CN113312732A - Non-signal control intersection simulation control method and device combining decision advance and dynamic adjustment - Google Patents
Non-signal control intersection simulation control method and device combining decision advance and dynamic adjustment Download PDFInfo
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- CN113312732A CN113312732A CN202110466280.5A CN202110466280A CN113312732A CN 113312732 A CN113312732 A CN 113312732A CN 202110466280 A CN202110466280 A CN 202110466280A CN 113312732 A CN113312732 A CN 113312732A
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Abstract
The invention discloses a simulation control method and a device for a non-signal control intersection, which combine decision-making in advance and dynamic adjustment, construct a simulation environment of the non-signal control intersection, determine a vehicle dynamics model and clearly set simulation parameters; defining the traffic flow passing priority and the influence relation; determining a vehicle track conflict point, and establishing a conflict point time set to store a high-priority traffic flow arrival time sequence; simulating and simulating a low-priority traffic flow initial passing track, comparing passing gaps according to the types of conflict points, and realizing passing advance decision; and analyzing the low-priority traffic flow decision conflict situation, and dynamically adjusting the conflict traffic flow track. The method provided by the invention aims at the research of a plurality of high-priority traffic flow scenes where vehicles pass through the non-signal control intersection, considers the influence of the type and the sequence of the collision points of the vehicles on the advance decision making of the traffic flow passing, and dynamically adjusts the running track of low-priority traffic flow aiming at the decision making conflict phenomenon in the traffic flow organizing process, so that the vehicle simulation of the non-signal control intersection is more accurate and comprehensive.
Description
Technical Field
The invention relates to the field of traffic simulation control, in particular to a method and a device for simulation control of an intersection without signal control by combining decision advance and dynamic adjustment.
Background
The signal-free control intersection is mainly suitable for intersections among urban branches or intersections between branches with small traffic volume and main roads, and is ubiquitous in an urban traffic integral network. The traffic capacity and service level of the non-signal control intersection are not obviously influenced on the whole traffic capacity of the whole urban traffic network due to the characteristic of small traffic flow, but the non-signal control intersection bears the partial accessibility characteristics of the urban traffic network due to the connection branch traffic flow, and has certain influence on the traffic organization and traffic capacity of the area around the intersection. At present, simulation research aiming at the intersection without signal control mainly focuses on spreading two or three straight traffic flows in the intersection, and the simulation control research of the mutual interlacing of a plurality of different turning traffic flows in the whole intersection without signal control is less. Meanwhile, for a complex scene that the secondary road traffic flow passes through the main road traffic flow, the conventional research lacks consideration of a secondary road traffic flow passing form, the research results are mostly concentrated on a simple conflict form of cross conflict, and the passing decision of the secondary road traffic flow is often judged only by a state at a certain moment without considering the process of dynamically adjusting the running track when the secondary road traffic flow passes through the main road traffic flow.
Disclosure of Invention
The purpose of the invention is as follows: in order to overcome the defects of the prior art, the invention provides a simulation control method and a simulation control device for a non-signal control intersection, which combine decision-making in advance and dynamic adjustment, and aims to research the interaction behavior of a plurality of traffic flows in different directions in the non-signal control intersection instead of considering only a few intersected traffic flows and considering the problem of decision conflict possibly occurring among the traffic flows at the non-signal control intersection, and dynamically adjust the running track of the traffic flow with low priority, so that the simulation control of the non-signal control intersection is more accurate and comprehensive.
The technical scheme is as follows: in order to solve the technical problems, the technical scheme adopted by the invention is as follows: a simulation control method for an intersection without signal control by combining decision advance and dynamic adjustment specifically comprises the following steps:
the method comprises the following steps: constructing a simulation environment of the non-signal control intersection, determining lane data, determining operation indexes of a main road traffic flow and a secondary road traffic flow, determining a dynamic model adopted by vehicle running, defining model parameter indexes, and determining a simulation time step length;
step two: according to the traffic rule of the non-signal control intersection, the traffic priority and the mutual influence of different traffic flows are determined;
step three: planning the driving track of each traffic flow at each entrance road of the intersection, and determining the position coordinates of conflict points where different turning traffic flow tracks of each primary road and each secondary road are intersected;
respectively establishing conflict point time sets for each conflict point, and storing the time for a vehicle in a high-priority traffic flow in two traffic flows with different priorities to reach the corresponding conflict point on a running track;
step four: simulating and simulating a low-priority traffic flow preliminary passing track, and comparing passing gaps according to the type of passing high-priority traffic flow conflict points of the low-priority traffic flow to realize the advance decision of a low-priority traffic flow passing scheme;
step five: the traffic flow passing influence of the non-signal control intersection is transmitted downwards layer by layer from high to low according to the passing priority, and the preview track is dynamically adjusted in the process that the low-priority traffic flow passes through the intersection within each simulation time step;
and the high-priority traffic flow is avoided in the process of entering the intersection by adjusting the parameters of the vehicle dynamics model, so that the vehicle can smoothly pass through the intersection.
Preferably, in the first step, the lane data includes lane length and width, number, type, and intersection physical area length and width; the running indexes of the traffic flow comprise vehicle generation time, speed, acceleration, steering, vehicle length and vehicle running track curves in an intersection physical area and an entrance/exit lane;
each entrance lane of the constructed non-signal control intersection is a bidirectional double lane, the vehicle generation model middle vehicle type is divided into a small vehicle and a middle vehicle, and the vehicle driving adopts a dynamic model as an IDM model;
the model free running speed and the maximum acceleration and deceleration parameters are set according to the speed limiting condition of the non-signal control intersection, the driving comfort condition of a driver and the length and width limiting condition of the physical area of the intersection;
in the upstream road section of each entrance way, the vehicles freely follow to run, but approach the deceleration road section of the intersection, the vehicles turning left and right in the main road need to decelerate and slowly run, and all the turning traffic in the secondary traffic flow need to decelerate and stop in the deceleration road section to wait for passing through the gap.
Preferably, in the step two, the traffic priority of the traffic flow with different turning directions at the intersection without signal control is divided into four levels, and the traffic flows with the high priority to the low priority are as follows in sequence:
primary traffic flow: main road straight line, main road right turn; and (3) secondary traffic flow: main road left turn, secondary road right turn; three-level traffic flow: the secondary road goes straight; traffic flow of the fourth stage: the secondary road turns left.
Preferably, the conflict point time set ConM (i, j) in the third step is used for storing the time t (i, j) required by the vehicle i in the high-priority traffic flow M to travel to the jth conflict point according to the track, and the calculation formula is as follows
Wherein L (i, j) is the distance from the vehicle i to the conflict point j on the driving track, when the vehicle i passes through the corresponding conflict point, the value of L (i, j) is a negative value, V is the stable driving speed of the vehicle i in the current simulation time, a is the acceleration of the vehicle i in the current simulation time, and delta is a comparison threshold value;
the time calculated by the formula is the preliminary judgment time for the high-priority vehicle i to reach the conflict point, and is used for the advance decision of the vehicles for the left turn of the main road and the secondary road in the non-signal control intersection to consider passing.
Preferably, each simulation time step in step four performs the following operations:
defining each conflict point of a low-priority vehicle passing through a high-priority traffic flow on an intersection driving track and a time set of the passed high-priority traffic flow reaching the corresponding conflict point;
deduction of low-priority vehicle running track and time series T passing through conflict points through microscopic simulationk；
When the low-priority vehicle passes through each conflict point time TkTraversable gap satisfying k time of high priority traffic flow reaching corresponding conflict pointkWhen is, i.e. Tk+Δy<gapkThe vehicle determines traversing according to the simulation prediction result; otherwise, waiting is carried out, and the low-priority vehicle passing scheme is completedPre-decision making;
where Δ y is the traversal error threshold set for the type of conflict point k at the initial anticipation.
Further, the gap time gap can be traversedhThe calculation formula is as follows
gaph＝ConM(h,j)-ConM(h-1,j)-carl3n,h-1/vh-1
In the formula of carlen,h-1And vh-1The length and the speed of the h-1 vehicle are determined respectively, and the gap capable of being passed through is determined according to the time range when the low-priority traffic flow reaches the corresponding conflict point kk；
The function of the kth collision point for a low priority traffic stream to cross a high priority traffic stream is fk，f k1 denotes that the vehicle can pass through the conflict point k, fk0 represents that the vehicle cannot pass through, and the following formula is satisfied
If the vehicle i needs to pass through n conflict points when passing through the intersection, a decision function F is decided in advanceiSatisfies the following formula
When F is presentiWhen the vehicle speed is 1, the vehicle makes a advance decision for passing, otherwise, the vehicle decelerates, stops and waits;
when the low priority traffic flow is the main road left-turn traffic flow, the vehicles pass through the opposite main road straight-going and right-turn traffic flow, FiWhen the vehicle is 1, the vehicle on the main road turns left to pass through according to the simulation prediction result, otherwise, the vehicle stops before the vehicle on the opposite main road directly runs through the collision point to wait for passing through;
when the low priority traffic flow is a secondary traffic flow, the vehicle crosses the primary traffic flow, FiAnd when the vehicle on the secondary road passes through the road, the vehicle on the secondary road is determined to pass through the road according to the simulation prediction result, otherwise, the vehicle waits to pass through the road before the stop line on the entrance lane of the secondary road.
Further, the traversal error threshold Δ y is based on crossing collisionsThe difference of the type and the sequence of the point traffic flow is set differently, and the threshold value follows normal distribution delta y-N (y, sigma)2) (ii) a Wherein y is the expected mean value of the passing errors, and sigma is the standard deviation;
the value of y satisfies: y ═ y0+ α + β, where α is the sensitivity coefficient for the collision point, β is the sensitivity coefficient for the collision traversal order, y0An initial value is expected for the walk error.
Further, the process that the low-priority vehicle starts from a standstill and passes through the intersection at the maximum acceleration of 0.8 × amax along with simulation iteration is deduced through an IDM model, and the vehicle running track and the time sequence T passing through each conflict point are deducedkWherein amax is the limit acceleration of the vehicle running at the intersection; the rest position of the vehicles on the secondary road is in front of the stop line of the approach road, and the vehicles on the main road turning left are in front of the conflict point of the vehicles running straight with the main road.
Preferably, the dynamic adjustment method for the traffic flow with the low priority in the step five is as follows:
step 5.1: according to the traffic priority from low to high, the priority category of the target traffic flow is clearly researched;
step 5.2: determining high-priority traffic flows which conflict with the researched traffic flows, and judging the traffic flow types which conflict with the researched traffic flow pre-decision in the high-priority traffic flows in the pre-decision;
step 5.3: in a plurality of traffic flows with pre-decision conflict, aiming at the traffic flow with the lowest priority, acquiring a conflict point time set updated by a traffic flow with higher priority which can conflict with the decision in each simulation time step;
changing a front vehicle distance parameter value of a vehicle dynamics model, and carrying out speed planning adjustment to obtain speed reduction and driving allowance;
step 5.4: when the difference between the dynamically adjusted planning speed and the planning speed decided in advance exceeds a certain value, the low-priority traffic flow is accelerated by adopting the maximum acceleration amax after being decelerated and allowed to run so as to meet the condition that the time of passing through each conflict point is within the error threshold delta y of the passable gap integrally and ensure the normal running of the traffic flow in the intersection.
Based on the same inventive concept, the invention provides a simulation control device for an intersection without signal control, which combines pre-decision and dynamic adjustment, and the simulation control device comprises a memory, a processor and a computer program, wherein the computer program is stored on the memory and can run on the processor.
Has the advantages that: the invention provides a simulation control method for a non-signal control intersection, which combines decision advance and dynamic adjustment, comprehensively analyzes the interaction behavior of traffic flows in all flow directions in the non-signal control intersection, improves the clearance acceptance theory in view of the difference of the types of collision points of low-priority traffic flows passing through high-priority traffic flows and the influence of the sequence of passing through clearances on clearance selection, and promotes the future driving track of passing vehicles through a following model so that the simulation of the passing traffic flows is more suitable for the actual traffic operation condition. After a passing pre-decision scheme is selected based on the clearance, the problem of decision conflict possibly occurring among the traffic flows at the non-signal control intersection is mainly analyzed, and the driving track of the low-priority traffic flows in the intersection is correspondingly and dynamically adjusted by adjusting the parameter change of the vehicle following model, so that the simulation control of the non-signal control intersection is more accurate and comprehensive, and further management control and research on the non-signal control intersection are facilitated on the basis of the method.
Drawings
FIG. 1 is a flow chart of a method of an embodiment of the present invention.
Fig. 2 is a schematic illustration of traffic conditions in an example of an embodiment of the invention.
Detailed Description
In order that the present disclosure may be more readily and clearly understood, the following detailed description of the present disclosure is provided in connection with the accompanying drawings and the specific embodiments, but the scope of the present disclosure is not limited to the embodiments.
The invention relates to a simulation control method for an intersection without signal control, which combines decision advance and dynamic adjustment, wherein the flow is shown as a figure 1, and the method comprises the following specific steps:
step 1: the simulation environment of the cross-shaped non-signal intersection with the two-way double lanes as shown in the figure 2 is constructed, three driving tracks which are straight left and right exist on any vehicle at an entrance road, the vehicle is driven to update the state according to an IDM following model, the left and right turning vehicles of the main road need to decelerate and crawl, all the turning vehicle flows in the secondary road need to decelerate and stop at a deceleration section, the passing of a passable gap is waited, the length of the deceleration section can be set to be 30 meters, and the simulation time step length is 1 second.
Step 2: according to the traffic rule of the non-signal control intersection, different traffic flow passing priorities are determined, the vehicles studied in the embodiment are west entrance lane straight traffic flows, and as shown in fig. 2, the vehicles collide with a plurality of traffic flows, such as north entrance lane straight traffic flows, left turning lanes, south entrance lane straight traffic flows, left turning lanes, right turning lanes, east entrance lane left turning lanes and the like;
the study vehicle traffic priorities were divided into four levels from high to low, as shown in table 1; when the traffic flow with the highest priority passes through the intersection, the state change of the vehicle is only influenced by the vehicle in front of the same lane, and is not influenced by other low-priority flow vehicles.
TABLE 1
And step 3: as can be seen from fig. 2, the study vehicle x belongs to the west entrance straight traffic flow (main road traffic flow), and has 5 conflict points on the travel track, 1,2,3,4, 5;
the rushing points 1,3,4 and 5 are all south-north imported traffic flows (secondary road traffic flows) colliding with first-level traffic flows with higher priority (namely main road traffic flows to which the vehicle x belongs), the rushing point 2 is a main road traffic flow to which the vehicle x belongs colliding with first-level traffic flows with lower priority (namely opposite main road left-turn traffic flows), the rushing point 5 is a confluence rushing point of west-imported straight traffic flows, the south-imported right-turn traffic flows and the north-imported left-turn traffic flows, and the influence of the south-imported right-turn traffic flows is mainly considered in the study of straight-going vehicle x traffic;
establishing a conflict higher-priority traffic flow conflict point time set for each conflict point of the vehicles x respectively, and using the conflict higher-priority traffic flow conflict point time set to store the time when the vehicles in the corresponding traffic flow reach the corresponding conflict point, such as a set ConNS (i,1) when the north-entry secondary road straight traffic flows to the conflict point 1, a set ConSL (i,3) when the south-entry left-turn traffic flows to the conflict point 3, a set ConSS (i,4) when the south-entry straight traffic flows to the conflict point 4, and a set ConSR (i,5) when the south-entry right-turn traffic flows to the conflict point 5, wherein in the set, the time t (i, j) required by the vehicle i to travel to the jth conflict point according to the track is calculated by adopting the following formula
In the formula, L (i, j) refers to the distance from the vehicle i to the conflict point j on the driving track, when the vehicle i passes through the corresponding conflict point, the value of L (i, j) is a negative value, V refers to the steady driving speed of the vehicle i in the current simulation time, a refers to the acceleration of the vehicle i in the current simulation time, and δ is a comparison threshold, which is set as 1.
The time calculated by the formula is the preliminary judgment time for the high-priority vehicle i to reach the conflict point, and is used for the advance decision of the vehicles for the left turn of the main road and the secondary road in the non-signal control intersection to consider passing.
And 4, step 4: deducing the process that the secondary vehicle x starts from a standstill and passes through the intersection at the maximum acceleration of 0.8 × amax along with simulation iteration through an IDM model to obtain a time sequence T that the vehicle x passes through 4 conflict pointsk＝{T1,T3,T4,T5And calculating the traversable gap time of the corresponding traffic flow for 4 conflict sets by using the following formula
gaph＝ConM(h,j)-ConM(h-1,j)-carle4,h-1/vh-1
In the formula of carle4,h-1And vh-1Respectively the length and the speed of the h-1 vehicle, and determining the gap which can be passed through in the time range of reaching the corresponding conflict point k according to the simulation deduction track of the vehicle xk；
When the vehicle x passes through each conflict point time TkTime of traversable gap gapk, i.e. T, all satisfying the time of arrival of high priority traffic at the corresponding conflict point kk+Δy<gapk, the kth conflict point function on the traversing track of the vehicle x is set as fk，f k1 denotes that the vehicle can pass through the conflict point k, fk0 denotes a vehicleCan not pass through and satisfies the following formula
If the vehicle x needs to pass through 4 conflict points when crossing the intersection, a decision function F is decided in advancexSatisfies the following formula
Fx＝f1*f3*f4*f5
When F is presentxWhen the vehicle x is 1, making a advance decision for passing, otherwise, waiting to pass before a stop line of a secondary road entrance;
the value of the passing error threshold value delta y is set according to the difference of the types and the sequence of the traffic flow passing through the conflict point, and the value is obeyed normal distribution delta y-N (y, sigma)2) (ii) a y is the expected mean of the walk through errors and σ is the standard deviation. The value of y is set to satisfy the following formula
y＝y0+α+β
Wherein, the alpha value is a sensitive coefficient of the conflict point and is related to the type of the passing conflict point, and the beta value is a sensitive coefficient of the conflict passing order and is related to the order of the passing conflict point. y is0The values are between 0.5 and 1 second, the values of alpha and beta are shown in Table 2, and the unit is: and second.
TABLE 2
In this embodiment, the expected average y of the crossing errors of the conflict points 1,3,4,5 is obtained1＝1，y3＝1.5，y4＝1.8，y5＝2.5。
And 5: after the vehicle x makes a decision in advance, dynamically adjusting the vehicle x, and specifically comprising the following steps:
step 5.1: determining a high-priority traffic flow which conflicts with the vehicle x according to the passing priority from low to high;
step 5.2: in the high-priority traffic flow which conflicts with the vehicle x, the advance decision that the main road left-turn traffic flow of the south entrance road is influenced by the direct traffic flow of the main road of the north entrance road can conflict with the decision made by the vehicle x, and the vehicle on the main road left-turn of the south entrance road can slow down and slowly pass through the direct traffic flow because of yielding of the opposite direction, so that the vehicle x needs to give way to the left-turn traffic flow of the south entrance;
step 5.3: updating the conflict set ConSL (i,3), adjusting the dynamic model parameters of the vehicle x on the secondary road, and reducing the front inter-vehicle distance parameter value of the IDM following model so as to enable the vehicle x to decelerate and let the secondary road turn left;
step 5.4: when the difference between the dynamically adjusted planned speed of the vehicle x and the planned speed decided in advance is large, the vehicle x is accelerated by adopting the maximum acceleration amax after being decelerated and allowed to run, so that the condition that the time of the whole vehicle x passing through the subsequent conflict point 4 and 5 is within the error threshold value delta y of the passable gap is met, and the vehicle x is ensured to run normally.
Claims (10)
1. A simulation control method for an intersection without signal control by combining decision advance and dynamic adjustment is characterized by comprising the following specific steps:
the method comprises the following steps: constructing a simulation environment of the non-signal control intersection, determining lane data, determining operation indexes of a main road traffic flow and a secondary road traffic flow, determining a dynamic model adopted by vehicle running, defining model parameter indexes, and determining a simulation time step length;
step two: according to the traffic rule of the non-signal control intersection, determining the traffic priority of different traffic flows; when the traffic flow with the highest priority passes through the intersection, the state change of the vehicle is only influenced by the vehicle in front of the same lane and is not influenced by other low-priority flow-direction vehicles;
step three: planning the driving track of each traffic flow at each entrance road of the intersection, and determining the position coordinates of conflict points where different turning traffic flow tracks of each primary road and each secondary road are intersected;
respectively establishing conflict point time sets for each conflict point, and storing the time for a vehicle in a high-priority traffic flow in two traffic flows with different priorities to reach the corresponding conflict point on a running track;
step four: simulating and simulating a low-priority traffic flow preliminary passing track, and comparing passing gaps according to the type of passing high-priority traffic flow conflict points of the low-priority traffic flow to realize the advance decision of a low-priority traffic flow passing scheme;
step five: the traffic flow passing influence of the non-signal control intersection is transmitted downwards layer by layer from high to low according to the passing priority, and the preview track is dynamically adjusted in the process that the low-priority traffic flow passes through the intersection within each simulation time step;
and the high-priority traffic flow is avoided in the process of entering the intersection by adjusting the parameters of the vehicle dynamics model, so that the vehicle can smoothly pass through the intersection.
2. The method for controlling simulation of the signalless intersection combining advance decision-making and dynamic adjustment according to claim 1, wherein in the first step, the lane data includes lane length, width, number, type, and intersection physical area length; the running indexes of the traffic flow comprise vehicle generation time, speed, acceleration, steering, vehicle length and vehicle running track curves in an intersection physical area and an entrance/exit lane;
each entrance lane of the constructed non-signal control intersection is a bidirectional double lane, the vehicle generation model middle vehicle type is divided into a small vehicle and a middle vehicle, and the vehicle driving adopts a dynamic model as an IDM model;
the model free running speed and the maximum acceleration and deceleration parameters are set according to the speed limiting condition of the non-signal control intersection, the driving comfort condition of a driver and the length and width limiting condition of the physical area of the intersection;
in the upstream road section of each entrance way, the vehicles freely follow to run, but approach the deceleration road section of the intersection, the vehicles turning left and right in the main road need to decelerate and slowly run, and all the turning traffic in the secondary traffic flow need to decelerate and stop in the deceleration road section to wait for passing through the gap.
3. The method for controlling simulation of the signalless intersection combining advance decision making and dynamic adjustment according to claim 1, wherein in the second step, the signalless intersection and the traffic flow with different turning directions have four levels of traffic priority, and the traffic flow with the high priority to the low priority is as follows:
primary traffic flow: main road straight line, main road right turn; and (3) secondary traffic flow: main road left turn, secondary road right turn; three-level traffic flow: the secondary road goes straight; traffic flow of the fourth stage: the secondary road turns left.
4. The method for controlling simulation of the signalless intersection combining advance decision and dynamic adjustment according to claim 1, wherein a conflict point time set ConM (i, j) in the third step is used for storing the time t (i, j) required by a vehicle i in a high-priority traffic flow M to travel to the jth conflict point according to the track of the vehicle i, and the calculation formula is as follows
Wherein L (i, j) is the distance from the vehicle i to the conflict point j on the driving track, when the vehicle i passes through the corresponding conflict point, the value of L (i, j) is a negative value, V is the stable driving speed of the vehicle i in the current simulation time, a is the acceleration of the vehicle i in the current simulation time, and delta is a comparison threshold value;
the time calculated by the formula is the preliminary judgment time for the high-priority vehicle i to reach the conflict point, and is used for the advance decision of the vehicles for the left turn of the main road and the secondary road in the non-signal control intersection to consider passing.
5. The method for controlling simulation of the signalless intersection by combining advance decision and dynamic adjustment according to claim 1, wherein each simulation time step in the fourth step is performed by:
defining each conflict point of a low-priority vehicle passing through a high-priority traffic flow on an intersection driving track and a time set of the passed high-priority traffic flow reaching the corresponding conflict point;
deduction of low-priority vehicle running track and time series T passing through conflict points through microscopic simulationk；
When the low-priority vehicle passes through each conflict point time TkTraversable gap satisfying k time of high priority traffic flow reaching corresponding conflict pointkWhen is, i.e. Tk+Δy＜gapkThe vehicle determines traversing according to the simulation prediction result; otherwise, waiting is carried out, and the advance decision of the low-priority vehicle passing scheme is completed;
where Δ y is the traversal error threshold set for the type of conflict point k at the initial anticipation.
6. The method for simulation control of an intersection without signal control combining decision advance and dynamic adjustment as claimed in claim 5, wherein the gap time gap can be traversedhThe calculation formula is as follows
gaph＝ConM(h，j)-ConM(h-1，j)-carlen，h-1/vh-1
In the formula of carlen，h-1And vh-1The length and the speed of the h-1 vehicle are determined respectively, and the gap capable of being passed through is determined according to the time range when the low-priority traffic flow reaches the corresponding conflict point kk；
The function of the kth collision point for a low priority traffic stream to cross a high priority traffic stream is fk，fk1 denotes that the vehicle can pass through the conflict point k, fk0 represents that the vehicle cannot pass through, and the following formula is satisfied
If the vehicle i needs to pass through n conflict points when passing through the intersection, a decision function F is decided in advanceiSatisfies the following formula
When F is presentiWhen the vehicle speed is 1, the vehicle makes a advance decision for passing, otherwise, the vehicle decelerates, stops and waits;
when the low priority traffic flow is the main road left-turn traffic flow, the vehicles pass through the opposite main road straight-going and right-turn traffic flow, FiWhen the vehicle is 1, the vehicle on the main road turns left to pass through according to the simulation prediction result, otherwise, the vehicle stops before the vehicle on the opposite main road directly runs through the collision point to wait for passing through;
when the low priority traffic flow is a secondary traffic flow, the vehicle crosses the primary traffic flow, FiAnd when the vehicle on the secondary road passes through the road, the vehicle on the secondary road is determined to pass through the road according to the simulation prediction result, otherwise, the vehicle waits to pass through the road before the stop line on the entrance lane of the secondary road.
7. The method for simulation control of the signalless intersection combining advance decision and dynamic adjustment according to claim 5, wherein a traversal error threshold value Δ y is set differently according to the type and sequence of traffic flow passing through the conflict point, and the threshold value obeys normal distribution Δ y-N (y, σ), and the threshold value Δ y is set according to the type and sequence of the traffic flow passing through the conflict point2) (ii) a Wherein y is the expected mean value of the passing errors, and sigma is the standard deviation;
the value of y satisfies: y ═ y0+ α + β, where α is the sensitivity coefficient for the collision point, β is the sensitivity coefficient for the collision traversal order, y0An initial value is expected for the walk error.
8. The method for controlling simulation of the signalless intersection combining advance decision-making and dynamic adjustment according to claim 5, wherein an IDM model is used to deduce that a low-priority vehicle starts from a standstill, and a vehicle driving track and a time sequence Tk passing through each conflict point are deduced along with a process that simulation iteration passes through the intersection with a maximum acceleration of 0.8 amax, wherein amax is a limiting acceleration of vehicle driving at the intersection; the rest position of the vehicles on the secondary road is in front of the stop line of the approach road, and the vehicles on the main road turning left are in front of the conflict point of the vehicles running straight with the main road.
9. The simulation control method for the signalless intersection combining the advance decision and the dynamic adjustment according to claim 1, wherein the dynamic adjustment method for the low-priority traffic flow passing in the fifth step is as follows:
step 5.1: according to the traffic priority from low to high, the priority category of the target traffic flow is clearly researched;
step 5.2: determining high-priority traffic flows which conflict with the researched traffic flows, and judging the traffic flow types which conflict with the researched traffic flow pre-decision in the high-priority traffic flows in the pre-decision;
step 5.3: in a plurality of traffic flows with pre-decision conflict, aiming at the traffic flow with the lowest priority, acquiring a conflict point time set updated by a traffic flow with higher priority which can conflict with the decision in each simulation time step;
changing a front vehicle distance parameter value of a vehicle dynamics model, and carrying out speed planning adjustment to obtain speed reduction and driving allowance;
step 5.4: when the difference between the dynamically adjusted planning speed and the planning speed decided in advance exceeds a certain value, the low-priority traffic flow is accelerated by adopting the maximum acceleration amax after being decelerated and allowed to run so as to meet the condition that the time of passing through each conflict point is within the error threshold delta y of the passable gap integrally and ensure the normal running of the traffic flow in the intersection.
10. An apparatus for controlling simulation of an uncontrolled intersection in conjunction with advance decision-making and dynamic adjustment, comprising a memory, a processor and a computer program stored on the memory and operable on the processor, wherein the computer program when loaded into the processor implements a method of controlling simulation of an uncontrolled intersection in conjunction with advance decision-making and dynamic adjustment according to any of claims 1 to 9.
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