CN113312752B - Traffic simulation method and device for main road priority control intersection - Google Patents
Traffic simulation method and device for main road priority control intersection Download PDFInfo
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Abstract
The invention relates to a traffic simulation method and a device for a main road priority control intersection, which are used for determining secondary road vehicles in the intersection and a plurality of lines of main road traffic streams acting on the secondary road vehicles as research objects based on a special traffic operation scene of a main road priority non-signal control intersection, predicting the running tracks of conflicting interactive vehicles through simulation deduction, helping the secondary road vehicles to make more efficient passing decisions from a plurality of deduced passing schemes, realizing the simulated passing of traffic flow organizations at the non-signal control intersection, comprehensively considering the problem of vehicle operation simulation when the lines of conflicting traffic streams conflict with each other, taking the secondary road vehicles as research objects, analyzing the passing decisions of the secondary road vehicles passing through the lines of main road traffic streams by combining a dynamic model, reflecting the traffic flow organizations in the non-signal control intersection more truly and comprehensively according to a decision scheme and a simulation result, greatly improving the traffic efficiency of the non-signal control intersection, and providing a scientific and reasonable decision scheme and decision basis for reducing delay.
Description
Technical Field
The invention relates to a traffic simulation method and device for a main road priority control intersection, and belongs to the technical field of traffic simulation.
Background
In the twenty-first century, the motor vehicle holding capacity is increased rapidly due to economic development, the bearing pressure of the urban road network is gradually increased, and the intersection is used as an important node of the urban road network, so that the traffic efficiency is improved, and the transportation capacity of the urban road network is obviously influenced. The no-signal intersection with the priority of the main road has the characteristics of clear road right classification, uneven traffic flow distribution and rare traffic flow as a whole, and compared with the intersection controlled by signal lamps, the traffic organization is more complex, and the vehicle passing scenes are more diverse. However, the management specification of the domestic no-signal control intersection with priority on the main road is not clear, and the implementation measures are not in place, so that the domestic intersections of the type are few and the corresponding research is rare. However, with the further strictness of standardization of urban traffic organization, corresponding types of non-signal control intersections in small and medium-sized cities can be widely formed. In the existing research, more attention is focused on the organization management of automatic driving vehicles or the organization coordination of only two conflicting traffic flows for the organization research of the intersection without signal control. In the actual passing of vehicles at the non-signal control intersection, the passing of vehicles on the secondary road usually needs to comprehensively consider a plurality of conflict traffic flows, and the passing decision is also usually influenced by the running states of a plurality of high-priority traffic flows. The existing research also lacks the deep combination of a simulation technology to realize the management control of the non-signal control intersection, and the organization and arrangement of traffic flow are more focused on the theoretical research of an algorithm and a methodology level.
Disclosure of Invention
The invention aims to solve the technical problem of providing a main road priority control intersection traffic simulation method, which can realize data exchange among vehicles in a simulation environment, and replace fuzzy judgment of human driving by logic judgment under simulation data on the premise of an interactive traffic flow running state, thereby being capable of deducing and obtaining a more efficient and more real traffic organization form of a non-signal control intersection.
The invention adopts the following technical scheme for solving the technical problems: the invention designs a traffic simulation method for a main road priority control intersection, which is used for realizing driving control on each vehicle on a secondary road of a one-way single lane entering the intersection aiming at the intersection passed by the main road of two-way two lanes; defining the position of a lane on one side of a main road directly faced by a secondary road in the intersection pointed by the secondary road as a first conflict point M, and defining the position of a lane on the other side of the main road in the intersection pointed by the secondary road as a second conflict point N; the simulation method of the signalless intersection comprises the following steps:
step A, respectively aiming at two-way lanes of a main road, counting all vehicles in a detection section within a preset first distance range from an intersection entering position to the upstream direction of the lane on the lane to form a main road one-way vehicle set, and then entering step B;
b, respectively aiming at each vehicle in each main road one-way vehicle set, predicting and obtaining a predicted driving track of the vehicle driving through the intersection through microscopic traffic simulation deduction based on a preset specified vehicle dynamic model, and respectively executing the following processing of each situation according to the position between the vehicle and an adjacent vehicle when the vehicle passes through the intersection:
case 1: when a single vehicle on the secondary road passes through the intersection, the acceleration of the vehicle and the traffic flow running delay after all vehicles in the corresponding main road one-way vehicle set pass through the intersection are obtained;
case 2: when the single vehicles on the secondary road converge, the acceleration of the vehicle and the traffic flow running delay after all the vehicles in the corresponding one-way vehicle set on the main road pass through the intersection are obtained;
case 3: when the position has no influence of a single vehicle on a secondary road and has adjacent front vehicles, acquiring the acceleration of the vehicle and the traffic flow running delay of all vehicles in the corresponding main road one-way vehicle set after passing through the intersection;
case 4: when the front vehicle which follows does not exist in front of the vehicle and the influence of a single vehicle on a secondary road does not exist, acquiring the acceleration of the vehicle and the traffic flow running delay of all vehicles in the corresponding main road one-way vehicle set after passing through the intersection;
then entering step C;
step C, counting all vehicles in a detection road section within a preset second distance range from the position of the stop line entering the intersection to the upstream direction of the lane on a secondary road to form a secondary road vehicle set, and entering the step D;
and D, sequentially aiming at each vehicle in the secondary road vehicle set, adjusting the acceleration of the vehicle through a preset appointed vehicle dynamic model based on the deduction that the vehicle starts to start from a standstill from the stop line position of the intersection, predicting to obtain a predicted running track of the vehicle by utilizing micro traffic simulation deduction, obtaining an optimal vehicle clearance passing scheme corresponding to the vehicle by combining the acceleration of the vehicle under the four scenes in the step B corresponding to each vehicle in each primary road one-way vehicle set and the traffic flow running delay after all vehicles in the corresponding primary road one-way vehicle set pass through the intersection, further obtaining the optimal vehicle clearance passing scheme corresponding to each vehicle in the secondary road vehicle set, and guiding each vehicle in the secondary road vehicle set to pass through the intersection according to the optimal vehicle clearance passing scheme.
As a preferred technical solution of the present invention, the step B includes the following steps:
b, respectively aiming at each main road unidirectional vehicle set, further respectively aiming at each vehicle in the main road unidirectional vehicle set, executing the following steps B1 to B4, and then entering the step C;
b1, predicting to obtain a predicted running track of the k-th vehicle running through the intersection in the main road one-way vehicle set through microscopic traffic simulation deduction based on an IDM vehicle following model and combined with a preset simulation deduction time step, and then entering a step B2; k is more than or equal to 1 and less than or equal to K, and K represents the number of vehicles in the main road one-way vehicle set;
and B2, according to the predicted running track of the k-th vehicle running through the intersection in the main road one-way vehicle set, aiming at each simulation deduction time step corresponding to the k-th vehicle, defining the acceleration a of the k-th vehicle in each simulation deduction time step k The model of (2) is as follows:
wherein v is f Represents a preset maximum safe vehicle speed, v, adopted when the vehicle freely moves straight, turns left or turns right in the intersection k Speed, v, representing the time step of the k-th vehicle corresponding to the last simulated derived time step k-1 A speed representing the time step of the simulation deduction corresponding to the adjacent front vehicle of the kth vehicle, a max Represents the maximum acceleration of the vehicle, b represents the preset desired deceleration, T S Representing a predetermined intersection safe stopping time span, y, in a vehicle dynamics model 0 Representing the minimum stopping distance between adjacent front and rear vehicles at the preset intersection, and then entering the step B3;
and B3, respectively executing the following operations for the k-th vehicle when the k-th vehicle passes through the intersection and the position between the k-th vehicle and the adjacent front vehicle:
case 1: when the C-th vehicle in the secondary road vehicle set passes through the position in a crossing manner, the speed of the k-th vehicle is adjusted through an IDM vehicle following model, and the C-th vehicle passes through the position in a cooperation manner, so that the distance between the head of the k-th vehicle and the conflict point of the corresponding intersection of the one-way lane of the main road where the k-th vehicle is located when the C-th vehicle passes through is obtained as delta y, wherein C is more than or equal to 1 and less than or equal to C, and C represents the number of vehicles in the secondary road vehicle set;
case 2: when the position has the confluence of the c-th vehicle confluence in the secondary vehicle set, the k-th vehicle updates the information of the vehicle ahead of the vehicle following through an IDM vehicle following model, and cooperates with the confluence of the c-th vehicle through the deceleration of the following model, and then the following formula is adopted:
Δy＝|y c -y k |-len c
obtaining the distance delta y between the head of the kth vehicle and the tail of the c vehicle merged in by confluence, wherein y k And y c Respectively showing the distance between the kth vehicle head and the c-th vehicle head and the conflict point corresponding to the intersection of the main road one-way lane where the kth vehicle is positioned, len c The length of the c-th vehicle;
case 3: when the position has no influence of a single vehicle on a secondary road and has adjacent front vehicles, updating the state of the kth vehicle in a mode of following the front vehicle according to the following formula:
Δy＝|y k-1 -y k |-len k-1
obtaining the distance delta y, y between the head of the kth vehicle and the tail of the adjacent front vehicle k-1 Indicates the distance, len, between the head of the adjacent front vehicle of the kth vehicle and the conflict point of the intersection corresponding to the one-way lane of the main road where the kth vehicle is located k-1 The length of the adjacent front vehicle of the kth vehicle is indicated;
then entering step B4;
and B4, aiming at the delta y respectively obtained in the three conditions in the step B3, combining the acceleration a of the kth vehicle in the step B2 which respectively corresponds to each simulation deduction time step k The model of (2) respectively obtaining the acceleration of the kth vehicle and all vehicle paths in the corresponding main road one-way vehicle set under the three conditionsDelay in traffic flow after crossing the intersection;
meanwhile, for the case 4, when there is no following vehicle in front of the kth vehicle and there is no influence of the secondary single vehicle, the following formula is used:
and obtaining the acceleration of the kth vehicle and the traffic flow driving delay after all the vehicles in the corresponding main road one-way vehicle set pass through the intersection.
As a preferred technical scheme of the invention: the step D comprises the following steps D1 to D9;
step D1, setting an initial parameter c =1 and an initial time t as 0, and entering step D2;
step D2, aiming at the c-th vehicle in the secondary vehicle set, based on the deduction that the c-th vehicle starts to start from a standstill from the position of a stop line at an intersection, adjusting the acceleration of the vehicle through an IDM vehicle following model, predicting and obtaining the predicted driving track of the c-th vehicle by utilizing micro traffic simulation deduction, and then entering the step D3;
d3, according to the predicted running track of the c vehicle, determining the time AMc and ANc from the start of the c vehicle from the time t to the time when the c vehicle sequentially reaches the first conflict point M and the second conflict point N, and the time LMc and LNc when the c vehicle sequentially leaves the first conflict point M and the second conflict point N, and then entering the step D4;
step D4, obtaining the consumed time length of the c-th vehicle passing through the first conflict point M according to the = LMc-AMc, obtaining the consumed time length of the c-th vehicle passing through the second conflict point N according to the = LNc-ANc, and then entering the step D5;
step D5, aiming at the workshop gap of each front and rear adjacent vehicle running on the main road one-way lane of the first conflict point M, according to the Mth k The time LeaM of the front vehicle leaving the first conflict point M corresponding to each gap k And M k The time ArrM of the rear vehicle reaching the first conflict point M corresponding to each gap k-1 As followsThe formula:
selecting each workshop gap meeting the requirement of the formula on the main road one-way lane where the first conflict point M is located, namely obtaining each workshop gap on the corresponding main road one-way lane selected by the c-th vehicle through the first conflict point M, and then entering the step D6;
d6, respectively selecting each workshop gap on the corresponding main road one-way lane through the first conflict point M on the basis of the c vehicle, aiming at the workshop gap of each front and back adjacent vehicle running on the main road one-way lane where the second conflict point N is located, and according to the Nth vehicle k The time LeaN of the front vehicle leaving the second conflict point N corresponding to each gap k And N k The time ArrN of the rear vehicle reaching the second conflict point N corresponding to each gap k-1 According to the following formula:
selecting each workshop gap meeting the requirement of the formula on the main road one-way lane where the second conflict point N is located, namely obtaining each workshop gap on the corresponding main road one-way lane selected by the c-th vehicle through the second conflict point N, and then entering the step D7;
step D7, forming a workshop clearance combination of each group respectively passing through the first conflict point M and the second conflict point N in sequence on the basis of the workshop clearances on the main road one-way lane selected by the c-th vehicle through the first conflict point M and the workshop clearances on the main road one-way lane selected by the c-th vehicle through the second conflict point N, and then entering step D8;
step D8, aiming at each workshop gap combination, selecting the corresponding workshop gap combination as an optimal vehicle gap passing scheme corresponding to the c-th vehicle according to the acceleration of the corresponding vehicle on each main road one-way lane under the four scenes in the step B, the traffic flow running delay after all the vehicles in the corresponding main road one-way vehicle set pass through the intersection, the traffic flow running delay after the vehicles on the secondary road pass through the intersection and the traffic flow running delay comprehensively minimum, and then entering the step D9;
d9, guiding the C-th vehicle to pass through the intersection according to the corresponding optimal vehicle clearance passing scheme, updating the time t, judging whether C is equal to the number C of the vehicles in the secondary vehicle set, and if so, finishing the control of the vehicles in the secondary vehicle set when passing through the intersection; otherwise, updating by adding 1 for the value of c, and returning to the step D2.
As a preferred technical scheme of the invention: the step D2 comprises the following steps:
for a c-th vehicle in the secondary road vehicle set, if c =1, based on the deduction that the c-th vehicle starts to start from a standstill from a stop line position at a crossroad, adjusting the acceleration of the vehicle through an IDM vehicle following model in a state without a front vehicle, and predicting and obtaining a predicted driving track of the c-th vehicle by utilizing microscopic traffic simulation deduction;
if c is larger than 1, based on the deduction that the position of the c-th vehicle from the intersection stop line starts to be started from a standstill, the acceleration of the vehicle is adjusted through an IDM vehicle following model in the state of the vehicle with the front, and the predicted running track of the c-th vehicle is obtained through prediction by means of micro traffic simulation deduction.
As a preferred technical scheme of the invention: in the step D6, if it is not possible to select and obtain each workshop gap meeting the requirement of the corresponding formula on the main road one-way lane where the second conflict point N is located, then if the ANc is not available<LeaN k After the c-th vehicle passes through the first conflict point M, the acceleration of the c-th vehicle is reduced through an IDM vehicle-following model, and the vehicle speed is reduced; and if LNc>ArrN k-1 After the c-th vehicle passes through the first conflict point M, the acceleration of the c-th vehicle is improved through an IDM vehicle-following model, and the vehicle speed is improved; and then returns to step D2.
As a preferred technical scheme of the invention: in the step D8, the traffic flow driving delay after all the vehicles in the main road one-way vehicle set pass through the intersection and the traffic flow driving delay after the vehicles on the secondary road pass through the intersection are respectively determined according to the following formulas:
d k ＝t kact -t kide
d c ＝t cact -t cide
obtaining traffic flow running delay of vehicles on each road, further obtaining traffic flow running delay of a one-way lane of a main road and running delay of vehicles on a secondary road according to the number of the vehicles in the detected road section on each road, wherein d k Representing the delay of the kth vehicle on a unidirectional lane of the main road, t kact The actual time length t from the time when the kth vehicle enters the main road one-way lane detection road section to the time when the kth vehicle leaves the intersection on the main road one-way lane is represented kide The time length from entering the main road one-way lane detection road section to leaving the intersection under the ideal condition of the kth vehicle on the main road one-way lane without interference along with traffic flow is represented; d c Representing the delay of the c-th vehicle on the secondary road, t cact Represents the actual time length t from the c-th vehicle entering the secondary road detection section to leaving the intersection on the secondary road cide And the time length from the time when the vehicle enters the secondary road detection section to the time when the vehicle leaves the intersection under the ideal condition of the c vehicle on the secondary road without interference along with traffic flow is represented.
As a preferred technical scheme of the invention: and the vehicles on the one-way lane of the main road and the vehicles on the secondary road are communicated in an internet of vehicles mode.
In correspondence with the above, there is further designed an apparatus for executing the main road priority control intersection traffic simulation method, comprising a memory, a processor, and a computer program stored on the memory and executable on the processor, the processor implementing the method of any one of claims 1 to 7 when executing the computer program.
Compared with the prior art, the main road priority control intersection traffic simulation method and the main road priority control intersection traffic simulation device have the following technical effects:
the invention designs a traffic simulation method and device for a main road priority control intersection, which are based on a special traffic operation scene of a non-signal control intersection with a main road priority under a simulation environment, determines secondary road vehicles in the intersection and multiple main road vehicle flows which act with each other as research objects, predicts the running tracks of conflicting interactive vehicles through simulation deduction, realizes running state information transmission based on data reading and recording functions under the simulation environment, is beneficial to making more efficient passing decisions of the secondary road vehicles from multiple deduced passing schemes, realizes simulated passing of traffic organization of the non-signal control intersection, comprehensively considers the problem of vehicle running simulation when the multiple conflicting vehicle flows are conflicted and interleaved with each other under the complex traffic scene of the non-signal control intersection with the main road priority, takes the secondary road vehicles as a research target, analyzes the passing decisions of the multiple main road vehicle flows by combining with a dynamics model, and more truly and comprehensively reflects the non-signal control intersection traffic organization with the simulation result, greatly improves the efficiency of the non-signal control vehicles, improves the traffic capacity, and provides a scientific and reasonable decision scheme for reducing the occurrence of delayed passing.
Drawings
FIG. 1 is a schematic flow chart of a traffic simulation method for a main road priority control intersection designed by the invention;
fig. 2 is a schematic view of traffic conditions in an embodiment of the present invention.
Detailed Description
The following description will explain embodiments of the present invention in further detail with reference to the accompanying drawings.
Based on the prior art, the invention designs a traffic simulation method for a main road priority control intersection, which is used for realizing driving control on each vehicle on a secondary road of a one-way single lane entering the intersection aiming at the intersection passed by the main road of two-way two lanes; defining the position of a lane on one side of a main road directly faced by a secondary road in the intersection pointed by the secondary road as a first conflict point M, and defining the position of a lane on the other side of the main road in the intersection pointed by the secondary road as a second conflict point N; in practical application, the simulation method for the signalless intersection realizes communication between vehicles on a one-way lane of a main road and vehicles on a secondary road in an internet of vehicles mode, and specifically executes the following steps A to D as shown in fig. 1.
And step A, respectively aiming at two bidirectional lanes of the main road, counting all vehicles in a detection section from the position of the intersection to the upstream direction of the lane within a preset first distance range on the lane to form a main road unidirectional vehicle set, and then entering the step B. In an application, the predetermined first distance range is, for example, designed to be 50 meters.
And B, respectively aiming at each vehicle in each main road one-way vehicle set, predicting and obtaining a predicted driving track of the vehicle passing through the intersection through micro traffic simulation deduction based on a preset specified vehicle dynamic model, respectively executing the following processing of each situation according to the position between the vehicle and an adjacent front vehicle when the vehicle passes through the intersection, and then entering the step C.
Case 1: when a single vehicle on the secondary road passes through the intersection, the acceleration of the vehicle and the traffic flow running delay after all vehicles in the corresponding main road one-way vehicle set pass through the intersection are obtained.
Case 2: when the single vehicles on the secondary road converge, the acceleration of the vehicle and the traffic flow running delay after all the vehicles in the corresponding one-way vehicle set on the main road pass through the intersection are obtained.
Case 3: when the single vehicle influence of the secondary road does not exist and the adjacent front vehicles exist in the position, the acceleration of the vehicle and the traffic flow running delay after all the vehicles in the corresponding main road one-way vehicle set pass through the intersection are obtained.
Case 4: when the following front vehicle does not exist in front of the vehicle and the influence of a single vehicle on a secondary road does not exist, the acceleration of the vehicle and the traffic flow running delay after all the vehicles in the corresponding main road one-way vehicle set pass through the intersection are obtained.
In a practical specific application process, the step B is specifically performed as follows.
And step B, respectively aiming at each main road unidirectional vehicle set, further respectively aiming at each vehicle in the main road unidirectional vehicle set, executing the following steps B1 to B4, and then entering the step C.
B1, predicting to obtain a predicted running track of the k-th vehicle running through the intersection in the main road one-way vehicle set through microscopic traffic simulation deduction based on an IDM vehicle following model and combined with a preset simulation deduction time step, and then entering a step B2; k is more than or equal to 1 and less than or equal to K, and K represents the number of vehicles in the main road one-way vehicle set.
And B2, according to the predicted running track of the k-th vehicle running through the intersection in the main road one-way vehicle set, aiming at each simulation deduction time step corresponding to the k-th vehicle, defining the acceleration a of the k-th vehicle in each simulation deduction time step k The model of (2) is as follows:
wherein v is f Represents a preset maximum safe vehicle speed, v, adopted when the vehicle freely moves straight, turns left or turns right in the intersection k Speed, v, representing the time step of the k-th vehicle corresponding to the last simulated derived time step k-1 A speed representing the time step of the simulation deduction corresponding to the adjacent front vehicle of the kth vehicle, a max Representing the maximum acceleration of the vehicle, b representing a preset desired deceleration, T S Representing preset intersection safe stopping time intervals in vehicle dynamics models, such as selecting T S ＝2s，y 0 Indicating a minimum stopping distance between vehicles adjacent to and before a predetermined intersection, such as y 0 =1.5m, and then proceeds to step B3.
And B3, respectively executing the following operations for the position between the kth vehicle and the adjacent front vehicle when the kth vehicle passes through the intersection, and then entering the step B4.
Case 1: when the C-th vehicle in the secondary road vehicle set passes through the position in a crossing manner, the speed of the k-th vehicle is adjusted through an IDM vehicle following model, and the C-th vehicle passes through the position in a cooperation manner, so that the distance between the head of the k-th vehicle and the conflict point of the corresponding intersection of the one-way lane of the main road where the k-th vehicle is located when the C-th vehicle passes through is obtained as delta y, wherein C is more than or equal to 1 and less than or equal to C, and C represents the number of vehicles in the secondary road vehicle set;
case 2: when the position has the confluence of the c-th vehicle confluence in the secondary vehicle set, the k-th vehicle updates the information of the vehicle ahead of the vehicle following through an IDM vehicle following model, and cooperates with the confluence of the c-th vehicle through the deceleration of the following model, and then the following formula is adopted:
Δy＝|y c -y k |-len c
obtaining the distance delta y between the head of the kth vehicle and the tail of the c vehicle merged in by confluence, wherein y k And y c Respectively showing the distance between the kth vehicle head and the c-th vehicle head and the conflict point corresponding to the intersection of the main road one-way lane where the kth vehicle is positioned, len c The length of the c-th vehicle;
case 3: when the position has no influence of a single vehicle on a secondary road and has adjacent front vehicles, updating the state of the kth vehicle in a mode of following the front vehicle according to the following formula:
Δy＝|y k-1 -y k |-len k-1
obtaining the distance delta y, y between the head of the kth vehicle and the tail of the adjacent preceding vehicle k-1 Indicates the distance, len, between the head of the adjacent front vehicle of the kth vehicle and the conflict point of the intersection corresponding to the one-way lane of the main road where the kth vehicle is located k-1 Refers to the length of the k-th vehicle adjacent to the preceding vehicle.
And B4, aiming at the delta y respectively obtained in the three conditions in the step B3, combining the acceleration a of the kth vehicle in the step B2 which respectively corresponds to each simulation deduction time step k The model of (2) obtains the acceleration of the kth vehicle and the traffic flow driving delay after all vehicles in the corresponding main road one-way vehicle set pass through the intersection under the three conditions respectively.
Meanwhile, for case 4, when there is no following vehicle before the kth vehicle and there is no influence of a single vehicle on the secondary road, the following formula is used:
and obtaining the acceleration of the kth vehicle and the traffic flow driving delay after all the vehicles in the corresponding main road one-way vehicle set pass through the intersection.
And C, counting all vehicles in a detection road section of a preset second distance range from the stop line position entering the intersection to the upstream direction of the lane on the secondary road to form a secondary road vehicle set, and then entering the step D, wherein the preset second distance range is designed to be 30 meters in application.
And D, sequentially aiming at each vehicle in the secondary road vehicle set, adjusting the acceleration of the vehicle through a preset appointed vehicle dynamic model based on the deduction that the vehicle starts to start from a standstill from the stop line position of a cross, predicting to obtain a predicted driving track of the vehicle by utilizing microscopic traffic simulation deduction, combining the acceleration of the vehicle under the four scenes in the step B corresponding to each vehicle in each main road one-way vehicle set respectively and the traffic flow driving delay after all vehicles in the corresponding main road one-way vehicle set pass through the cross to obtain an optimal vehicle gap passing scheme corresponding to the vehicle, further obtaining the optimal vehicle gap passing scheme corresponding to each vehicle in the secondary road vehicle set respectively, and guiding each vehicle in the secondary road vehicle set to pass through the cross according to the optimal vehicle gap passing scheme.
In practical application, the step D specifically includes the following steps D1 to D9.
Step D1. Initial parameter c =1, and initial time t is 0, and step D2 is entered.
And D2, aiming at the c vehicle in the secondary road vehicle set, adjusting the acceleration of the vehicle through an IDM vehicle following model based on the deduction that the c vehicle starts to start from a standstill from the position of a stop line at an intersection, predicting to obtain the predicted driving track of the c vehicle by utilizing micro traffic simulation deduction, and then entering the step D3.
The step D2 specifically includes the following steps:
and if c =1, based on the deduction that the c vehicle starts to start from a standstill from the position of a cross stop line, adjusting the acceleration of the vehicle through an IDM vehicle following model in a no-front-vehicle state, and predicting and obtaining the predicted running track of the c vehicle by utilizing microscopic traffic simulation deduction.
If c is larger than 1, based on the deduction that the c th vehicle starts to start from a standstill at the position of the stop line at the self-intersection, the acceleration of the vehicle is adjusted through an IDM vehicle following model in the state of the vehicle with the front, and the predicted running track of the c th vehicle is predicted and obtained by utilizing micro traffic simulation deduction.
And D3, according to the predicted driving track of the c vehicle, determining the time AMc and ANc from the moment t when the c vehicle starts to reach the first conflict point M and the second conflict point N in sequence, and the time LMc and LNc when the c vehicle leaves the first conflict point M and the second conflict point N in sequence, and then entering the step D4.
And D4, acquiring the consumed time length of the c-th vehicle passing through the first conflict point M according to the = LMc-AMc, acquiring the consumed time length of the c-th vehicle passing through the second conflict point N according to the = LNc-ANc, and then entering the step D5.
Step D5, aiming at the workshop clearance of each front and rear adjacent vehicle running on the main road one-way lane where the first conflict point M is positioned, according to the Mth k The time LeaM of the front vehicle leaving the first conflict point M corresponding to each gap k And M k The time ArrM of the rear vehicle reaching the first conflict point M corresponding to each gap k-1 According to the following formula:
and D6, selecting each workshop gap meeting the requirement of the formula on the main road one-way lane where the first conflict point M is located, namely obtaining each workshop gap on the corresponding main road one-way lane selected by the c-th vehicle through the first conflict point M, and entering the step D6.
And D6, respectively selecting the workshop gaps on the corresponding main road one-way lane through the first conflict point M on the basis of the c-th vehicle, and aiming at the workshop gaps of the front and rear adjacent vehicles running on the main road one-way lane with the second conflict point N, according to the Nth vehicle k The time LeaN of the front vehicle leaving the second conflict point N corresponding to each gap k And N k The time ArrN of the rear vehicle reaching the second conflict point N corresponding to each gap k-1 According to the following formula:
and D7, selecting each workshop gap meeting the requirement of the formula on the main road one-way lane where the second conflict point N is located, namely obtaining each workshop gap on the main road one-way lane selected by the c-th vehicle through the second conflict point N, and then entering the step D7.
In the step D6, if the workshop clearance meeting the requirement of the corresponding formula on the main road one-way lane where the second conflict point N is located cannot be obtained by selection, then if the ANc is not available<LeaN k After the c-th vehicle passes through the first conflict point M, the acceleration of the c-th vehicle is reduced through an IDM vehicle-following model, and the vehicle speed is reduced; and if LNc>ArrN k-1 After the c-th vehicle passes through the first conflict point M, the acceleration of the c-th vehicle is improved through an IDM vehicle following model, and the vehicle speed is improved; and then returns to step D2.
And D7, forming a workshop clearance combination respectively passing through the first conflict point M and the second conflict point N in sequence by the aid of the workshop clearances on the main one-way lane selected and corresponding by the c-th vehicle through the first conflict point M and the workshop clearances on the main one-way lane selected and corresponding by the c-th vehicle through the second conflict point N, and then entering the step D8.
And D8, aiming at each workshop gap combination, selecting the corresponding workshop gap combination as an optimal vehicle gap passing scheme corresponding to the c-th vehicle according to the acceleration of the corresponding vehicle on each main road one-way lane corresponding to the vehicles under the four scenes in the step B respectively, the traffic flow running delay after all the vehicles in the corresponding main road one-way vehicle set pass through the intersection, the traffic flow running delay after the vehicles on the secondary road pass through the intersection and the traffic flow running delay comprehensively minimum according to the traffic flow running delay, and then entering the step D9.
Step D8, in application, the traffic flow driving delay after all vehicles pass through the intersection in the main road one-way vehicle set and the traffic flow driving delay after the vehicles pass through the intersection on the secondary road are respectively determined according to the following formulas:
d k ＝t kact -t kide
d c ＝t cact -t cide
obtaining traffic flow running delay of vehicles on each road, further obtaining traffic flow running delay of a one-way lane of a main road and running delay of vehicles on a secondary road according to the number of the vehicles in the detected road section on each road, wherein d k Representing the delay of the kth vehicle on a unidirectional lane of the main road, t kact The actual time length t from the time when the kth vehicle enters the main road one-way lane detection road section to the time when the kth vehicle leaves the intersection on the main road one-way lane is shown kide The time length from entering the main road one-way lane detection road section to leaving the intersection under the ideal condition of the kth vehicle on the main road one-way lane without interference along with traffic flow is represented; d is a radical of c Representing the delay of the c-th vehicle on the secondary road, t cact Represents the actual time length t from the c-th vehicle entering the secondary road detection section to leaving the intersection on the secondary road cide And the time length from the time when the vehicle enters the secondary road detection section to the time when the vehicle leaves the intersection under the ideal condition of the c-th vehicle on the secondary road without interference along with traffic flow is represented.
D9, guiding the C-th vehicle to pass through the intersection according to the corresponding optimal vehicle clearance passing scheme, updating the time t, judging whether C is equal to the number C of the vehicles in the secondary vehicle set, and if so, finishing the control of the vehicles in the secondary vehicle set when passing through the intersection; otherwise, updating by adding 1 according to the value of c, and returning to the step D2.
The method for controlling the communication simulation of the non-signal control intersection based on the priority of the main road is applied to the practical embodiment, and the embodiment is based on the following assumptions:
(1) In the embodiment, the non-signal control intersection with the prior main road is in an internet of vehicles environment, and when the vehicles run in a certain vehicle detection section range at the intersection, the information of the state of the vehicles can be transmitted to other vehicles in the intersection through vehicle-to-vehicle communication and vehicle-to-road communication.
(2) Due to the small range of the studied intersection, the vehicle information transmission speed is extremely fast, and no delay is assumed to occur.
(3) And no pedestrian or non-motor vehicle interference exists in the intersection.
(4) Vehicles on the secondary road strictly comply with the intersection rules and do not drive against regulations at the non-signal control intersection with the priority of the main road.
(5) All vehicles in the intersection are driven according to the scheme strictly after the traffic scheme is determined.
The specific implementation is as follows:
the method comprises the steps of constructing a main road priority non-signal control intersection simulation environment shown in figure 2, wherein east and west entry roads in the figure are secondary road traffic, north and south entry roads are main road traffic, all the entry roads are unidirectional lanes, a vehicle dynamics model adopted by the motion of the primary road traffic and the secondary road traffic is an IDM (inverse discrete cosine transformation) car following model, the length L1 of a detection road section of vehicles of the north and south entry roads is set to be 50 meters, namely the detection distance range of the main road, the length L2 of a detection road section of vehicles of the east and west entry roads is 30 meters, namely the detection distance range of the secondary road, the secondary road straight traffic C, the main road straight traffic A and B and corresponding collision points M and N on the track of the secondary road straight traffic C and the main road straight traffic A and B are shown in the figure, and determining that the vehicles in the detection road section are research vehicles.
The number of vehicles in the main straight-ahead traffic streams a and B in the range of the vehicle detection section is nA =5,nb =6, the time when the vehicle reaches the conflict point is determined through microscopic simulation deduction, and a time sequence ArrA = {1.5,3.4,7.2,12.2,15.6} and ArB = {2.1,5.4,8.7,12.3,16.1,19.6} are obtained; the time series LeaA = {2.1,3.9,8.2,12.8,16.1}, leaB = {2.6,6.0,9.3,12.8,16.7,20.2}, of the vehicle leaving the conflict point; the flow gap is calculated to obtain GA = {1.5,1.3,3.3,4.0,2.8}, and GB = {2.1,2.8,2.7,3.0,3.3,2.9};
the method is implemented according to the design method of the invention,
and determining the simulation deduction time step length to be 0.1s, and determining the researched main road traffic flows A1-A5 and B1-B6.
Determining whether the secondary road traffic flow passes through, if so, determining the corresponding time of passing through the gap position and the gap subsequent main road traffic flow influenced by the passing through
And (3) starting from the head cars A1 and B1 of the determined main road traffic flow at each simulation time step, adopting an IDM (inverse discrete cosine transformation) following model to update the states of the traffic flows of the fleet one by one, and calculating the updated acceleration a of the vehicle k in each simulation time step h by the following formula k 。
In the above formula, Δ y is the actual inter-vehicle distance, and when the main road vehicle k is not affected by the direct traffic flow passing through the secondary road, the state is updated in a manner of following the front vehicle, and Δ y = | y k-1 -y k |-len k-1 ，y k And y k-1 Respectively indicates the distance len between the head of the k car and the head of the k-1 car relative to the same point on the traffic flow driving track k-1 The vehicle length of the k-1 vehicle; when a secondary vehicle c passes through the main road vehicle k in front of the main road vehicle k in a crossing manner, the vehicles adjust the speed through the following model, cooperate with the secondary vehicles to safely pass through the main road traffic flow, and at the moment, delta y refers to the distance from the head of the k vehicle to the conflict point when the secondary vehicle passes through the main road vehicle; when a secondary vehicle c enters the main road vehicle k before entering, the vehicle k changes the information of the vehicle before the following, and the secondary vehicle enters through the deceleration cooperation of the following model, wherein delta y = | y c -y k |-len c ，y k And y c Respectively refer to the same conflict point distance, len, of the vehicle heads of the k vehicle and the c vehicle on the traffic flow running track c The length of the car is denoted as c; if the front vehicle for following does not exist in front of the main road traffic flow vehicle k, the acceleration formula is changed into
Finally obtaining the parameter a A1 h ～a A5 h ,a B1 h ～a B6 h And is represented by the formula
The displacements of the vehicles A1 to A5 and B1 to B6 are calculated.
And (4) continuously and circularly iterating, and deducing the simulation time backwards until all the researched main road vehicles pass through the corresponding conflict points of the intersection in the step 2.1, recording traffic flow running delay after the main road traffic flow passes through the intersection, and simultaneously recording delay time of waiting for passing of the corresponding secondary road vehicles at the intersection related to the deduction.
And (3) transmitting the running data of the main road traffic flow to the vehicles on the secondary road through data entry and reading operations in a simulation environment, starting the vehicles x in the queuing vehicles on the secondary road from a standstill in front of a stop line, and screening all gap combinations (gapAi and gapBj) meeting the requirement of the traffic flow of the secondary road from the GA and GB through steps 3.1-3.4.
It is determined that the vehicle x starts from time t =0 until the conflict point M is reached, time AMx =4.3 for N, anx =4.9, the vehicle leaves the conflict point M, time LMx =4.9 for N, lnx =5.4, and the derived vehicle trajectory is only the initial trajectory.
Using the formula Δ M = LM X -AM X =0.6 calculating the time spent by the vehicle passing through the conflict point M, using the formula Δ N = LM X -AN X =0.5 calculating the time spent by the vehicle passing through the conflict point N, selecting a passable gap gapAi satisfying Δ M from the set GA, and the two vehicles before and after the gap corresponding to the gapAi are A respectively i-1 And A i In the selection process, the following formula needs to be satisfied:
when the choice of gapAi is determined, the applicable traversable gap value gapBj satisfying Δ N is determined from the set GB based on the gap, gapBj also satisfying the following condition:
when gapBj all satisfy the above conditions, a traversable gap combination (gapAi, gapBj) derived from the initial trajectory is obtained; when gapBj cannot satisfy all the above conditions, it is necessary to try to adjust the trajectory of the passing vehicle x, such as ANx<LeaB i-1 At times, vehicle acceleration is reduced to reduce vehicle speed after vehicle x crosses conflict point M, e.g. LNx>ArrB i When the vehicle x passes through the conflict point M, increasing the acceleration of the vehicle to increase the speed, wherein the change values of the acceleration and the speed need to meet the requirement of the intersection specification; when the trajectory adjustment still does not satisfy all the above conditions, a new subsequent gap gapAi value is reselected to deduce a traversable gap combination.
After the combination of the traversable gaps (gapAi, gapBj) is determined, the moment AMx when the vehicle x on the secondary road can reach the conflict point M and N is fastest is selected, and the starting time tx of the vehicle on the stop line is reversely pushed by ANx.
Simulating various gap combinations of the secondary road vehicle x passing through the primary road vehicle flow by the constructed primary road priority non-signal control intersection simulation environment, selecting the secondary road vehicle flow passing gap combinations (gapAx, gapBx) which enable the primary road vehicle flow vehicles and the secondary road vehicles to have minimum overall delay from the index change condition of the primary road vehicle flow passing through the intersection, generating a control scheme W (x) for the current secondary road vehicle x to pass through, writing the control scheme W into a scheme set W, transmitting the scheme set W to the primary road vehicle flow, and updating the primary road vehicle flow data sets ArrA, arrB, leaA, leaB, GA and GB through simulation.
And transmitting the updated main road traffic flow operation data to a next vehicle x +1 in the secondary road queuing vehicles, repeating the operations in the steps 3 and 4, generating a control scheme W (x + 1) for the current secondary road vehicle x +1 to pass through, writing the control scheme W into the scheme set W, and updating the main road traffic flow data set correspondingly.
When all the research vehicles on the secondary road determine the passable gaps, the scheme set W is the traffic control scheme for the whole delay optimization of the non-signal controlled intersection under the current research object, and the non-signal controlled intersection with the priority of the main road is subjected to simulation operation according to the scheme set W.
The traffic simulation method and the device for the main road priority control intersection are designed according to the technical scheme, based on a special traffic operation scene of a main road priority non-signal control intersection under a simulation environment, secondary road vehicles in the intersection and multiple strands of main road traffic streams which act with each other are determined as research objects, the driving tracks of conflicting interactive vehicles are predicted through simulation deduction, running state information transmission is achieved based on a vehicle data entry reading function under the simulation environment, the secondary road vehicles can make more efficient passing decisions from multiple deduced passing schemes, the simulated passing of the traffic flow organization of the non-signal control intersection is achieved, the problem of vehicle operation simulation when the multiple strands of conflicting traffic streams are conflicted and interleaved with each other under the complex traffic scene of the non-signal control intersection with the priority main road is comprehensively considered, the secondary road vehicles are used as research targets, the decisions of the multiple strands of conflicting and traffic flows passing through the main road are analyzed by combining with a dynamics model, the decision scheme and the simulation result reflect the non-signal control intersection flow organization more truly and comprehensively, the non-signal control intersection is greatly improved in terms of the traffic efficiency, the non-signal control vehicle efficiency is improved, and the reasonable decision scheme and the traffic decision making is provided for reducing the occurrence of delayed traffic.
The embodiments of the present invention have been described in detail with reference to the drawings, but the present invention is not limited to the above embodiments, and various changes can be made within the knowledge of those skilled in the art without departing from the gist of the present invention.
Claims (8)
1. A traffic simulation method for a main road priority control intersection is used for realizing driving control on each vehicle on a secondary road of a one-way single lane entering the intersection aiming at the intersection passed by the main road of two-way two lanes; the method is characterized in that: defining the position of a lane on one side of a main road directly faced by a secondary road in the intersection pointed by the secondary road as a first conflict point M, and defining the position of a lane on the other side of the main road in the intersection pointed by the secondary road as a second conflict point N; the traffic simulation method for the non-signal control intersection comprises the following steps:
step A, respectively aiming at two-way two lanes of a main road, counting all vehicles in a detection section from an intersection entering position to the upstream direction of the lane within a preset first distance range to form a main road one-way vehicle set, and then entering the step B;
b, respectively aiming at each vehicle in each main road one-way vehicle set, predicting and obtaining a predicted driving track of the vehicle driving through the intersection through micro traffic simulation deduction based on a preset specified vehicle dynamic model, and respectively executing the following processing of each situation when the vehicle passes through the intersection and the position between the vehicle and an adjacent front vehicle:
case 1: when a single vehicle on the secondary road passes through the intersection, the acceleration of the vehicle and the traffic flow running delay after all vehicles in the corresponding main road one-way vehicle set pass through the intersection are obtained;
case 2: when the single vehicles on the secondary road converge, the acceleration of the vehicle and the traffic flow running delay after all the vehicles in the corresponding one-way vehicle set on the main road pass through the intersection are obtained;
case 3: when the influence of a single vehicle on a secondary road does not exist and an adjacent vehicle exists in the position, the acceleration of the vehicle and the traffic flow running delay of all vehicles in the corresponding main road one-way vehicle set after passing through the intersection are obtained;
case 4: when the front vehicle which follows does not exist in front of the vehicle and the influence of a single vehicle on a secondary road does not exist, acquiring the acceleration of the vehicle and the traffic flow running delay of all vehicles in the corresponding main road one-way vehicle set after passing through the intersection;
then entering step C;
step C, counting all vehicles in a detection road section of a preset second distance range from the position of a parking line entering the intersection to the upstream direction of the lane on a secondary road to form a secondary road vehicle set, and then entering the step D;
and D, sequentially aiming at each vehicle in the secondary road vehicle set, adjusting the acceleration of the vehicle through a preset appointed vehicle dynamic model based on the deduction that the vehicle starts to start from a standstill from the stop line position of the intersection, predicting to obtain a predicted running track of the vehicle by utilizing micro traffic simulation deduction, obtaining an optimal vehicle clearance passing scheme corresponding to the vehicle by combining the acceleration of the vehicle under the four scenes in the step B corresponding to each vehicle in each primary road one-way vehicle set and the traffic flow running delay after all vehicles in the corresponding primary road one-way vehicle set pass through the intersection, further obtaining the optimal vehicle clearance passing scheme corresponding to each vehicle in the secondary road vehicle set, and guiding each vehicle in the secondary road vehicle set to pass through the intersection according to the optimal vehicle clearance passing scheme.
2. The traffic simulation method for the main road priority control intersection according to claim 1, characterized in that: the step B comprises the following steps:
step B, respectively aiming at each main road unidirectional vehicle set, further respectively aiming at each vehicle in the main road unidirectional vehicle set, executing the following steps B1 to B4, and then entering the step C;
b1, predicting to obtain a predicted running track of the k-th vehicle running through the intersection in the main road one-way vehicle set through microscopic traffic simulation deduction based on an IDM vehicle following model and combined with a preset simulation deduction time step, and then entering a step B2; k is more than or equal to 1 and less than or equal to K, and K represents the number of vehicles in the main road one-way vehicle set;
and B2, according to the predicted running track of the k-th vehicle running through the intersection in the main road one-way vehicle set, aiming at each simulation deduction time step corresponding to the k-th vehicle, defining the acceleration a of the k-th vehicle in each simulation deduction time step k The model of (2) is as follows:
wherein v is f Represents a preset maximum safe vehicle speed, v, adopted when the vehicle freely moves straight, turns left or turns right in the intersection k Speed, v, representing the time step of the k-th vehicle corresponding to the last simulated deduction k-1 A speed representing the time step of the simulation deduction corresponding to the adjacent front vehicle of the kth vehicle max Represents the maximum acceleration of the vehicle, b represents the preset desired deceleration, T S Representing a predetermined intersection safe stopping time span, y, in a vehicle dynamics model 0 Representing the minimum stopping distance between adjacent front and rear vehicles at the preset intersection, and then entering the step B3;
and B3, respectively executing the following operations when the kth vehicle passes through the intersection and the position between the kth vehicle and the adjacent front vehicle:
case 1: when the C-th vehicle in the secondary road vehicle set passes through the position in a crossing manner, the speed of the k-th vehicle is adjusted through an IDM vehicle following model, and the C-th vehicle passes through the position in a cooperation manner, so that the distance between the head of the k-th vehicle and the conflict point of the corresponding intersection of the one-way lane of the main road where the k-th vehicle is located when the C-th vehicle passes through is obtained as delta y, wherein C is more than or equal to 1 and less than or equal to C, and C represents the number of vehicles in the secondary road vehicle set;
case 2: when the position has the confluence of the c-th vehicle confluence in the secondary vehicle set, the k-th vehicle updates the information of the vehicle ahead of the vehicle following through an IDM vehicle following model, and cooperates with the confluence of the c-th vehicle through the deceleration of the following model, and then the following formula is adopted:
Δy＝|y c -y k |-len c
obtaining the distance delta y between the head of the kth vehicle and the tail of the c vehicle merged in by confluence, wherein y k And y c Respectively showing the distance between the kth vehicle head and the c-th vehicle head and the conflict point corresponding to the intersection of the main road one-way lane where the kth vehicle is positioned, len c The length of the c-th vehicle;
case 3: when the influence of a single vehicle on the secondary road does not exist in the position and an adjacent vehicle exists in the position, the state of the kth vehicle is updated in a mode of following the vehicle, and the following formula is adopted:
Δy＝|y k-1 -y k |-len k-1
obtaining the distance delta y, y between the head of the kth vehicle and the tail of the adjacent front vehicle k-1 Indicates the distance, len, between the head of the adjacent front vehicle of the kth vehicle and the conflict point of the intersection corresponding to the one-way lane of the main road where the kth vehicle is located k-1 The length of the front vehicle adjacent to the kth vehicle;
then entering step B4;
step B4, aiming at the delta y respectively obtained in the three conditions in the step B3, combining the acceleration a of the kth vehicle in the step B2 which respectively corresponds to each simulation deduction time step k The model of (2) respectively obtaining the acceleration of the kth vehicle and the traffic flow driving delay after all vehicles in the corresponding main road one-way vehicle set pass through the intersection under the three conditions;
meanwhile, for case 4, when there is no following vehicle before the kth vehicle and there is no influence of a single vehicle on the secondary road, the following formula is used:
and obtaining the acceleration of the kth vehicle and the traffic flow driving delay after all the vehicles in the corresponding main road one-way vehicle set pass through the intersection.
3. The traffic simulation method for the main road priority control intersection according to claim 1, characterized in that: the step D comprises the following steps D1 to D9;
step D1, setting an initial parameter c =1 and an initial time t as 0, and entering step D2;
step D2, aiming at the c vehicle in the secondary road vehicle set, adjusting the acceleration of the vehicle through an IDM vehicle following model based on the deduction that the c vehicle starts to start from a standstill at the position of a self-intersection stop line, predicting to obtain a predicted driving track of the c vehicle by utilizing micro traffic simulation deduction, and then entering the step D3;
d3, according to the predicted running track of the c vehicle, determining the time AMc and ANc from the start of the c vehicle from the time t to the time when the c vehicle sequentially reaches the first conflict point M and the second conflict point N, and the time LMc and LNc when the c vehicle sequentially leaves the first conflict point M and the second conflict point N, and then entering the step D4;
step D4, obtaining the consumed time length of the c-th vehicle passing through the first conflict point M according to the = LMc-AMc, obtaining the consumed time length of the c-th vehicle passing through the second conflict point N according to the = LNc-ANc, and then entering the step D5;
step D5, aiming at the workshop gap of each front and rear adjacent vehicle running on the main road one-way lane of the first conflict point M, according to the Mth k The time LeaM of the front vehicle leaving the first conflict point M corresponding to each gap k And M k The time ArrM when the rear vehicle reaches the first conflict point M corresponding to each gap k-1 According to the following formula:
selecting each workshop gap meeting the requirement of the formula on the main road one-way lane where the first conflict point M is located, namely obtaining each workshop gap on the main road one-way lane selected by the c-th vehicle through the first conflict point M, and then entering the step D6;
and D6, respectively selecting the workshop gaps on the corresponding main road one-way lane through the first conflict point M on the basis of the c-th vehicle, and aiming at the workshop gaps of the front and rear adjacent vehicles running on the main road one-way lane with the second conflict point N, according to the Nth vehicle k The time LeaN of the front vehicle leaving the second conflict point N corresponding to each gap k And N k The time ArrN of the rear vehicle reaching the second conflict point N corresponding to each gap k-1 According to the following formula:
selecting each workshop gap meeting the requirement of the formula on the main road one-way lane where the second conflict point N is located, namely obtaining each workshop gap on the corresponding main road one-way lane selected by the c-th vehicle through the second conflict point N, and then entering the step D7;
d7, forming a workshop clearance combination respectively passing through the first conflict point M and the second conflict point N in sequence on the basis of each workshop clearance on the corresponding main road one-way lane selected by the c vehicle through the first conflict point M and each workshop clearance on the corresponding main road one-way lane selected by the c vehicle through the second conflict point N, and then entering a step D8;
step D8, aiming at each workshop gap combination, selecting the corresponding workshop gap combination as an optimal vehicle gap passing scheme corresponding to the c-th vehicle according to the acceleration of the corresponding vehicle on each main road one-way lane under the four scenes in the step B, the traffic flow running delay after all the vehicles in the corresponding main road one-way vehicle set pass through the intersection, the traffic flow running delay after the vehicles on the secondary road pass through the intersection and the traffic flow running delay comprehensively minimum, and then entering the step D9;
d9, guiding the C-th vehicle to pass through the intersection according to the corresponding optimal vehicle clearance passing scheme, updating the time t, judging whether C is equal to the number C of the vehicles in the secondary vehicle set, and if so, finishing the control of the vehicles in the secondary vehicle set when passing through the intersection; otherwise, updating by adding 1 for the value of c, and returning to the step D2.
4. The traffic simulation method for the main road priority control intersection according to claim 3, characterized in that: the step D2 comprises the following steps:
for a c-th vehicle in the secondary road vehicle set, if c =1, based on the deduction that the c-th vehicle starts to start from a standstill from a stop line position at a crossroad, adjusting the acceleration of the vehicle through an IDM vehicle following model in a state without a front vehicle, and predicting and obtaining a predicted driving track of the c-th vehicle by utilizing microscopic traffic simulation deduction;
if c is larger than 1, based on the deduction that the c th vehicle starts to start from a standstill at the position of the stop line at the self-intersection, the acceleration of the vehicle is adjusted through an IDM vehicle following model in the state of the vehicle with the front, and the predicted running track of the c th vehicle is predicted and obtained by utilizing micro traffic simulation deduction.
5. The traffic simulation method for the main road priority control intersection according to claim 3, characterized in that: in the step D6, if the vehicle clearance satisfying the requirement of the corresponding formula on the one-way lane of the main road where the second conflict point N is located cannot be obtained, then if the ANc is available<LeaN k After the c-th vehicle passes through the first conflict point M, reducing the acceleration of the c-th vehicle through an IDM vehicle following model to realize the reduction of the vehicle speed; and if LNc>ArrN k-1 After the c-th vehicle passes through the first conflict point M, the acceleration of the c-th vehicle is improved through an IDM vehicle-following model, and the vehicle speed is improved; and then returns to step D2.
6. The method for controlling the communication simulation of the signalless intersection based on the main road priority as claimed in claim 3, wherein: in the step D8, the traffic flow driving delay after all the vehicles in the main road one-way vehicle set pass through the intersection and the traffic flow driving delay after the vehicles on the secondary road pass through the intersection are respectively determined according to the following formulas:
d k ＝t kact -t kide
d c ＝t cact -t cide
obtaining traffic flow running delay of vehicles on each road, further obtaining traffic flow running delay of a one-way lane of a main road and running delay of vehicles on a secondary road according to the number of the vehicles in the detected road section on each road, wherein d k Representing the delay of the kth vehicle on a unidirectional lane of the main road, t kact One-way lane detection road for k-th vehicle to enter main road on one-way lane of main roadActual length of time from section to departure from intersection, t kide The method comprises the steps that the time from entering a main road one-way lane detection road section to leaving an intersection under the ideal condition of the kth vehicle on the main road one-way lane without interference with traffic flow is represented; d is a radical of c Representing the delay of the c-th vehicle on the secondary road, t cact Represents the actual time length t from the c th vehicle entering the secondary road detection road section to leaving the intersection on the secondary road cide And the time length from the time when the vehicle enters the secondary road detection section to the time when the vehicle leaves the intersection under the ideal condition of the c-th vehicle on the secondary road without interference along with traffic flow is represented.
7. The method for controlling the communication simulation of the non-signal control intersection based on the priority of the main road according to claim 1, wherein the method comprises the following steps: and the vehicles on the one-way lane of the main road and the vehicles on the secondary road are communicated in an internet of vehicles mode.
8. An apparatus for performing a main road priority control intersection traffic simulation method according to any one of claims 1 to 7, comprising a memory, a processor, and a computer program stored on the memory and operable on the processor, wherein the processor when executing the computer program implements the method of any one of claims 1 to 7.
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