CN112040392B - Multi-vehicle cooperative lane change control system and method based on vehicle-to-vehicle communication - Google Patents

Multi-vehicle cooperative lane change control system and method based on vehicle-to-vehicle communication Download PDF

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CN112040392B
CN112040392B CN202010766329.4A CN202010766329A CN112040392B CN 112040392 B CN112040392 B CN 112040392B CN 202010766329 A CN202010766329 A CN 202010766329A CN 112040392 B CN112040392 B CN 112040392B
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CN112040392A (en
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李丹阳
林棻
孙铭鸿
赵又群
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Nanjing University of Aeronautics and Astronautics
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    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04W—WIRELESS COMMUNICATION NETWORKS
    • H04W4/00—Services specially adapted for wireless communication networks; Facilities therefor
    • H04W4/02—Services making use of location information
    • H04W4/025—Services making use of location information using location based information parameters
    • H04W4/027—Services making use of location information using location based information parameters using movement velocity, acceleration information
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/16—Anti-collision systems
    • G08G1/161—Decentralised systems, e.g. inter-vehicle communication
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/16—Anti-collision systems
    • G08G1/166—Anti-collision systems for active traffic, e.g. moving vehicles, pedestrians, bikes
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/16—Anti-collision systems
    • G08G1/167—Driving aids for lane monitoring, lane changing, e.g. blind spot detection
    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04W—WIRELESS COMMUNICATION NETWORKS
    • H04W4/00—Services specially adapted for wireless communication networks; Facilities therefor
    • H04W4/30—Services specially adapted for particular environments, situations or purposes
    • H04W4/40—Services specially adapted for particular environments, situations or purposes for vehicles, e.g. vehicle-to-pedestrians [V2P]
    • H04W4/46—Services specially adapted for particular environments, situations or purposes for vehicles, e.g. vehicle-to-pedestrians [V2P] for vehicle-to-vehicle communication [V2V]
    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04W—WIRELESS COMMUNICATION NETWORKS
    • H04W4/00—Services specially adapted for wireless communication networks; Facilities therefor
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Abstract

The invention relates to a multi-vehicle cooperative lane change control system and method based on vehicle-to-vehicle communication. The method mainly designs a multi-vehicle cooperative lane change control method of an upper decision layer under a set scene, in the method, all vehicles in the set scene share driving information through vehicle-vehicle communication, lane change vehicles carry out feasibility judgment according to the information after sending out a request, expected control input, namely longitudinal expected acceleration, of three cooperative vehicles is determined by solving a quadratic programming problem designed by the invention after the feasibility judgment, and the expected control input is shared to the cooperative vehicles. The invention assumes that the control unit of each vehicle can realize accurate longitudinal and transverse vehicle control according to the required control input, does not design the realization of control in detail, fully utilizes the vehicle-vehicle communication technology, and improves the safety and comfort when the vehicle changes lanes.

Description

Multi-vehicle cooperative lane change control system and method based on vehicle-to-vehicle communication
Technical Field
The invention belongs to the field of intelligent networked automobile active safety control, and particularly relates to a multi-automobile cooperative lane change control system and method based on automobile-automobile communication.
Background
The lane change merge behavior of the vehicle is one of the most basic and dangerous driving behaviors, and requires a driver to fully consider the road environment information of the vehicle and the running conditions of surrounding vehicles when entering the lane change, so that the decision process is complex. With the continuous development of the expressway and urban road network in China in recent years, the number of traffic safety accidents caused by the fact that vehicles change lanes and merge into the expressway and urban road network continuously rises. Most accidents are caused by the fact that the lane-changing vehicles and surrounding vehicles cannot timely and comprehensively acquire the driving information of other vehicles when the lane-changing vehicles are merged, so that drivers make wrong decision-making behaviors. Meanwhile, due to the sudden behavior of lane changing, surrounding vehicles cannot acquire lane changing signals and driving information of lane changing vehicles in time, so that the driving state of the vehicle is forced to be changed rapidly, and the driving efficiency and the comfort of a driver are seriously influenced. Therefore, based on the vehicle-to-vehicle communication technology, the lane changing vehicle and the surrounding vehicles can share and cooperate information in the lane changing and merging process, and the method has important significance for reducing the potential safety hazard of vehicle lane changing and improving the vehicle running efficiency and the comfort of drivers.
With the development of vehicle wireless communication network technology in recent years, the intelligent internet automobile can acquire surrounding vehicle information in real time, and a communication basis is provided for realizing the cooperative cooperation of vehicles in the lane change and merging process. However, currently, based on vehicle-to-vehicle communication, research on a multi-vehicle cooperative decision method in a lane change scene is still few, and the following disadvantages exist: most researches and applications can realize the information sharing of lane changing vehicles and surrounding vehicles by using a vehicle-vehicle communication technology, but only carries out track planning and control on the lane changing vehicles, neglects the utilization of the information and carries out decision optimization and control on the surrounding vehicles at the same time, and realizes vehicle-vehicle cooperative lane changing; meanwhile, many researches only perform safety assessment and planning decision on the vehicle at the beginning of lane changing, and dynamic optimization and adjustment of the vehicle cannot be realized in the lane changing process; in addition, studies have focused on the safety of the lane-change process, ignoring other factors such as driver comfort.
At present, regarding research work on multi-vehicle cooperative lane change, chinese patent document No. CN 109035862B, published japanese patent No. 2018.12.18, discloses a multi-vehicle cooperative lane change control method based on vehicle-to-vehicle communication, proposes a control strategy of multi-vehicle cooperative lane change, and establishes a safe distance model under a straight-going vehicle acceleration-changing condition and a safe distance model between two lane change vehicles. 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. However, the track planning and control is only performed on the lane changing vehicle, the decision optimization and control are also performed on surrounding vehicles by neglecting the information, the vehicle-vehicle cooperative lane changing is realized, meanwhile, the safety evaluation and the track planning are only performed on the vehicle at the beginning of the lane changing, and the dynamic optimization and adjustment of the vehicle cannot be realized in the lane changing process.
Disclosure of Invention
Aiming at the problems, the invention provides a multi-vehicle cooperative lane change control system and method based on vehicle-to-vehicle communication, which solve the safety accident caused by the lack of effective and timely information in the lane change converging process of the vehicle by means of information transmission among vehicles, and simultaneously improve the driving efficiency and the comfort of a driver in the lane change converging process of the vehicle. The following technical scheme is adopted specifically:
a multi-vehicle cooperative lane changing control system based on vehicle-to-vehicle communication comprises cooperative lane changing modules arranged on each vehicle, wherein each cooperative lane changing module comprises a sensing unit, a communication unit, a decision unit, a control unit and a prompt unit;
the sensing unit comprises a Differential Global Positioning System (DGPS), a Controller Area Network (CAN) bus, a wheel speed sensor, a transverse acceleration sensor and a longitudinal acceleration sensor, and the DGPS, the wheel speed sensor, the transverse acceleration sensor and the longitudinal acceleration sensor are connected with the decision unit through the CAN bus; wherein, the differential global positioning system DGPS is used for positioning the position of the vehicle in real time and transmitting the position to the decision unit; the wheel speed sensor is arranged on a wheel and used for acquiring the speed of the bicycle in real time and transmitting the speed to the decision unit; the longitudinal acceleration sensor and the transverse acceleration sensor are respectively used for acquiring the longitudinal acceleration and the transverse acceleration of the self-vehicle in real time and transmitting the longitudinal acceleration and the transverse acceleration to the decision unit;
the communication unit is used for realizing the exchange of information between vehicles within a preset distance through DSRC equipment;
the decision unit is electrically connected with the sensing unit, the communication unit, the control unit, the prompting unit and an ECU of the vehicle respectively and is used for controlling the communication unit to send the position of the vehicle, the speed of the vehicle, the longitudinal acceleration and the transverse acceleration of the vehicle to the vehicles within the surrounding preset distance in a periodic broadcast mode and simultaneously receive the position of the vehicle, the speed of the vehicle, the longitudinal acceleration and the transverse acceleration of the vehicle and lane change signals of the vehicles within the surrounding preset distance; judging whether lane changing is possible or not after receiving a lane changing signal of a vehicle ECU, if not, reminding a driver that lane changing is unsafe by a control prompting unit, if so, respectively calculating the transverse expected acceleration and the longitudinal expected acceleration of the own vehicle and the cooperative vehicle at the current moment, transmitting the transverse expected acceleration and the longitudinal expected acceleration of the own vehicle to the control unit, and transmitting the transverse expected acceleration and the longitudinal expected acceleration of the cooperative vehicle to the cooperative vehicle through a communication unit; after receiving lane change signals of other vehicles, transmitting the longitudinal expected acceleration transmitted by the lane change vehicle to the control unit; the lane changing vehicle is a vehicle SV which sends a lane changing signal, the cooperative vehicle comprises an adjacent front vehicle PV and an adjacent rear vehicle FV of a target lane, and the uncoordinated vehicle comprises a front vehicle NPV of the adjacent front vehicle PV and a rear vehicle NFV of the adjacent rear vehicle FV of the target lane;
the control unit is used for controlling the vehicle to run according to the received longitudinal expected acceleration and the received transverse expected acceleration, so that the longitudinal acceleration and the transverse acceleration of the vehicle are respectively equal to the received longitudinal expected acceleration and the transverse expected acceleration.
The prompting unit is used for prompting whether lane changing is feasible or not and whether lane changing is finished or not by a driver through a vehicle-mounted display;
the invention also discloses a cooperative lane change control method of the multi-vehicle cooperative lane change control system based on vehicle-to-vehicle communication, which comprises the following steps:
step 1), respectively acquiring a position, a speed, a longitudinal acceleration and a transverse acceleration of a self vehicle by a DGPS, a wheel speed sensor, a transverse acceleration sensor and a longitudinal acceleration sensor, and transmitting the positions to a decision unit;
step 2), the decision unit controls the communication unit to send the position, the speed, the longitudinal acceleration and the transverse acceleration of the vehicle to the vehicles within the surrounding preset distance in a periodic broadcast mode, and meanwhile receives the position, the speed, the longitudinal acceleration and the transverse acceleration sent by the vehicles within the surrounding preset distance;
and step 3), if the decision unit receives a lane change signal of the ECU of the self vehicle, the self vehicle enters the lane change state, and the self vehicle is a lane change vehicle:
step 3.1), a decision unit of the lane change vehicle SV judges the feasibility of multi-vehicle cooperative lane change:
step 3.1.1), the transverse acceleration of the bicycle is changed according to a preset sine functionLaw, calculating lane change time T of lane change vehicle according to preset standard lane width thresholdlcThe lane change time is the time from the beginning of lane change to the end of lane change of the vehicle;
the preset change rule of the transverse acceleration is as follows:
Figure BDA0002614801240000031
in the formula, asv，y(t) lateral acceleration of the lane-change vehicle, ay，maxIs a preset maximum lateral acceleration threshold, TlcIs lane change time;
step 3.1.2), enabling the non-cooperative vehicle to keep the speed at the initial moment to run at a constant speed in the lane changing process, and enabling the cooperative vehicles FV and PV to do uniform deceleration and uniform acceleration motions respectively at a preset maximum safe deceleration threshold and a preset maximum safe acceleration threshold; to make the lane-changing vehicle to have the minimum longitudinal acceleration aSV，minThe first safety distance model is just met between the middle moment of even acceleration to lane change and FV, and the maximum longitudinal acceleration a is usedSV，maxUniformly accelerating to the end time TlcExactly meeting the first safety distance model with PV, and solving aSV，minAnd aSV，maxThe middle time of lane change is after the lane change is started
Figure BDA0002614801240000032
Time of day;
the first safe distance model, namely the safe distance model between the lane changing vehicle and the cooperative vehicle, is as follows:
Figure BDA0002614801240000033
the second safe distance model, namely the safe distance model between the cooperative vehicle and the non-cooperative vehicle, is as follows:
ΔX2≥ΔX2S＝Ts*vf+L+ds
wherein, the delta X1 is the longitudinal position difference of the mass centers of the lane changing vehicle and the coordinated vehicle, delta X1SFor changing lane vehicles and coordinating vehiclesFull distance, vfFor changing-lane vehicles and coordinating the speed of the rear vehicle in the vehicle, TsFor a predetermined maximum reaction time of the driver, L for a predetermined standard body length, dsAt a preset minimum safe parking distance, theta is a vehicle body yaw angle, delta X2 is a mass center longitudinal position difference between an uncoordinated vehicle and a coordinated vehicle, and delta X1SA critical safety distance between the uncoordinated vehicle and the coordinated vehicle;
step 3.1.3), if aSV，min＜aSV，maxIf the lane change vehicle is in the feasible range in the longitudinal expected acceleration, judging that the multi-vehicle cooperative lane change is feasible, and executing the step 3.2), otherwise, judging that the lane change is not feasible, and executing the step 3.7);
step 3.2), the lane changing vehicle SV sends a lane changing signal to the cooperative and non-cooperative vehicles through the vehicle communication unit, the lane changing vehicle and the cooperative vehicles start to perform cooperative lane changing, the non-cooperative vehicles enter a constant-speed driving state, and the current time is the initial time t0；
Step 3.3), a decision-making unit of the lane-changing vehicle determines longitudinal expected inputs of the own vehicle and the cooperative vehicle, namely the longitudinal expected acceleration, by solving an optimal planning problem by utilizing the positions, the speeds, the longitudinal accelerations and the lateral accelerations of NFV, FV, SV, PV and NPV at the current moment:
the optimal planning problem adopts the following objective function and constraint conditions:
the target function is an optimization target taking total relative kinetic energy density as multi-vehicle cooperative lane change control, and the lane change process is carried out at the middle time of lane change
Figure BDA0002614801240000041
For boundary, the first phase, i.e. from the beginning to the middle time, is divided into two phases, and the first-phase objective function J1 is:
Figure BDA0002614801240000042
in the second stage, from the middle time to the end time of the lane change, the second stage objective function J2 is:
Figure BDA0002614801240000043
in the formula, Fj，j+1(Tlc) The relative energy density m of the j +1 th vehicle and the j th vehicle when the lane change vehicle and the cooperative vehicle uniformly accelerate to the lane change end time at the required expected accelerationj+1Mass of the (j + 1) th vehicle, LjIs the length of the jth vehicle body, xj(Tlc) For the lane-changing vehicle and the cooperative vehicle to uniformly accelerate to the jth vehicle position v at the lane-changing end time at the required expected accelerationj(Tlc) Uniformly accelerating the lane changing vehicle and the cooperative vehicle at the required acceleration to the longitudinal j degrees of the jth vehicle when the lane changing vehicle and the cooperative vehicle run to the lane changing end time; when v isj(Tlc)＞vj+1(Tlc) When, get vj(Tlc)＝vj+1(Tlc)；
Figure BDA0002614801240000044
In order to obtain the relative energy densities of the j +1 th vehicle and the j-th vehicle when the lane changing vehicle and the cooperative vehicle uniformly accelerate to the middle time of lane changing at the required expected acceleration,
Figure BDA0002614801240000045
in order to ensure that the jth vehicle position is the jth vehicle position when the lane changing vehicle and the cooperative vehicle uniformly accelerate to the middle time of lane changing at the required expected acceleration,
Figure BDA0002614801240000046
the longitudinal speed of the jth vehicle is obtained when the lane changing vehicle and the cooperative vehicle uniformly accelerate to the middle time of lane changing at the required acceleration;
the constraints include four parts: firstly, acceleration constraint is carried out, and the expected acceleration is required to be within a preset optimal comfortable acceleration range; secondly, acceleration rate constraint, namely requiring that the vehicle is supposed to accelerate to an expected acceleration rate at a uniform acceleration rate, wherein the acceleration rate is within a preset optimal comfortable acceleration rate range; thirdly, restraining the safe distance between the cooperative vehicle and the non-cooperative vehicle, wherein the cooperative vehicle is required to be assumed to uniformly accelerate at the respective expected acceleration, and the conditions of a first safe distance model and a second safe distance model are met between the cooperative vehicle and the non-cooperative vehicle at the lane change end moment; fourthly, the safe distance of the lane changing vehicle and the non-cooperative vehicle is restrained: enabling the lane changing vehicle and the cooperative vehicle to uniformly accelerate at the respective expected acceleration, and meeting the conditions of a first safety distance model and a second safety distance model between the lane changing vehicle and the non-cooperative vehicle at the end of lane changing;
step 3.4), the lane changing vehicle transmits the calculated longitudinal expected acceleration to the cooperative vehicle through the communication unit, and the cooperative vehicle obtains the corresponding longitudinal expected acceleration;
step 3.5), the control unit of the lane changing vehicle automatically controls the longitudinal acceleration of the vehicle to change to the longitudinal expected acceleration at a uniform acceleration rate in the current control period, and simultaneously automatically controls the transverse acceleration of the vehicle to change to the transverse expected acceleration at the corresponding moment at a preset transverse acceleration change rule;
step 3.6), the lane change vehicle decision-making system judges whether the lane change time is up, if not, the step 3.3) is circularly continued to the step 3.6), and if the lane change time is up, the step 3.7) is started to be executed;
step 3.7), finishing the multi-vehicle cooperative lane change, stopping the system from controlling the vehicles, transmitting the finishing information to the cooperative and non-cooperative vehicles by the communication unit, and informing the driver of operating the vehicles again by the prompting unit;
step 4), if the decision unit receives the lane change signals of other vehicles:
step 4.1), the self vehicle judges the position state of the self vehicle according to the position information of the lane changing vehicle and other vehicles in the preset range received by the communication unit: if the self vehicle is PV or FV, the communication unit continuously receives longitudinal expected input sent by the lane changing vehicle, and the control unit accurately controls the self vehicle to run according to the longitudinal expected input; if the vehicle is NPV or NFV, continuing to keep the speed at the initial moment to drive at a constant speed;
and 4.2) if the own vehicle communication system receives the end information of the own lane changing vehicle, the prompting unit prompts the driver to operate the vehicle again.
The invention has the positive effects that:
1. the information sharing between the lane changing vehicle and the surrounding vehicles is realized by fully utilizing the vehicle-vehicle communication technology, the track planning and control are carried out on the target vehicle, namely the lane changing vehicle, and the decision optimization and control are also carried out on the surrounding vehicles, namely the cooperative vehicles, so that the vehicle-vehicle cooperative lane changing is realized;
2. the real-time dynamic optimization and adjustment of the vehicle can be realized in the lane changing process;
3. besides paying attention to the safety of the lane changing process, other factors such as the comfort of a driver are considered.
Drawings
FIG. 1 is a schematic diagram of a target scenario for an application of the present invention;
FIG. 2 is a flowchart illustrating operation of a vehicle in a lane-change state in conjunction with a lane-change control method of the present invention;
FIG. 3 is a flow chart of the operation of the vehicle in the cooperative and uncooperative states of the present invention;
fig. 4 is a schematic structural diagram of the present invention.
Detailed Description
The technical scheme of the invention is further explained in detail by combining the attached drawings:
taking the lane change merge scenario of fig. 1 as an example: assuming that the traveling direction of the vehicle is rightward, lane change vehicles (hereinafter abbreviated as SV) in the right lane are intended to cut into a target lane between a front vehicle (hereinafter abbreviated as PV) of the target lane and a rear vehicle (hereinafter abbreviated as FV) of the target lane, SV, PV and FV are active vehicles that cooperate with each other according to the proposed method during the entire lane change and return to human-driven vehicles after the lane change, PV is a lane change vehicle, FV and PV are cooperative vehicles, and NFV of the rear vehicle of FV and NPV of the front vehicle of PV are non-cooperative vehicles, the strategy stipulates that the lane change vehicle always keeps traveling at the initial time speed of the lane change. The running information of each vehicle and other vehicles can be sent and received among the vehicles through the vehicle-to-vehicle communication technology, the running information comprises the position, the speed, the acceleration and the like of the current moment, and the position of each vehicle is represented by the position of the center of mass.
As shown in fig. 4, the invention discloses a multi-vehicle cooperative lane change control system based on vehicle-to-vehicle communication, which comprises cooperative lane change modules arranged on each vehicle, wherein each cooperative lane change module comprises a sensing unit, a communication unit, a decision unit, a control unit and a prompt unit;
the sensing unit comprises a Differential Global Positioning System (DGPS), a Controller Area Network (CAN) bus, a wheel speed sensor, a transverse acceleration sensor and a longitudinal acceleration sensor, and the DGPS, the wheel speed sensor, the transverse acceleration sensor and the longitudinal acceleration sensor are connected with the decision unit through the CAN bus; wherein, the differential global positioning system DGPS is used for positioning the position of the vehicle in real time and transmitting the position to the decision unit; the wheel speed sensor is arranged on a wheel and used for acquiring the speed of the bicycle in real time and transmitting the speed to the decision unit; the longitudinal acceleration sensor and the transverse acceleration sensor are respectively used for acquiring the longitudinal acceleration and the transverse acceleration of the self-vehicle in real time and transmitting the longitudinal acceleration and the transverse acceleration to the decision unit;
the communication unit is used for realizing the exchange of information between vehicles within a preset distance through DSRC equipment;
the decision unit is electrically connected with the sensing unit, the communication unit, the control unit, the prompting unit and an ECU of the vehicle respectively and is used for controlling the communication unit to send the position of the vehicle, the speed of the vehicle, the longitudinal acceleration and the transverse acceleration of the vehicle to the vehicles within the surrounding preset distance in a periodic broadcast mode and simultaneously receive the position of the vehicle, the speed of the vehicle, the longitudinal acceleration and the transverse acceleration of the vehicle and lane change signals of the vehicles within the surrounding preset distance; judging whether lane changing is possible or not after receiving a lane changing signal of a vehicle ECU, if not, reminding a driver to unsafe lane changing by a control prompting unit, if so, respectively calculating the transverse expected acceleration and the longitudinal expected acceleration of the own vehicle and the cooperative vehicle at the current moment, and transmitting the transverse expected acceleration and the longitudinal expected acceleration to a control unit and a communication unit; after receiving lane change signals of other vehicles, judging the running state of the vehicle, and transmitting the longitudinal expected acceleration transmitted by the lane change vehicle to the control unit; the lane changing vehicle is a vehicle which sends a lane changing signal, the cooperative vehicle comprises a front vehicle and a rear vehicle which are adjacent to a target lane, and the non-cooperative vehicle comprises a non-adjacent front vehicle and a non-adjacent rear vehicle on the target lane;
the control unit is used for controlling the vehicle to run according to the received longitudinal expected acceleration and the received transverse expected acceleration, so that the longitudinal acceleration and the transverse acceleration of the vehicle are respectively equal to the received longitudinal expected acceleration and the transverse expected acceleration;
the prompting unit is used for prompting whether lane changing is feasible or not and whether lane changing is finished or not by a driver through a vehicle-mounted display;
as shown in fig. 2, the invention also discloses a cooperative lane change control method of the multi-vehicle cooperative lane change control system based on vehicle-to-vehicle communication, wherein a vehicle comprises three states of lane change, cooperative lane change and non-cooperative lane change, and the method comprises the following steps:
step 1), respectively acquiring a position, a speed, a longitudinal acceleration and a transverse acceleration of a self vehicle by a DGPS, a wheel speed sensor, a transverse acceleration sensor and a longitudinal acceleration sensor, and transmitting the positions to a decision unit;
step 2), the decision unit controls the communication unit to send the position, the speed, the longitudinal acceleration and the transverse acceleration of the vehicle to the vehicles within the surrounding preset distance in a periodic broadcast mode, and meanwhile receives the position, the speed, the longitudinal acceleration and the transverse acceleration sent by the vehicles within the surrounding preset distance;
and step 3), if the decision unit receives a lane change signal of the ECU of the self vehicle, the self vehicle enters the lane change state, and the self vehicle is a lane change vehicle:
step 3.1), a decision unit of the lane change vehicle SV judges the feasibility of the multi-vehicle cooperative lane change according to the position, the speed, the longitudinal acceleration and the transverse acceleration of the vehicle:
step 3.1.1), calculating lane change time T before judging lane change feasibilitylcSaid track change time TlcThe time from the start of lane changing to the end of lane changing of the lane changing vehicle is related to the lane changing vehicle SV transverse control strategy provided by the invention;
in the lateral control strategy of the lane changing vehicle, the lateral acceleration of the lane changing vehicle is changed according to a sine function:
Figure BDA0002614801240000071
wherein a issv，y(t)For changing the lateral acceleration of the vehicle SV, ay，maxMaximum lateral acceleration, TlcNamely the lane changing time;
the above formula is integrated twice, and the transverse position change rule of the lane changing vehicle SV can be obtained:
Figure BDA0002614801240000072
Figure BDA0002614801240000073
taking a standard lane width of 3.5m, i.e. ordering ysv，y(t)If 3.5, the lane change time can be determined
Figure BDA0002614801240000074
Step 3.1.2), determining a workshop safety distance model;
defining a safe distance model between the lane changing vehicle and the cooperative vehicle, namely the first safe distance model is as follows:
Figure BDA0002614801240000075
the safe distance model between the cooperative vehicle and the non-cooperative vehicle, namely the second safe distance model, is as follows:
ΔX2≥ΔX2S＝Ts*vf+L+ds (4)
wherein, the delta X1 is the longitudinal position difference of the mass centers of the lane changing vehicle and the coordinated vehicle, delta X1SFor a critical safety distance, v, between the lane-changing vehicle and the cooperating vehiclefFor rear vehicle speed, TsFor a predetermined maximum reaction time of the driver, L for a predetermined standard body length, dsIn order to preset the minimum safe parking distance, theta is the vehicle body yaw angle, and Delta X2 is the non-cooperative vehicle and the cooperative vehicleCenter of mass longitudinal position difference, Δ X1SA critical safety distance between the uncoordinated vehicle and the coordinated vehicle;
step 3.1.3), calculating a feasible range of the longitudinal expected acceleration of the lane changing vehicle SV;
enabling the non-cooperative vehicles to keep the constant speed running at the initial moment in the lane changing process, enabling the cooperative vehicles FV and PV to respectively perform uniform deceleration and uniform acceleration motions according to a preset maximum safe deceleration threshold and a preset maximum safe acceleration threshold, and enabling the lane changing vehicles to perform the uniform deceleration and uniform acceleration motions according to the minimum longitudinal acceleration aSV，minUniformly accelerates to the middle time of lane change
Figure BDA0002614801240000081
Meets the first safety distance model with FV just, and has the maximum longitudinal acceleration aSV，maxUniformly accelerating to the end time TlcExactly meeting the first safety distance model with PV, and solving aSV，minAnd aSV，max(ii) a According to the calculation scheme, aSV，min，aSV，maxCan be solved by the following system of equations:
Figure BDA0002614801240000082
step 3.1.4), judging lane changing feasibility;
if, under the assumption described in step 3.1.3, there is a range of possible longitudinal desired accelerations of the lane-change vehicle SV, i.e. the requested aSV，min＜aSV，maxIf the judgment is qualified, otherwise, the judgment is not qualified;
step 3.2), the SV sends a lane change signal to PV, FV, NFV and NPV through the communication unit, the lane change vehicle SV and the cooperative vehicles PV and FV start to perform cooperative lane change, the non-cooperative vehicles NFV and NPV enter a constant-speed driving state, and meanwhile, the lane change vehicle SV collects the same information as that in the step 2 at the current time t0 again to serve as an initial time parameter;
step 3.3), determining the expected longitudinal acceleration of the three vehicles by the lane changing vehicle by solving the optimal planning problem by using the parameter information of the three vehicles at the current moment, wherein the step is the key and the most important step in the whole process;
the optimal planning problem takes the total relative kinetic energy density as an optimization target of multi-vehicle cooperative lane change control, and the lane change process is carried out at an intermediate moment
Figure BDA0002614801240000083
The boundary is divided into two stages, the first stage, namely the objective function from the beginning to the middle time, is:
Figure BDA0002614801240000084
in the second stage, the objective function from the intermediate time to the lane change end time is as follows:
Figure BDA0002614801240000085
Figure BDA0002614801240000097
in the formula, Fj，j+1(Tlc) The relative energy density m of the j +1 th vehicle and the j th vehicle when the lane change vehicle and the cooperative vehicle uniformly accelerate to the lane change end time at the required expected accelerationj+1Mass of the (j + 1) th vehicle, LjIs the length of the jth vehicle body, xj(Tlc) For the lane-changing vehicle and the cooperative vehicle to uniformly accelerate to the jth vehicle position v at the lane-changing end time at the required expected accelerationj(Tlc) For the lane-changing vehicle and the cooperating vehicle to run with uniform acceleration at the desired acceleration to the longitudinal speed of the jth vehicle at the end of the lane-changing, in particular, when vj(Tlc)＞vj+1(Tlc) When, get vj(Tlc)＝vj+1(Tlc)，
Figure BDA0002614801240000091
The relative energy of the j +1 th vehicle and the j th vehicle when the lane change vehicle and the cooperative vehicle uniformly accelerate to the middle time of lane change at the required expected accelerationThe density of the measured quantity is measured,
Figure BDA0002614801240000092
in order to ensure that the jth vehicle position is the jth vehicle position when the lane changing vehicle and the cooperative vehicle uniformly accelerate to the middle time of lane changing at the required expected acceleration,
Figure BDA0002614801240000093
the longitudinal speed of the jth vehicle is obtained when the lane changing vehicle and the cooperative vehicle uniformly accelerate to the middle time of lane changing at the required acceleration;
parameter x in the objective functionj(Tlc)-xj+1(Tlc)、vj(Tlc)-vj+1(Tlc) The specific calculation method is as follows:
Figure BDA0002614801240000094
Figure BDA0002614801240000095
wherein u isX(i) I.e. the desired longitudinal acceleration, X, of the vehicle X in the ith control cycleX(ti) For vehicle X at tiLongitudinal position of time, vX(ti) For vehicle X at tiLongitudinal velocity at the moment;
the constraint conditions of the optimal planning problem comprise the following four parts;
the first is acceleration restraint:
Figure BDA0002614801240000096
wherein u iscmin、ucmaxFor the minimum and maximum values of the preset optimal comfort acceleration range, ubminIs a preset maximum deceleration;
secondly, acceleration rate constraint:
Figure BDA0002614801240000101
wherein, JcmaxIs the maximum value of the preset optimal comfortable acceleration rate range;
thirdly, a safe distance constraint of the cooperative vehicle and the non-cooperative vehicle (the constraint is established under the condition that the cooperative vehicle uniformly accelerates at the expected acceleration and two vehicles meet a safe distance model at the lane change end moment):
Figure BDA0002614801240000102
wherein Δ XNF(Tlc)、ΔXNP(Tlc) The longitudinal distance between NFV and FV and between NPV and PV at the time of finishing lane change is calculated in formula 8 assuming that FV and PV uniformly accelerate at the expected acceleration;
fourthly, the safe distance of the lane changing vehicle and the non-cooperative vehicle is restrained:
Figure BDA0002614801240000103
wherein Δ XSF(Tlc)、ΔXSP(Tlc) The method is characterized in that the longitudinal distances between SV and FV and between SV and PV at the lane change ending moment are specifically calculated in formula (8) on the assumption that a cooperative vehicle and a lane change vehicle uniformly accelerate at the respective expected acceleration;
step 3.4), the lane changing vehicle transmits the calculated longitudinal expected acceleration to the cooperative vehicle through the communication unit, and the cooperative vehicle obtains the corresponding longitudinal expected acceleration;
step 3.5), the control unit of the lane changing vehicle automatically controls the longitudinal acceleration of the vehicle to change to the longitudinal expected acceleration at a preset maximum longitudinal acceleration rate in the current control period, and simultaneously automatically controls the transverse acceleration of the vehicle to change to the transverse expected acceleration at a corresponding moment at a preset sine function rule;
step 3.6), the lane change vehicle decision-making system judges whether the lane change time is up, if not, the step 3.2) is circularly continued to the step 3.6), and if the lane change time is up, the step 3.7) is started to be executed;
step 3.7), finishing the multi-vehicle cooperative lane change, stopping the system from controlling the vehicles, transmitting the finishing information to the cooperative and non-cooperative vehicles by the communication unit, and informing the driver of operating the vehicles again by the prompting unit;
step 4), as shown in fig. 3, if the decision unit receives a lane change signal of another vehicle, the vehicle enters the cooperative or non-cooperative state, the vehicle sending the lane change signal is the lane change vehicle, the vehicle is the cooperative or non-cooperative vehicle, and the current time is the initial lane change time:
step 4.1), the self vehicle judges the running state of the self vehicle according to the position information of the lane changing vehicle and other vehicles in the preset range, which is received by the communication unit: if the self vehicle is adjacent to the lane changing vehicle, entering a cooperative state; if the self vehicle is positioned in front of and behind the adjacent vehicles of the lane changing vehicle, the non-cooperative state is entered;
step 4.2), if the self-vehicle is in the cooperative state, the communication unit continuously receives longitudinal expected input sent by the lane-changing vehicle, and the control unit accurately controls the self-vehicle to run according to the longitudinal expected input; if the vehicle is in the cooperative state, the speed at the initial moment is continuously kept for constant-speed driving;
step 4.3), if the vehicle communication system receives the end information of the vehicle from lane changing, the prompting unit prompts the driver to operate the vehicle again;
the feasibility judgment, parameter calculation, equation solution and other contents in the control method can be realized through software programming.
It will be understood by those skilled in the art that, unless otherwise defined, all terms (including technical and scientific terms) used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs. It will be further understood that terms, such as those defined in commonly used dictionaries, should be interpreted as having a meaning that is consistent with their meaning in the context of the prior art and will not be interpreted in an idealized or overly formal sense unless expressly so defined herein.
The above-mentioned embodiments, objects, technical solutions and advantages of the present invention are further described in detail, it should be understood that the above-mentioned embodiments are only illustrative of the present invention and are not intended to limit the present invention, and any modifications, equivalents, improvements and the like made within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims (1)

1. A multi-vehicle cooperative lane change control system based on vehicle-to-vehicle communication comprises cooperative lane change modules arranged on each vehicle, wherein each cooperative lane change module comprises a sensing unit, a communication unit, a decision unit, a control unit and a prompt unit;
the sensing unit comprises a Differential Global Positioning System (DGPS), a Controller Area Network (CAN) bus, a wheel speed sensor, a transverse acceleration sensor and a longitudinal acceleration sensor, and the DGPS, the wheel speed sensor, the transverse acceleration sensor and the longitudinal acceleration sensor are connected with the decision unit through the CAN bus; wherein, the differential global positioning system DGPS is used for positioning the position of the vehicle in real time and transmitting the position to the decision unit; the wheel speed sensor is arranged on a wheel and used for acquiring the speed of the bicycle in real time and transmitting the speed to the decision unit; the longitudinal acceleration sensor and the transverse acceleration sensor are respectively used for acquiring the longitudinal acceleration and the transverse acceleration of the self-vehicle in real time and transmitting the longitudinal acceleration and the transverse acceleration to the decision unit;
the communication unit is used for realizing the exchange of information between vehicles within a preset distance through DSRC equipment;
the decision unit is electrically connected with the sensing unit, the communication unit, the control unit, the prompting unit and an ECU of the vehicle respectively and is used for controlling the communication unit to send the position of the vehicle, the speed of the vehicle, the longitudinal acceleration and the transverse acceleration of the vehicle to the vehicles within the surrounding preset distance in a periodic broadcast mode and simultaneously receive the position of the vehicle, the speed of the vehicle, the longitudinal acceleration and the transverse acceleration of the vehicle and lane change signals of the vehicles within the surrounding preset distance; judging whether lane changing is possible or not after receiving a lane changing signal of a vehicle ECU, if not, reminding a driver that lane changing is unsafe by a control prompting unit, if so, respectively calculating the transverse expected acceleration and the longitudinal expected acceleration of the own vehicle and the cooperative vehicle at the current moment, transmitting the transverse expected acceleration and the longitudinal expected acceleration of the own vehicle to the control unit, and transmitting the transverse expected acceleration and the longitudinal expected acceleration of the cooperative vehicle to the cooperative vehicle through a communication unit; after receiving lane change signals of other vehicles, transmitting the longitudinal expected acceleration transmitted by the lane change vehicle to the control unit; the lane changing vehicle is a vehicle SV which sends a lane changing signal, the cooperative vehicle comprises an adjacent front vehicle PV and an adjacent rear vehicle FV of a target lane, and the uncoordinated vehicle comprises a front vehicle NPV of the adjacent front vehicle PV and a rear vehicle NFV of the adjacent rear vehicle FV of the target lane;
the control unit is used for controlling the vehicle to run according to the received longitudinal expected acceleration and the received transverse expected acceleration, so that the longitudinal acceleration and the transverse acceleration of the vehicle are respectively equal to the received longitudinal expected acceleration and the transverse expected acceleration;
the prompting unit is used for prompting whether lane changing is feasible or not and whether lane changing is finished or not by a driver through a vehicle-mounted display;
the method is characterized by comprising the following steps:
step 1), respectively acquiring a position, a speed, a longitudinal acceleration and a transverse acceleration of a self vehicle by a DGPS, a wheel speed sensor, a transverse acceleration sensor and a longitudinal acceleration sensor, and transmitting the positions to a decision unit;
step 2), the decision unit controls the communication unit to send the position, the speed, the longitudinal acceleration and the transverse acceleration of the vehicle to the vehicles within the surrounding preset distance in a periodic broadcast mode, and meanwhile receives the position, the speed, the longitudinal acceleration and the transverse acceleration sent by the vehicles within the surrounding preset distance;
and step 3), if the decision unit receives a lane change signal of the ECU of the self vehicle, the self vehicle enters a lane change state, and the self vehicle is a lane change vehicle:
step 3.1), a decision unit of the lane change vehicle SV judges the feasibility of multi-vehicle cooperative lane change:
step 3.1.1), enabling the transverse acceleration of the self-vehicle to change according to a preset sine function change rule, and calculating the lane change time T of the lane change vehicle according to a preset standard lane width threshold valuelcThe lane change time is the time from the beginning of lane change to the end of lane change of the vehicle;
the preset change rule of the transverse acceleration is as follows:
Figure FDA0002988363260000021
in the formula, asv,y(t)For changing the lateral acceleration of the vehicle, ay,maxIs a preset maximum lateral acceleration threshold, TlcIs lane change time;
step 3.1.2), enabling the non-cooperative vehicle to keep the speed at the initial moment to run at a constant speed in the lane changing process, and enabling the cooperative vehicles FV and PV to do uniform deceleration and uniform acceleration motions respectively at a preset maximum safe deceleration threshold and a preset maximum safe acceleration threshold; to make the lane-changing vehicle to have the minimum longitudinal acceleration aSV,minThe first safety distance model is just met between the middle moment of even acceleration to lane change and FV, and the maximum longitudinal acceleration a is usedSV,maxUniformly accelerating to the end time TlcExactly meets a second safety distance model with PV, and calculates aSV,minAnd aSV,maxThe middle time of lane change is after the lane change is started
Figure FDA0002988363260000022
Time of day;
the first safe distance model, namely the safe distance model between the lane changing vehicle and the cooperative vehicle, is as follows:
Figure FDA0002988363260000023
the second safe distance model, namely the safe distance model between the cooperative vehicle and the non-cooperative vehicle, is as follows:
ΔX2≥ΔX2S＝Ts*υf+L+ds
wherein, the delta X1 is the longitudinal position difference of the mass centers of the lane changing vehicle and the coordinated vehicle, delta X1SFor a critical safety distance, v, between the lane-changing vehicle and the cooperating vehiclefFor changing-lane vehicles and coordinating the speed of the rear vehicle in the vehicle, TsFor a predetermined maximum reaction time of the driver, L for a predetermined standard body length, dsAt a preset minimum safe parking distance, theta is a vehicle body yaw angle, delta X2 is a mass center longitudinal position difference between an uncoordinated vehicle and a coordinated vehicle, and delta X2SA critical safety distance between the uncoordinated vehicle and the coordinated vehicle;
step 3.1.3), if aSV,min＜aSV,maxIf the lane change vehicle is in the feasible range in the longitudinal expected acceleration, judging that the multi-vehicle cooperative lane change is feasible, and executing the step 3.2), otherwise, judging that the lane change is not feasible, and executing the step 3.7);
step 3.2), the lane changing vehicle SV sends a lane changing signal to the cooperative and non-cooperative vehicles through the vehicle communication unit, the lane changing vehicle and the cooperative vehicles start to perform cooperative lane changing, the non-cooperative vehicles enter a constant-speed driving state, and the current time is the initial time t0；
Step 3.3), a decision-making unit of the lane-changing vehicle determines longitudinal expected inputs of the own vehicle and the cooperative vehicle, namely the longitudinal expected acceleration, by solving an optimal planning problem by utilizing the positions, the speeds, the longitudinal accelerations and the lateral accelerations of NFV, FV, SV, PV and NPV at the current moment:
the optimal planning problem adopts the following objective function and constraint conditions:
the target function is an optimization target taking total relative kinetic energy density as multi-vehicle cooperative lane change control, and the lane change process is carried out at the middle time of lane change
Figure FDA0002988363260000031
For boundary, the first phase, i.e. from the beginning to the middle time, is divided into two phases, and the first-phase objective function J1 is:
Figure FDA0002988363260000032
in the second stage, from the middle time to the end time of the lane change, the second stage objective function J2 is:
Figure FDA0002988363260000033
in the formula, Fj,j+1(Tlc) The relative energy density m of the j +1 th vehicle and the j th vehicle when the lane change vehicle and the cooperative vehicle uniformly accelerate to the lane change end time at the required expected accelerationj+1Mass of the (j + 1) th vehicle, LjIs the length of the jth vehicle body, xj(Tlc) For the lane-changing vehicle and the cooperative vehicle to uniformly accelerate to the jth vehicle position v at the lane-changing end time at the required expected accelerationj(Tlc) Uniformly accelerating the lane changing vehicle and the cooperative vehicle at the required acceleration to reach the longitudinal speed of the jth vehicle at the lane changing end time; when v isj(Tlc)>vj+1(Tlc) When, get vj(Tlc)＝vj+1(Tlc)；
Figure FDA0002988363260000034
In order to obtain the relative energy densities of the j +1 th vehicle and the j-th vehicle when the lane changing vehicle and the cooperative vehicle uniformly accelerate to the middle time of lane changing at the required expected acceleration,
Figure FDA0002988363260000035
in order to ensure that the jth vehicle position is the jth vehicle position when the lane changing vehicle and the cooperative vehicle uniformly accelerate to the middle time of lane changing at the required expected acceleration,
Figure FDA0002988363260000036
the longitudinal speed of the jth vehicle is obtained when the lane changing vehicle and the cooperative vehicle uniformly accelerate to the middle time of lane changing at the required acceleration;
the constraints include four parts: firstly, acceleration constraint is carried out, and the expected acceleration is required to be within a preset optimal comfortable acceleration range; secondly, acceleration rate constraint, namely requiring that the vehicle is supposed to accelerate to an expected acceleration rate at a uniform acceleration rate, wherein the acceleration rate is within a preset optimal comfortable acceleration rate range; thirdly, restraining the safe distance between the cooperative vehicle and the non-cooperative vehicle, wherein the cooperative vehicle is required to be assumed to uniformly accelerate at the respective expected acceleration, and the conditions of a first safe distance model and a second safe distance model are met between the cooperative vehicle and the non-cooperative vehicle at the lane change end moment; fourthly, the safe distance of the lane changing vehicle and the non-cooperative vehicle is restrained: enabling the lane changing vehicle and the cooperative vehicle to uniformly accelerate at the respective expected acceleration, and meeting the conditions of a first safety distance model and a second safety distance model between the lane changing vehicle and the non-cooperative vehicle at the end of lane changing;
step 3.4), the lane changing vehicle transmits the calculated longitudinal expected acceleration to the cooperative vehicle through the communication unit, and the cooperative vehicle obtains the corresponding longitudinal expected acceleration;
step 3.5), the control unit of the lane changing vehicle automatically controls the longitudinal acceleration of the vehicle to change to the longitudinal expected acceleration at a uniform acceleration rate in the current control period, and simultaneously automatically controls the transverse acceleration of the vehicle to change to the transverse expected acceleration at the corresponding moment at a preset transverse acceleration change rule;
step 3.6), the lane change vehicle decision-making system judges whether the lane change time is up, if not, the step 3.3) is circularly continued to the step 3.6), and if the lane change time is up, the step 3.7) is started to be executed;
step 3.7), finishing the multi-vehicle cooperative lane change, stopping the system from controlling the vehicles, transmitting the finishing information to the cooperative and non-cooperative vehicles by the communication unit, and informing the driver of operating the vehicles again by the prompting unit;
step 4), if the decision unit receives the lane change signals of other vehicles:
step 4.1), the self vehicle judges the position state of the self vehicle according to the position information of the lane changing vehicle and other vehicles in the preset range received by the communication unit: if the self vehicle is PV or FV, the communication unit continuously receives longitudinal expected input sent by the lane changing vehicle, and the control unit accurately controls the self vehicle to run according to the longitudinal expected input; if the vehicle is NPV or NFV, continuing to keep the speed at the initial moment to drive at a constant speed;
and 4.2) if the own vehicle communication system receives the end information of the own lane changing vehicle, the prompting unit prompts the driver to operate the vehicle again.
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