＝2...n)。
Drawings
FIG. 1 is a schematic diagram of a vehicle-to-road coordination system of the present invention.
Fig. 2 is a schematic diagram of intersection and section area division under the cooperative environment of the vehicle and the road.
FIG. 3 is a flow chart of vehicle speed guidance and timing optimization
FIG. 4 is a schematic diagram of the speed displacement of the leading vehicle
FIG. 5 is a schematic diagram of a vehicle fleet.
Detailed Description
As shown in fig. 1, the present invention performs vehicle guidance by implementing the collected data, thereby achieving system optimization. In the trunk line coordination process, the running state of the vehicles on the road section can be acquired in real time through the vehicle-road coordination environment. Vehicle speed guidance and vehicle formation
Vehicle-road cooperation-based guided vehicle speed calculation method
Step 1: a method for dividing intersection areas in a vehicle-road cooperative environment.
As shown in fig. 2, starting from the upstream intersection stop line to the downstream intersection stop line. The vehicle speed guide formation area is divided into a buffer area and a vehicle speed guide formation area. Buffer length of
The method has the advantages that the vehicle can freely run and finish lane changing in advance, and the lane changing condition in a vehicle speed guide formation area is avoided. The vehicle completes the vehicle speed guide and vehicle formation in the vehicle speed guide formation area, and the length is
After the area division is completed, guidance is performed for each vehicle entering the control area, and the guidance flow is shown in fig. 3.
Step 2: as shown in fig. 4, similarly, taking the j-1 th intersection and the j-1 th intersection as examples, taking the green light starting time of the j-1 th intersection as a zero point, and considering that there are queued vehicles in front of the head car, the traveling state is divided into 4 stages, namely a, B, C and D:
and (B) stage A: free driving phase
In the stage, the head vehicle is positioned in the buffer area, the speed of the head vehicle is not induced, the head vehicle runs freely, and lane changing is completed in advance. This phase ends when the vehicle exits the buffer. The head car has the driving time in the stage of
A running distance of
The speed when the vehicle leaves the buffer zone is
Wherein
And detecting in real time by the Internet of vehicles system.
And (B) stage: vehicle speed adjustment stage 1
At this stage, the vehicle needs to change the current vehicle speed
Adjusting to guide vehicle speed
The acceleration has a value a. This phase ends when the vehicle speed adjustment is complete. The head car has the driving time in the stage of
Distance traveled
After the stage is finished, the speed of the vehicle is required to be
And C: at constant speed driving stage
At this stage, the vehicle is at speed
And (5) driving at a constant speed. The head car has the driving time in the stage of
Distance traveled
And stage D: vehicle speed adjustment stage 2
At this stage, the speed of the vehicle will be guided by the guiding speed
Adjusted to a prescribed vehicle speed vmaxThe value of the acceleration is a. The reason for this is that the vehicle is driven by vmaxWhen the speed of the phase-changing lamp passes through the stop line, the green lamp release time of the phase can be reduced, and preparation is made for subsequent timing optimization.
When the head vehicle is at a prescribed speed vmaxThis phase ends when the stop line is passed when the green light at intersection j is lit. The first vehicle running time of the stage
Distance traveled
To sum up, the vehicle speed is guided
And (6) performing calculation. Train connectionUnder the network environment, the time when the head vehicle leaves the buffer zone can be adjusted
Speed of rotation
And recording is carried out. The acceleration a of the vehicle speed change is known; buffer length
Formation zone length
Are known. Maximum speed v allowable for the head car on the road sectionmaxBy stopping the line, then
In the formula
And C is the phase difference of the j intersection relative to the j-1 intersection, C is the common period, and k is a non-negative integer.
Substituting equations (1) to (5) for equation (6) based on kinematic equations and vehicle speed limits
For any k (k ═ 0,1,2) in formula (7), all possible ones are taken
The medium maximum value is used as the leading vehicle speed.
Vehicle formation control and signal optimization method thereof under (II) vehicle-road cooperative environment
Step 1: the formation vehicle control method comprises the following steps:
and similarly, taking the direction from the j-1 intersection to the j intersection as an example, the vehicles meeting the conditions in all the vehicles taking the trunk phase of the downstream intersection as an exit are formed into a queue.
Fig. 4 is a graph of the velocity and displacement of the head vehicle and its two subsequent vehicles over time during the formation process. The distance is defined as the safe headwear distance h when two adjacent vehicles are consistent in speedsWhen, the two vehicles are considered to complete the formation. The vehicles after formation can run in a stable locomotive interval and a consistent running state until the formation is resolved.
As shown in fig. 5, after the first vehicle enters the intersection, vehicle number 2 is at
At a moment in time of
The speed enters the formation area of the intersection and passes through
And finishing formation with the head vehicle after time. The same applies to the No. 3 vehicle.
The shortest time for the later vehicle and the front vehicle to form a formation is an objective function. Under the condition that the driving state of the vehicles is known and controllable, the formation can be completed in the shortest time, so that as many vehicles as possible can form the formation, and the passing efficiency of the road section is improved.
In the formula (8)
Is the time required for the x +1 st vehicle to form a formation with the x-th formation vehicle.
In the formula (9)
Is the curve of the x-th vehicle displacement-time,
the x-th vehicle speed versus time curve.
The moment when the x-th vehicle enters the buffer area. When x is 1, the functions and variables represented are related to the head car. The displacement-time curve of the x +1 th vehicle can be obtained by the equations (8) and (9)
And velocity-time curve
Recording the length of the fleet when no (x + 1) th vehicle enters the formation area or the (x + 1) th vehicle can not form a formation with the front vehicle
Step 2: signal timing optimization
The vehicles that complete the formation will be at v without regard to the vehicles that are stuck in front of the stop linemaxThe speed of the vehicle from the intersection j-1 passes through the stop line, taking the intersection j as an example, and the time taken for the vehicle fleet from the intersection j to pass through the stop line of the intersection j is as follows:
the time required by the motorcade starting from the j +1 intersection is
For the line control road section, the green light time length of the main line phase on all the intersections is adjusted according to the vehicle formation length and the vehicle fleet speed:
formula (12)
And a green light time length of the ith phase at the j intersection is shown, and the i is 1 and is a trunk line phase. GmaxThe maximum green time period. In the formula (13)
The method is characterized in that the larger single lane flow in the i phase of the j intersection is shown, n is the signal phase number, and Y is the total loss time of the cycle. According to the equations (12) and (13), the green light duration of the non-trunk line phase under the cooperative environment of the vehicle and the road can be solved
(i＝2...n)。
Claims (1)
1. A vehicle formation control and signal optimization method under a vehicle-road cooperative environment is characterized by comprising the following steps:
step 1: intersection area division under cooperative vehicle and road environment
Dividing an area from the stop line of the upstream intersection j-1 to the stop line of the downstream intersection j into a buffer area and a vehicle speed guide formation area; buffer length of
The system is used for freely driving the vehicle and completing lane change in advance; the length of the vehicle speed guide formation area is
The system is used for finishing the guidance of the vehicle speed and the formation of the vehicles;
step 2: the vehicle speed control of vehicle formation is divided into four stages: a free running stage, a vehicle speed adjusting stage 1, a constant speed running stage and a vehicle speed adjusting stage 2;
in the free running stage, the first vehicle is located in the buffer area, and the vehicle is not drivenSpeed induction, wherein the head car freely runs and completes lane change in advance, and the free running stage is finished when the head car runs out of the buffer zone; the head vehicle has the running time of the free running stage
A running distance of
When the head car leaves the buffer zone, the speed is
In the speed adjusting stage 1, the head vehicle needs to adjust the current speed
Adjusting to guide vehicle speed
The acceleration value is a, and the vehicle speed adjusting stage 1 is finished when the vehicle speed adjustment is finished; the head car has the driving time in the stage of
Distance traveled
After this stage the vehicle speed is
Wherein
In the constant speed driving stage, the head vehicle is driven at the speed
The head car runs at a constant speed in the stage that the running time of the head car is
Distance traveled
Wherein
In the vehicle speed adjusting stage 2, the vehicle speed is guided by the guiding vehicle speed
Adjusted to a prescribed vehicle speed vmaxThe acceleration value is a, when the head vehicle is at a predetermined speed vmaxWhen the green light at the intersection j is turned on and passes through the stop line, the vehicle speed adjusting stage 2 is ended, and the first vehicle driving time at the stage
Distance traveled
Wherein
And step 3: for guiding vehicle speed
The calculation is carried out in such a way that,
in the formula
The phase difference of the j intersection relative to the j-1 intersection is shown, C is a public period, and k is a non-negative integer;
from the formulae (1) to (6)
Take all possible
The medium maximum value is used as the leading vehicle speed;
and 4, step 4: completing vehicle formation
After the first vehicle enters the intersection, the second vehicle is at
At a moment in time of
The speed enters the formation area of the intersection and passes through
After the time, the formation is finished with the first vehicle, and the formation is finished by the following vehicles in the same way;
establishing a model by taking the shortest time for forming a formation between a later vehicle and a previous vehicle as an objective function
In the formula
Is the x +1 th vehicleThe time required for formation with the x-th formation vehicle;
in the formula, hsFor a safe headway when two adjacent vehicles are at the same speed,
is the curve of the x-th vehicle displacement-time,
for the x-th vehicle speed-time curve,
the moment when the x-th vehicle enters the buffer area;
the displacement-time curve of the x +1 th vehicle is obtained from the equations (8) and (9)
And velocity-time curve
Recording the length of the fleet when no (x + 1) th vehicle enters the formation area or the (x + 1) th vehicle can not form a formation with the front vehicle
And 5: signal timing optimization
The time taken by the motorcade starting from the j-1 intersection to pass through the stop line of the j intersection is as follows:
the time required by the motorcade starting from the j +1 intersection is
In the formula (I), the compound is shown in the specification,
the length of the fleet starting at the j-1 intersection,
for the motorcade length of the j +1 intersection, the green light time length of the main line phase on all the intersections is adjusted according to the vehicle formation length and the motorcade speed:
in the formula
The green light duration of the ith phase at j intersection is shown, i is 1 and is the trunk phase, GmaxThe maximum duration of the green light is set,
the single lane flow in the i phase of the j intersection is represented, n is the signal phase number, and Y is the total loss time of the period;
according to the equations (12) and (13), the green light duration of the non-trunk line phase under the cooperative environment of the vehicle and the road can be solved
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