CN109035862B - Multi-vehicle cooperative lane change control method based on vehicle-to-vehicle communication - Google Patents
Multi-vehicle cooperative lane change control method based on vehicle-to-vehicle communication Download PDFInfo
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Abstract
The invention discloses a multi-vehicle cooperative lane changing control method based on vehicle-vehicle communication, which provides a multi-vehicle cooperative lane changing control strategy and establishes a safe distance model under the condition that a straight-going vehicle is accelerated and a safe distance model between two lane changing vehicles by considering the complex situations of multiple lanes, simultaneous lane changing of multiple vehicles and variable speed motion of the straight-going vehicle. The method is characterized in that a fifth-order polynomial track changing track is adopted, track length and comfort are taken as objective functions, longitudinal and transverse speeds of a vehicle and the like are taken as constraint conditions, and an expected track changing track is obtained by an optimization solving method. In the lane changing process, the safety distance is calculated according to the real-time information of the lane changing vehicle and the straight-going vehicle, and the track is planned again when danger exists, so that collision accidents are avoided, and meanwhile, the passing efficiency is improved.
Description
Technical Field
The invention belongs to the technical field of intelligent driving automobile active safety control, and particularly relates to a multi-automobile cooperative lane change control strategy based on automobile-automobile communication conditions, so as to avoid collision accidents caused by emergency in the lane change process.
Background
China's expressway develops rapidly, but the security still needs to be improved. According to statistics, the incidence rate and the death rate of highway accidents in China are high. In accident reasons, the safety distance is not kept at 30 percent, the illegal lane change rate is 13 percent, and the illegal lane change rate is respectively arranged at the second and third positions. Vehicle lane-change behavior is one of the most basic driving behaviors of vehicles, and relevant data indicate that 75% of lane-change accidents are caused by driver cognitive errors, account for about 4% to 10% of the total number of traffic accidents in the united states, and cause 10% of traffic delays.
Intelligent traffic systems and vehicle wireless communication network technology are one of the effective methods for solving modern traffic problems. The intelligent transportation system applies advanced technologies such as information, communication, control and the like to a transportation management system, and establishes real-time, accurate and efficient transportation management; the vehicle wireless communication network can realize real-time communication among vehicles, is a basic information bearing platform of an intelligent traffic system and has important significance for reducing traffic accidents.
At present, the automatic lane changing of vehicles is divided into two types, namely automatic lane changing of a single vehicle and lane changing of multiple vehicles in cooperation. The automatic lane changing research of the single vehicle has certain achievements, and most of the automatic lane changing research focuses on the aspects of a safe distance model, lane changing track planning, track tracking and the like between a lane changing vehicle and a straight-ahead vehicle. In recent years, researchers have been focusing on control strategies for changing lanes in cooperation with multiple vehicles, because there are situations in which lanes are often changed simultaneously by multiple lanes and multiple vehicles in real life. The lane changing vehicle can improve the safety of the lane changing vehicle and the traffic efficiency.
In the field of multi-vehicle cooperative lane changing, the existing research mostly focuses on the way of changing lanes by one vehicle and performing acceleration/deceleration cooperation by straight-going vehicles, the research on the cooperative behavior of simultaneously changing lanes by multiple vehicles is less, the method cannot adapt to complex road conditions, and only can process simpler two-lane scenes; in the calculation of the safe distance, the traditional lane change control is only calculated by using the vehicle position and speed information at the current moment before the lane change is started, the straight-going vehicle is assumed to keep running at a constant speed, the change condition of the motion state of the straight-going vehicle in the lane change process is not considered, the difference from the actual condition is larger, and the safety of part of the straight-going vehicle is only considered under the assumption; in the aspect of control strategies, the safety distance detection and the track planning are only carried out before the lane changing process, the strategies are single and lack of flexibility, when vehicles and environments around the lane changing process change, corresponding emergency measures do not exist, the dynamic safety of the vehicles cannot be guaranteed, and especially when the speed of straight-ahead vehicles changes greatly, the original safety distance judgment result can be changed.
Disclosure of Invention
Therefore, aiming at the defects of the prior art, the invention provides a multi-vehicle cooperative lane change control method based on vehicle-to-vehicle communication. The invention provides a multi-vehicle cooperative lane change control method for judging vehicle safety in real time and responding to danger based on vehicle-vehicle communication conditions and by means of information transmission among vehicles.
The technical scheme adopted by the invention is as follows: a multi-vehicle cooperative lane change control method based on vehicle-vehicle communication comprises the following steps:
the method comprises the following steps: all vehicles run in any state according with traffic rules in a road scene, and each vehicle can broadcast own vehicle information to surrounding vehicles through vehicle-to-vehicle communication in a multi-vehicle cooperative lane change control period;
when lane changing is carried out in advance, firstly, a lane changing request is sent out by a lane changing vehicle, the vehicle which initiates the lane changing request firstly or the vehicle which is positioned in the front of the running vehicle in the lane changing request is simultaneously initiated to serve as a master control vehicle, and the lane changing request of the lane changing vehicle and the information of the position, the speed, the acceleration and the like of all vehicles in the scene are received;
step two: the master control vehicle plans an initial cooperative track changing track according to all vehicle information and vehicle parameters, calculates a safe distance between a track changing vehicle and a straight-going vehicle and a safe distance between the track changing vehicle and the track changing vehicle according to the track changing track and the current running state of each vehicle, distributes track changing track data to each vehicle if each vehicle under the track changing track meets the requirement of the safe distance, enables the track changing vehicle to change the track according to the planned track, and needs to plan the track changing track again if each vehicle under the track changing track cannot meet the requirement of the safe distance, and abandons the track changing;
step three: in the lane changing process, the master control vehicle calculates the safe distance between the lane changing vehicle and the straight-ahead vehicle and the safe distance between the lane changing vehicle and the lane changing vehicle in real time according to the lane changing track and the running state of surrounding vehicles, and judges whether the actual running distance meets the safe distance in real time;
if the actual driving distance is judged to be safe, the lane changing vehicle continues to carry out the cooperative lane changing according to the initial lane changing track; if the actual driving distance is judged to be unsafe in the lane changing process, the main control vehicle plans the lane changing track again according to the current state information of all vehicles and recalculates the safe distance, when the actual driving distance is judged to be safe again, the lane changing can be continued, otherwise, the lane changing vehicle gives up the lane changing and returns to the original lane for driving.
Between the lane changing vehicle and the straight-ahead vehicle, four safe distance situations are included:
1) lane changing vehicle M and target lane front vehicle LdSafe distance between, 2) lane changing vehicle M and target lane rear vehicle FdA safe distance between 3) the lane change vehicle M and the initial lane front vehicle LoA safe distance between, 4) the lane change vehicle M and the initial lane rear vehicle FoA safe distance therebetween.
1) Lane changing vehicle M and target lane front vehicle LdMSS (M, L) of the safety distance model betweend) Comprises the following steps:
t∈[t1,tfin]
bM∈[-BM,BM]
wherein t is1Satisfies the following conditions:
2) lane changing vehicle M and target lane rear vehicle FdThe safe distance model between is:
MSS(M,Fd)＝max(MSS1(M,Fd),MSS2(M,Fd))
wherein,
t∈[t1,t2]
l∈[-LrM,LfM]
s.t.t∈[t2,tfin]
wherein t is1,t2Satisfies the following conditions:
3) lane changing vehicle M and initial lane front vehicle LoThe safe distance model between is:
MSS(M,Lo)＝max(MSS1(M,Lo),MSS2(M,Lo))
wherein,
s.t.t∈[0,t1]
t∈[t1,t2]
l∈[-LrM,LfM]
wherein t is1,t2Satisfies the following conditions:
4) lane changing vehicle M and initial lane rear vehicle FoThe safe distance model between is:
t∈[0,t2]
bM∈[-BM,BM]
t2the time when the right rear corner of the lane-changing vehicle leaves the left side surface of the rear vehicle of the initial lane.
The method comprises the following steps:
xM(t) represents the longitudinal position of the centroid of the lane-change vehicle at time t,
xM(0) represents the longitudinal position of the mass center of the lane-changing vehicle at the lane-changing starting moment,
xLd(t) represents the longitudinal position of the center of mass of the front vehicle of the target lane at the time t,
xLd(0) represents the longitudinal position of the center of mass of the vehicle in front of the target lane at the starting moment,
xFd(t) represents the longitudinal position of the center of mass of the vehicle behind the target lane at the time t,
xFd(0) represents the longitudinal position of the mass center of the vehicle behind the target lane at the starting moment,
xLo(t) represents the longitudinal position of the center of mass of the vehicle in front of the initial lane at the time t,
xLo(0) represents the longitudinal position of the center of mass of the vehicle in front of the initial lane at the starting moment,
xFo(t) represents the longitudinal position of the center of mass of the vehicle behind the initial lane at time t,
xFo(0) represents the longitudinal position of the center of mass of the vehicle behind the initial lane at the initial moment,
yM(t) represents the lateral position of the lane-change vehicle's center of mass,
yLd(t) represents the transverse position of the center of mass of the vehicle in front of the target lane,
yFd(t) represents the transverse position of the center of mass of the vehicle behind the target lane,
yLo(t) represents the center of mass transverse direction of the front vehicle of the initial laneThe device is placed in a water tank,
yFo(t) represents the lateral position of the center of mass of the vehicle behind the initial lane,
BLdrepresenting the width of a front vehicle of the target lane;
BFdwhich represents the vehicle width behind the target lane,
BLoindicating the width of the vehicle ahead of the initial lane,
BFowhich represents the vehicle width after the initial lane,
theta represents the included angle between the driving direction of the lane changing vehicle and the longitudinal coordinate axis of the lane,
bMwhich represents twice the distance from one point on the front and rear bumpers of the lane-changing vehicle to the midpoint of the corresponding bumper,
BMthe width of the lane-change vehicle is shown,
LrMindicating the distance from the center of the lane-change vehicle to the rear bumper,
LfMindicating the distance from the center of the lane-change vehicle to the front bumper,
l represents the longitudinal distance from a point on the left and right side faces of the lane-changing vehicle to the center of the vehicle,
tfinindicating the time of completion of the lane change.
According to the multi-vehicle cooperative lane change control strategy based on vehicle-to-vehicle communication, the safe cooperative lane change of the multiple vehicles is realized by acquiring the state information of surrounding vehicles in real time and calculating the safe distance between the lane change vehicle and a straight-ahead vehicle as well as between the lane change vehicles. The invention considers the driving state change possibly occurring in the lane changing process, sets the control strategy when encountering danger, changes the original lane changing track or returns to the original lane, can ensure that the collision condition caused by external interference does not occur in the lane changing process, and improves the safety of the lane changing process.
Additional features and advantages of the invention will be set forth in the description which follows, and in part will be obvious from the description, or may be learned by the practice of the invention.
Drawings
Fig. 1 is a view of a scene of changing lanes of multiple lanes and multiple vehicles at the same time.
Fig. 2 is a flow chart of multi-vehicle cooperative lane change control.
FIG. 3 is a schematic diagram of the position of the vehicle in a geodetic coordinate system.
Fig. 4 is a schematic diagram of a critical collision form between a lane-changing vehicle and a vehicle ahead of a target lane.
Fig. 5 is a schematic diagram of two critical collision forms of a lane-changing vehicle and a vehicle behind a target lane.
Fig. 6 is a schematic diagram of two critical collision forms of a lane-changing vehicle and a front vehicle of an initial lane.
Fig. 7 is a schematic diagram of a critical collision form between a lane-changing vehicle and a vehicle behind an initial lane.
Fig. 8a is a schematic view of collinear cooperative lane change (crossing of lane change directions of two cars).
Fig. 8b is a schematic diagram of parallel cooperative lane change (two cars are in parallel lane change directions).
FIG. 9 is a schematic diagram of four types of critical collisions between two lane-change vehicles in parallel coordination.
FIG. 10 is a schematic view of two types of critical collisions between collinear and lane changing vehicles.
Detailed Description
Taking the expressway scene of fig. 1 as an example, according to the direction shown in the figure, assuming that the vehicle driving direction is rightward, according to the driving habits of China, the rightmost lane (i.e. the lowest lane in the figure) in the three lanes in the driving direction represents a low-speed lane, and the initial vehicle speed is set as v1The second lane is a medium-speed lane, and the initial speed is set as v2The third lane is a high-speed lane, and the initial speed is set as v3(ii) a Suppose M in the figure1、M2For two lane-changing vehicles, the initial positions are in a low-speed lane and a high-speed lane, and the lane is changed to the middle lane in advance; cijAnd (i-1, 2, 3; j-1, 2) respectively represent straight vehicles on three lanes, the subscript i represents a lane number, j represents a vehicle number, and each lane is provided with two straight vehicles in front and at the back. M in the scene1Reversing from low-speed lane to medium-speed lane, M2Reversing from high-speed lane to medium-speed lane, M1At M2And a front side.
In this case, the multi-vehicle cooperative lane change control flowchart is shown in fig. 2, and includes the following steps:
step 1: lane changing vehicle M1、M2Sending a lane change request, obtaining lane change directions of two lane change vehicles and position, speed and acceleration information of all vehicles in the scene through vehicle-to-vehicle communication, and sending the lane change request to the M1And (6) summarizing. Theoretically, it is possible to control by which vehicle, but in order to avoid confusion, it is prescribed that the vehicle initiating the lane change first or the vehicle changing the lane ahead is controlled, here too, M is assumed1In the front.
Step 2: by M1Performing collaborative track changing planning, wherein the planning algorithm assumes constant acceleration of the straight-ahead vehicle; calculating a safe distance Model (MSS) after obtaining the track, and if the MSS is judged to be safe, M1Distributing track changing track data, and carrying out cooperative track changing on the two vehicles; otherwise, the two vehicles give up changing lanes and continue to run.
The speed characteristic of the straight-ahead vehicle is not limited in this scenario, and may be a uniform speed, a uniform acceleration, a variable acceleration, and the like. Because the speed and acceleration information of the straight-ahead vehicle are needed when the lane changing vehicle carries out track planning and safe distance calculation, and only the current moment information of the straight-ahead vehicle can be obtained through vehicle-vehicle communication and future information cannot be predicted, the acceleration of the straight-ahead vehicle is assumed to be constant in a track planning algorithm, namely the current moment acceleration, and the method is simple prediction of a straight-ahead driver model; if the straight-driving vehicle is not actually accelerated and the collision is detected to be possible in the lane changing process, the track is re-planned according to the updated speed and acceleration information of the straight-driving vehicle.
And step 3: performing vehicle-vehicle communication in real time in the lane changing process to obtain information of the vehicle and surrounding vehicles, calculating the safety distance, and if the safety distance is judged to be safe, M1、M2Continuously changing the track according to the original track; if M is judged1Will collide with a straight-driving vehicle, change M1Motion trajectory, at this time M2Continuously changing the track according to the original track; if M is judged2Will collide with a straight-driving vehicle, change M2Motion trajectory, at this time M1Continuously changing the track according to the original track; if M is1And M2If the vehicle can collide with other vehicles, the tracks of the two vehicles are modified simultaneously, or the vehicle returns to the original track.
And 4, step 4: the specific method for changing the motion trail in the step 3 comprises the following steps: firstly, trying to carry out track planning of continuous lane changing by using information of a lane changing vehicle and a straight-ahead vehicle at the current moment so as to achieve a lane changing target and calculating a safe distance; if the re-planned lane change track is safe, the lane change is continued according to the new track, otherwise, the safe lane change condition is not satisfied, and the track returning to the original lane is planned to ensure the driving safety of the vehicle.
In the multi-vehicle collaborative lane change track planning method, initial lane change track planning and secondary track planning in the lane change process both adopt a fifth-order polynomial track:
x(t)＝A5t5+A4t4+A3t3+A2t2+A1t+A0
y(t)＝B5t5+B4t4+B3t3+B2t2+B1t+B0
wherein t is time and represents a certain moment, and x (t) and y (t) respectively represent the longitudinal position coordinate and the transverse position coordinate of the lane changing vehicle on the lane; a. theiAnd Bi(i ═ 0,1,2,3,4,5) is a polynomial coefficient determined by the algorithm described below: a is obtained by listing the boundary condition equation and converting the boundary condition equation into a constraint optimization problem to solveiAnd Bi。
Let tinIndicates the initial time of lane change, tfinIndicating the track changing completion time; x is the number ofin,xfin,yin,yfinRespectively representing the vehicle positions in the x and y directions (longitudinal and transverse directions of a lane) at the initial lane changing time and the finishing time;
respectively representing the moving speed of the vehicle in the x and y directions at the initial lane changing time and the finishing time;
respectively representing the acceleration of the vehicle in the x and y directions at the initial time and the finishing time of lane changing. According to the vehicle state information at the initial and end times of lane changing, listing a boundary condition equation:
x(tin)＝xin 
y(tin)＝yin 
x(tfin)＝xfin 
y(tfin)＝yfin 
the algorithm does not require the speed of a straight-ahead vehicle, but temporarily assumes that the vehicle in front of the target lane is in uniform acceleration running during solving and calculating, and requires that the speed and the acceleration of the vehicle in the lane change are the same as those of the vehicle in front of the target lane when the lane change is finished. The y direction is the lateral direction, i.e. the width of the road, and the lateral position y is fixed, as is known, after the lane change the vehicle travels on the center line of the target lane. Therefore, the unknown parameter of the equation set is the track-changing completion time tfinVehicle x-direction position x at lane change completion timefinAnd converting the optimization problem into an optimization problem solution with constraints.
The objective function of the optimization problem considers the comfort and the traffic efficiency of the lane changing vehicle, and is evaluated by the longitudinal acceleration and the transverse acceleration of the vehicle (the acceleration is the derivative of the acceleration to the time) and the longitudinal length of the track respectively; weighting and carrying out non-dimensionalization on the two targets to obtain an objective function:
w1,w2,w3is a weight coefficient, jx、jyFor longitudinal and transverse accelerations, ax,max、ay,maxMaximum longitudinal and lateral acceleration, jx,max、jy,maxThe maximum longitudinal and transverse acceleration is obtained.
The constraint function of the optimization problem needs to take into account the lane width limit, the maximum speed, acceleration and jerk limits during lane change required for vehicle comfort and dynamics:
0<|y(t)-yin|<wL
wherein, wLIs the lane width, vmaxThe highest speed allowed for the lane. The problem can not be solved by an analytic expression, and can be solved by using an interior point method to obtain a vehicle lane change track which enables the objective function value to be minimum, namely the lane change ending time, the vehicle position at the time and a lane change track polynomial coefficient AiAnd Bi(i＝0,1,2,3,4,5)。
After the trajectory planning is completed, a safe distance model between the vehicles can be determined according to the trajectory.
Safe distance model between lane changing vehicle and straight-ahead vehicle
Safety between vehicles needs to be judged after the trajectory planning is completed and at each step in the lane changing process. Under the scene of changing lanes by multiple vehicles, the safe distance model is divided into a safe distance model between a lane changing vehicle and a straight-going vehicle and a safe distance model between two lane changing vehicles.
Fig. 3 shows the positioning of the lane-changing vehicle M in the geodetic coordinate system, which has the advantage that the coordinate system does not change with the movement of the vehicle in the geodetic coordinate system, the vehicle can be simplified into a planar model, the four corner points of the vehicle are designated as A, B, C, D points, the corresponding entity is a vehicle edge, and the included angle between the vehicle driving direction and the positive direction of the x-axis of the coordinate system is θ. The required parameters include:
the vehicle center of mass position (x, y),
distance L from vehicle center to front bumperf，
Distance L from vehicle center to rear bumperr，
Viewed from the forward running direction, the longitudinal distance from one point on the left side surface and the right side surface of the vehicle (shown as an upper side line AD and a lower side line BC in the figure) to the center of the vehicle is L, the value of the point close to the front end surface (the point A or the point B) is positive, and the value range is-Lr<l<Lf，
The width of the vehicle B is such that,
the distance between one point on the front bumper and one point on the rear bumper of the vehicle and the midpoint of the bumper is twice B, the value of the position close to the left side surface (the point A or the point D) is positive, and the value range is-B < B < B.
The safe distance model is designed on the basis of the parameters. When the safe distance model between the lane changing vehicle and the straight-ahead vehicle is researched, the safe distance model can be simplified into four models, and the lane changing vehicle M and the front vehicle L of the target lane are respectively deduceddRear vehicle F of target lanedFront vehicle L of initial laneoInitial lane rear vehicle FoA safe distance model therebetween. Because the acceleration of the straight-ahead vehicle can be changed at will, the straight-ahead vehicle can collide at any time in the lane changing process, all possible situations need to be analyzed, and at each time, only the information of the current time of the straight-ahead vehicle can be received, so that the straight-ahead vehicle is assumed to be in the current time during calculationAnd (3) accelerating the uniform acceleration running, estimating the specific position of the subsequent moment of the uniform acceleration running, calculating the safe distance, and recalculating the updated information of each step to ensure the safety of the whole lane changing process.
The specific scenarios to be considered are:
1. lane changing vehicle M and target lane front vehicle LdA safety distance therebetween
Analysis of the lane-changing Process, M and LdThe critical collision conditions of (a) are: when M vehicles A point (left front angle of vehicle) crosses LdThe AB side of M (the front end face of the vehicle) is equal to L behind the lower sideline BC (the right side face of the vehicle)dThe right rear angle C point of the front panel collides with the rear panel. So, as shown in fig. 4, if the distance S between the collision point P and the preceding vehicle is greater than 0, it is ensured that no collision occurs:
(xLd，yLd) Representing the position of the center of mass of the front vehicle of the target lane, LrLdRepresents the distance from the center of the front vehicle to the rear bumper of the target lane, (x)M，yM) Representing the barycenter position of the lane-changing vehicle, namely the longitudinal position and the transverse position on the lane; l isfMIndicating the distance from the center of the lane-changing vehicle to the front bumper, theta indicating the included angle between the driving direction of the lane-changing vehicle and the x direction of the coordinate system, bMHere, the distance from the collision point to the middle point of the bumper of the lane-changing vehicle is twice, BLdRepresenting the width of the vehicle ahead of the target lane. In the following formulas, the corresponding parameters are similar to each other and should not be interpreted.
The initial distance between the lane changing vehicle and the front vehicle of the target lane during the reverse-thrust critical collision is as follows:
dclls＝(xLd(0)-LrLd)-(xM(0)+LfM)
(0) represents an initial time; maximum initial distance during lane change, i.e. avoidance of collisionMinimum safe distance to collision, therefore safe distance model MSS (M, L) between lane change vehicle and front vehicle of target laned) Comprises the following steps:
t∈[t1,tfin]
bM∈[-BM,BM]
wherein t is1Satisfies the following conditions:
2. lane changing vehicle M and target lane rear vehicle FdA safety distance therebetween
See FIG. 5, M and FdThe collision form is divided into two parts: at t1～t2The critical collision conditions during the time period are: AD side (left side) and F of M vehicledPoint B (right front corner) collision; at t2～tfinThe critical collision conditions during the time period are: straight vehicle F collided at point D (left rear corner) of M vehiclesdThe AB side (front end face). Wherein t is1For M cars, the left front angle A reaches FdTime of vehicle BC line, t2The time at which the left rear corner D reaches the line is determined by the following equation:
according to the method of case 1, when S is greater than 0, a safety distance of two stages can be obtained:
t∈[t1,t2]
l∈[-LrM,LfM]
s.t.t∈[t2,tfin]
the safe distance between the lane changing vehicle and the rear vehicle of the target lane is the maximum value of two stages:
MSS(M,Fd)＝max(MSS1(M,Fd),MSS2(M,Fd))
3. lane changing vehicle M and initial lane front vehicle LoModel of safety distance between
See FIG. 6, M and LoThe safety distance between can also be divided into two phases: at 0 to t1In the time interval, the critical collision conditions are B point (right front angle) and L point of M vehiclesoIs collided with the rear edge line CD (rear end face) edge at t1～t2In the time zone, the critical collision condition is that the BC side (right side) of the M vehicle collides with the straight-ahead vehicle LoLeft rear angle D point of (1), where t1,t2Satisfies the following conditions:
the expression of the safety distance obtained in the two stages is as follows:
s.t.t∈[0,t1]
t∈[t1,t2]
l∈[-LrM,LfM]
in the lane changing process, the lane changing vehicle and the front vehicle L of the initial laneoThe minimum safe distance of (c) is:
MSS(M,Lo)＝max(MSS1(M,Lo),MSS2(M,Lo))
4. lane changing vehicle M and initial lane rear vehicle FoModel of safety distance between
See FIG. 7, M and FoThe critical collision condition therebetween can be summarized as one: CD edge (rear end) and F of lane changing vehicle MoPoint a of left front corner of (a); to t2Right rear corner point C of vehicle leaves F at time MoAnd the upper edge line, and no collision will occur thereafter. The safe distance model is then:
t∈[0,t2]
bM∈[-BM,BM]
safe distance model between two lane-changing vehicles
The safe distance model between two lane-changing vehicles adopts the research results of Yanggang and the like. According to the difference of the lane changing directions of the two cars, the lane changing can be divided into a parallel cooperative lane changing (the lane changing directions of the two cars are parallel) and a collinear cooperative lane changing (the lane changing directions of the two cars are crossed), as shown in fig. 8a and 8 b.
Step 1: and judging the type of the cooperative lane change according to the lane change direction, if the cooperative lane change is parallel, skipping to the step 2, and if the cooperative lane change is collinear, skipping to the step 3.
Step 2: minimum safe distance between vehicles in parallel and changing lanes cooperatively
The critical collision forms possibly occurring in the parallel collaborative lane changing process are shown in fig. 9, and there are 4 cases in total, each case can list the critical collision equation as much as possible and reversely deduct the maximum initial distance, namely the minimum safe distance. Minimum safe distance MSS (M) of whole channel change process1,M2) Is the maximum value under four forms, and the subscripts 1 and 2 of parameters in the four formulas represent M respectively1Vehicle and M2The meaning and expression method of the relevant parameters of the car are explained in the foregoing, but not explained in any way.
First case, as (a) in fig. 9:
tc∈[0,max(tf1,tf2)],
b2∈[-B2,B2]
tf1、tf2for changing lanes of vehicles M1、M2The track changing end time is obtained in the track planning link, and the following steps are carried out.
Second case, as (b) in fig. 9:
tc∈[0,max(tf1,tf2)],
b1∈[-B1,B1].
third case, as (c) in fig. 9:
tc∈[0,max(tf1,tf2)],
b1∈[-B1,B1].
a fourth case, as (d) in fig. 9:
tc∈[0,max(tf1,tf2)],
b2∈[-B2,B2].
taking the maximum value:
MSS(M1,M2)＝max(dclls1,dclls2,dclls3,dclls4)
and step 3: minimum safe distance between collinear cooperating lane changing vehicles
The critical collision form that may occur during the collinear co-lane change process is shown in fig. 10, and there are two possibilities, in each case, the critical collision equation can be listed up and the maximum initial distance, i.e. the minimum safe distance, can be deduced reversely, and the minimum safe distance in the first case is as follows. Minimum safe distance MSS (M) of whole channel change process1,M2) Is the maximum of two forms:
first case, as (a) in fig. 10:
tc∈[0,max(tf1,tf2)],
b2∈[-B2,B2]
second case, as (b) in fig. 10:
tc∈[0,max(tf1,tf2)],
b1∈[-B1,B1]
taking the maximum value:
MSS(M1,M2)＝max(dclls1,dclls2)
the drawings and the embodiments are not to be considered as the only limitations of the present invention, and any equivalent changes or modifications made within the spirit of the present invention should be considered as falling within the protection scope of the present invention.
After the initial track changing track is planned, the track changing vehicles and the straight-ahead vehicles as well as the two track changing vehicles need to run according to the planned track on the premise of meeting the safety distance; if the safe distance is found to be not satisfied in the running process, the track changing track needs to be planned again, the safe distance is calculated again, if the safe distance is satisfied again, the vehicle runs according to the re-planned track, if the safe distance is not satisfied any more, the safe track changing condition is not satisfied any more, the track needing to be planned and returned to the original lane needs to be planned and returned to the original lane for running. The method for planning the track and the method for calculating the safe distance are carried out according to the method.
Claims (1)
1. A multi-vehicle cooperative lane change control method based on vehicle-to-vehicle communication is characterized by comprising the following steps:
the method comprises the following steps: all vehicles run in any state according with traffic rules in a road scene, and each vehicle broadcasts own vehicle information to surrounding vehicles through vehicle-to-vehicle communication in each control period of multi-vehicle cooperative lane change;
when lane changing is carried out in advance, firstly, a lane changing request is sent out by a lane changing vehicle, the vehicle which initiates the lane changing request firstly or the vehicle which is positioned in the front of the running vehicle in the lane changing request is simultaneously initiated to serve as a master control vehicle, and the lane changing request of the lane changing vehicle and the position, speed and acceleration information of all vehicles in the scene are received;
step two: the master control vehicle plans an initial cooperative track changing track according to all vehicle information and vehicle parameters, calculates a safe distance between a track changing vehicle and a straight-going vehicle and a safe distance between the track changing vehicle and the track changing vehicle according to the track changing track and the current running state of each vehicle, distributes track changing track data to each vehicle if each vehicle under the track changing track meets the requirement of the safe distance, enables the track changing vehicle to change the track according to the planned track, and needs to plan the track changing track again if each vehicle under the track changing track cannot meet the requirement of the safe distance, and abandons the track changing;
step three: in the lane changing process, the master control vehicle calculates the safe distance between the lane changing vehicle and the straight-going vehicle and the safe distance between the lane changing vehicle and the lane changing vehicle in real time in each control period according to the lane changing track and the running state of surrounding vehicles, and judges whether the actual running distance meets the safe distance in real time;
if the actual driving distance is judged to be safe, the lane changing vehicle continues to carry out the cooperative lane changing according to the initial lane changing track; if the actual driving distance is judged to be unsafe in the lane changing process, the main control vehicle plans the lane changing track again according to the current state information of all vehicles and recalculates the safe distance, when the actual driving distance is judged to be safe again, the lane changing can be continued, otherwise, the lane changing vehicle gives up the lane changing and returns to the original lane for driving;
between the lane changing vehicle and the straight-ahead vehicle, four safe distance situations are included:
lane changing vehicle M and target lane front vehicle LdSafe distance between, lane changing vehicle M and target lane rear vehicle FdSafe distance between, lane changing vehicle M and initial lane front vehicle LoSafe distance between, lane changing vehicle M and initial lane rear vehicle FoA safe distance therebetween;
lane changing vehicle M and target lane front vehicle LdMSS (M, L) of the safety distance model betweend) Comprises the following steps:
t∈[t1,tfin]
bM∈[-BM,BM]
wherein t is1Satisfies the following conditions:
xM(t) represents the longitudinal position of the center of mass of the lane-changing vehicle at time t, xM(0) Indicating the longitudinal position of the centroid of the lane change vehicle at the start of lane change, LfMThe distance from the center of the lane changing vehicle to the front bumper is shown, theta is the included angle between the driving direction of the lane changing vehicle and the longitudinal coordinate axis of the lane, bMRepresenting twice the distance, y, from a point on the front and rear bumpers of the vehicle to the midpoint of the respective bumperM(t) represents the transverse position of the center of mass of the lane-changing vehicle, BMIndicating the width of the lane-changing vehicle;
xLd(t) represents the longitudinal position of the center of mass of the front vehicle of the target lane at the time t, xLd(0) Represents the longitudinal position of the mass center of the front vehicle of the target lane at the starting moment, yLd(t) represents the transverse position of the center of mass of the front vehicle of the target lane, BLdRepresenting the width of a front vehicle of the target lane; t is tfinIndicating the track changing completion time;
lane changing vehicle M and target lane rear vehicle FdThe safe distance model between is:
MSS(M,Fd)＝max(MSS1(M,Fd),MSS2(M,Fd))
wherein,
t∈[t1,t2]
l∈[-LrM,LfM]
s.t.t∈[t2,tfin]
wherein t is1,t2Satisfies the following conditions:
xFd(t) represents the longitudinal position of the center of mass of the vehicle behind the target lane at the moment t, xFd(0) Represents the longitudinal position of the center of mass of the rear vehicle of the target lane at the starting moment, xM(t) represents the longitudinal position of the center of mass of the lane-changing vehicle at time t, xM(0) Indicating the longitudinal position of the centroid of the lane change vehicle at the start of lane change, LrMIndicating the distance, L, from the center of the lane-changing vehicle to the rear bumperfMIndicating the distance from the center of the lane-changing vehicle to the front bumper, bMRepresents twice the distance between one point on the front bumper and one point on the rear bumper of the lane-changing vehicle and the midpoint of the corresponding bumper, and theta represents the driving direction of the lane-changing vehicle and the longitudinal direction of the laneThe angle between the axes of the coordinates, l represents the longitudinal distance from a point on the left and right sides of the lane-changing vehicle to the center of the vehicle, yM(t) represents the transverse position of the center of mass of the lane-changing vehicle, BMIndicating width of lane-change vehicle, yFd(t) represents the transverse position of the center of mass of the vehicle behind the target lane, BFdIndicating the rear vehicle width, t, of the target lanefinIndicating the track changing completion time;
lane changing vehicle M and initial lane front vehicle LoThe safe distance model between is:
MSS(M,Lo)＝max(MSS1(M,Lo),MSS2(M,Lo))
wherein,
s.t.t∈[0,t1]
t∈[t1,t2]
l∈[-LrM,LfM]
wherein t is1,t2Satisfies the following conditions:
xM(t) represents the longitudinal position of the center of mass of the lane-changing vehicle at time t, xM(0) Represents the longitudinal position, x, of the centroid of the lane-changing vehicle at the lane-changing start timeLo(t) represents the longitudinal position of the center of mass of the front vehicle of the initial lane at the time t, xLo(0) Indicating initial lane at start timeLongitudinal position of front vehicle mass center, LfMIndicating the distance, L, from the center of the lane-changing vehicle to the front bumperrMIndicates the distance from the center of the lane-changing vehicle to the rear bumper, BMRepresenting the width of the lane changing vehicle, theta representing the included angle between the driving direction of the lane changing vehicle and the longitudinal coordinate axis of the lane, l representing the longitudinal distance from one point on the left and right side surfaces of the lane changing vehicle to the center of the vehicle, yM(t) represents the lateral position of the lane-change vehicle's center of mass, yLo(t) represents the transverse position of the center of mass of the vehicle ahead of the initial lane, BLoRepresenting the front vehicle width of the initial lane;
lane changing vehicle M and initial lane rear vehicle FoThe safe distance model between is:
t∈[0,t2]
bM∈[-BM,BM]
t2the time when the right rear corner of the lane changing vehicle leaves the left side surface of the rear vehicle of the initial lane;
xFo(t) represents the longitudinal position of the center of mass of the vehicle behind the initial lane at the moment t, xFo(0) Represents the longitudinal position of the center of mass of the vehicle behind the initial lane at the initial moment, xM(t) represents the longitudinal position of the center of mass of the lane-changing vehicle at time t, xM(0) Indicating the longitudinal position of the centroid of the lane change vehicle at the start of lane change, LrMIndicates the distance from the center of the lane-changing vehicle to the rear bumper, BMRepresenting the width of the lane-changing vehicle, theta representing the included angle between the driving direction of the lane-changing vehicle and the longitudinal coordinate axis of the lane, yM(t) represents the lateral position of the lane-change vehicle's center of mass, yFo(t) represents the transverse position of the center of mass of the vehicle behind the initial lane, BFoIndicating the vehicle width behind the initial lane.
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