CN113570905A - Spatial distribution evolution method for controlling network connection automatic vehicle group arrangement at intersection - Google Patents
Spatial distribution evolution method for controlling network connection automatic vehicle group arrangement at intersection Download PDFInfo
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Abstract
The invention belongs to the technical field of intelligent traffic, and discloses a spatial distribution evolution method for controlling network connection automatic vehicle group arrangement at an intersection. The method aims at a pure internet automatic driving environment, vehicle information is obtained based on an internet of vehicles system, each 'event' is taken as a control interval, and the evolution process of the space position of each motor car in the whole traffic flow is gradually controlled until all vehicles meet the target arrangement requirement; recording specific coordinates of each vehicle in the position evolution process, and calculating specific duration of each control interval and a running track of each vehicle in each control interval based on a dynamic model of each vehicle; and finally, integrating the vehicle tracks in the control intervals to form a complete automatic vehicle group running track. The invention can make the automatic vehicle group reach the ordered arrangement state by controlling the different steering automatic vehicles at the upstream road section, thereby maximizing the utilization of the intersection lane resources and improving the intersection traffic capacity.
Description
Technical Field
The invention belongs to the technical field of intelligent traffic, and particularly relates to a spatial distribution evolution method for controlling network connection automatic vehicle group arrangement at an intersection.
Background
Autopilot technology has received unprecedented attention in government, enterprise, and scientific research for the last decade. Autonomous vehicles are not only tested in test yards, but increasingly on open roads, and autonomous buses have even become a routine operation. The development of car networking technology has made large-scale floor-based applications of autopilot possible. The automatic vehicle with the car networking function is called an internet automatic vehicle, and the internet automatic vehicle not only can collect and transmit surrounding traffic information in real time, but also can receive traffic instructions to execute driving tasks (or called controlled driving).
The controlled driving characteristics of networked automotive vehicles enable many traffic flow control objectives previously unavailable or difficult to achieve. The orderly arrangement of the networked automatic vehicles can greatly improve the traffic capacity and the traffic efficiency of the intersection. However, the real-time optimization arrangement of the networked automatic traffic flow running in a mixed manner in different directions in a limited space range in front of an intersection still faces huge challenges, and a set of efficient, feasible and easily-applied control algorithm is urgently needed to complete the real-time control of the networked automatic traffic flow.
Disclosure of Invention
The invention aims to provide a spatial distribution evolution method for controlling the arrangement of a networked automatic train group at an intersection so as to solve the technical problem.
In order to solve the technical problems, the specific technical scheme of the spatial distribution evolution method for controlling the arrangement of the networked automatic vehicle groups at the intersection is as follows:
a spatial distribution evolution method for controlling network connection automatic vehicle group arrangement at an intersection comprises the following steps:
s1, under the pure network connection automatic driving environment, vehicle information of a road section driven from an upstream intersection is obtained based on a vehicle networking system, the vehicle information comprises the position and steering information of the vehicle, each 'event' is taken as a control interval, the space position evolution process of each motor car in the whole traffic flow is gradually controlled until all the vehicles meet the target arrangement requirement, and the 'event' comprises the accelerated advancing and lane changing behaviors in the vehicle running process;
s2, recording specific coordinates of each vehicle in the position evolution process, and calculating specific duration of each control interval and a running track of each vehicle in each control interval based on a dynamic model of each vehicle;
and S3, fusing the vehicle tracks in each control interval to form a complete automatic vehicle group running track, and ensuring that the vehicle tracks are not crossed in time and space.
Further, the step S1 includes the identification of the front unobstructed vehicle, the separation of the front unobstructed vehicle, the yielding of the obstructed vehicle and the even distribution of the lanes of the same steered vehicle.
Further, the identification of the front unobstructed vehicle comprises the steps of:
a1: when the current vehicle is a left-turn vehicle, the front of the lane where the current vehicle is located has no straight-going vehicle or right-turn vehicle, and the left-turn vehicle is marked as a front unobstructed vehicle;
a2: when the current vehicle is a straight-ahead vehicle, no right-turn vehicle is in front of the lane, and the straight-ahead vehicle is marked as a front unobstructed vehicle.
Further, the separation of the front unobstructed vehicle includes the steps of:
b1: the controller searches the lanes with the maximum number of the current front unimpeded vehicles, marks the lanes as kappa, and selects the rightmost lane as the lane kappa if the number of the front unimpeded vehicles of the lanes is the maximum;
b2: the vehicle accelerating straight ahead of the current lane k without hindrance until passing the other steered vehicle D0Distance between the front end of the vehicle and the front end of the vehicle in the previous row reaches a given distance D0；
B3: the front unobstructed vehicle on the off-lane k accelerates straight ahead until it is clear of the front on the lane kThe vehicles are aligned from front to back in sequence, and the vehicle speed is recovered to be V0。
Further, the method for preventing the vehicle from yielding comprises the following steps:
c1: searching for a vacant position of the line in which the vehicle is obstructed from right to left and from near to far, if the vacant position exists in the line, marking the first vacant position, and turning to C2; if the row has no empty bit, go to C3;
c2: all vehicles between the obstacle vehicle and the first vacant site are shifted towards the vacant site simultaneously, namely, the vehicles are moved transversely by a lane distance;
c3: searching for an adjacent vehicle which is in the same line with the obstructing vehicle from right to left, marking a first adjacent vehicle, controlling the adjacent vehicle and the vehicle in front of the adjacent vehicle to move straight to vacate a vacant space, and then obstructing the vehicle to change the lane to the vacant space, namely moving a lane distance transversely.
Further, the uniform distribution of the lanes of the same steering vehicle comprises the following steps:
d1: taking a left-turn vehicle as an example, the controller searches the lane with the least number of left-turn vehicles, marks the lane with the least number of left-turn vehicles as the lane iota, and selects the rightmost lane as the lane iota if the number of left-turn vehicles in a plurality of lanes is minimum in parallel;
d2: marking the next line of the last vehicle of the lane iota as a characteristic line;
d3: the controller searches the lane with the most left-turning vehicles, marks the lane with the most left-turning vehicles as a lane L, and similarly selects the rightmost lane of the lanes as the lane L if the left-turning vehicles of the lanes are in the most parallel;
d4: moving the whole left-turn vehicle between the lane L and the lane iota in the current characteristic line to the lane iota by a lane distance;
d5: front fixed line spacing D of all left-turning vehicles behind characteristic line in lane L0；
D6: and D1-D5 are repeatedly operated until the absolute value of the difference between the left-turning number of the vehicles on all the lanes is less than or equal to 1.
Further, the S1 includes the following specific steps:
s11: setting all vehicle initial speeds to V0；
S12: all left-turn automatic vehicles without obstacles in front accelerate straight along the current lane until the distance between all the left-turn automatic vehicles without obstacles in front exceeds all the straight-going and right-turn vehicles and all the left-turn automatic vehicles without obstacles in front reaches D0And the distance between the front end of the vehicle and the head of the rear row of vehicles reaches D0Then all vehicle speeds are restored to V0；
S13: left-hand vehicle with front obstacle going forward until all straight-going and right-hand vehicles D are overtaken0Distance between the vehicle and the vehicle in front of the current lane reaches D0；
S14: all the straight-ahead vehicles without obstacles and the front left-turning vehicle group accelerate straight-ahead until the distance between all the right-turning vehicles and all the straight-ahead vehicles reaches D0And the distance between the front end of the vehicle and the head of the rear row of vehicles reaches D0Then all vehicle speeds are restored to V0；
S15: go straight ahead with a block until all right-turn vehicles D are overtaken0Distance between the vehicle and the vehicle in front of the current lane reaches D0；
S16: during the longitudinal separation process of the straight-going vehicle and the right-turning vehicle, the left-turning vehicle is controlled to run and be uniformly distributed on all lanes so as to compress the length of the road section occupied by the motorcade;
s17: even distribution of the straight-going vehicles and the right-turning vehicles on all lanes is achieved, so that the overall length of the fleet is compressed.
Further, the specific steps of S13 are as follows:
s131: the controller scans the vehicle steering information in the vehicle group one by one from front to back and records the left-turning vehicle with the obstruction in front of the first vehicle;
s132: all the vehicles in front of the left-hand vehicle are prevented from changing lanes to allow the left-hand vehicle to move straightly without any obstacle;
s133: the left-turn vehicle and the left-turn vehicle in front of the left-turn vehicle accelerate straight until all the straight-going and right-turn vehicles D are surpassed0Distance between the vehicle and the vehicle in front of the current lane reaches D0Then the speed of the left-turning vehicle and the front left-turning vehicle is recovered to V0；
S134: the operations S131-S133 are repeated until all left-turn vehicles are in front of all straight and right-turn vehicles.
Further, the specific steps of S15 are as follows:
s151: the controller scans the vehicle steering information in the vehicle group one by one from front to back and records the straight-ahead vehicle with the obstruction in front of the first vehicle;
s152: all right-hand vehicles in front of the straight-driving vehicle change lanes to let the straight-driving vehicle go straight without obstruction;
s153: the straight-ahead vehicle and the vehicles in front of the straight-ahead vehicle accelerate straight ahead to exceed the front D of all right-turn vehicles0Distance and is spaced from the vehicle ahead by a given distance D0Then the speed of the straight-turning vehicle and the front vehicle is recovered to V0；
S154: the operations S151-S153 are repeated until all the go-throughs are in front of all the right-hand cars.
Further, the steps S2 and S3 include the following steps:
gradually controlling the space position evolution process of each motor train in the whole flow by taking each 'event' as a control interval, wherein the speed of all vehicles is V before and after any 'event' occurs0Assuming that all the automobiles are homogeneous, the maximum longitudinal acceleration is a, and the maximum longitudinal deceleration is-a.
For an accelerated progress 'event', two types of acceleration and deceleration processes are carried out according to the actual running distance D of the vehicle:
1) acceleration-deceleration: the advancing distance is small, and the vehicle does not reach the maximum speed limit VmaxThen the deceleration is started until V is recovered0；
2) Acceleration-uniform speed-deceleration: the advancing distance is increased and V is reached after the maximum speed limit is reached in the vehiclemaxRun at constant speed for a period of time, then decelerate until V is restored0；
Calculating the time t required by reaching the target position according to the actual running distance D of the vehiclef(ii) a Assuming that the vehicle adopts the maximum acceleration and deceleration in each acceleration and advance 'event', the maximum acceleration and the deceleration are respectively set as a and a, and the experience time of each 'event' is obtained as the following formula:
for a vehicle lane change 'event', the lane change time of each single lane is given to be fixed as tlcEach lane change event allows multiple vehicles to change lanes simultaneously.
The invention has the beneficial effects that: through controlling the different automatic vehicles that turn to of upper reaches road section department, can make the automatic vehicle crowd reach the orderly arrangement state to the maximize utilizes crossing lane resource, improves crossing trafficability.
Drawings
FIG. 1 is an exemplary illustration of the spatial distribution of an automotive fleet of the present invention;
FIG. 2 is a schematic diagram of the front unobstructed vehicle of the present invention in isolation;
FIG. 3 is a schematic diagram of the present invention impeding yielding of a vehicle;
FIG. 4 is a schematic view of the even distribution of lanes of the same steering (left turn) vehicle of the present invention;
FIG. 5a is a schematic diagram of the acceleration-deceleration process within an "event" according to the present invention;
FIG. 5b is a schematic diagram of the acceleration-deceleration-within-event process of the present invention;
FIG. 6 is an exemplary diagram of an evolution process of the spatial distribution of an automotive fleet in accordance with the present invention;
fig. 7 is a diagram of the complete travel track of the automatic vehicle group according to the invention.
Detailed Description
In order to better understand the purpose, structure and function of the present invention, the following describes the spatial distribution evolution method for controlling the network connection automatic train group arrangement at the intersection in detail with reference to the attached drawings.
The key idea of the algorithm is that based on the upstream networking automatic vehicle information acquired by a vehicle networking system, each event is taken as a control interval, the spatial position evolution process of each motor vehicle in the whole vehicle flow is controlled step by step until all vehicles meet the target arrangement requirement, the specific coordinates of each vehicle in the position evolution process are recorded, the specific duration of each control interval and the running track of each vehicle are calculated based on the dynamic model of the vehicle, and finally the vehicle tracks in each control interval are fused to form the complete automatic vehicle group running track.
The basic content of the method is as follows:
1. automotive fleet spatial distribution signature
After the automatic vehicle enters from the upstream intersection, the mixed vehicles are uniformly arranged line by line, and the distance D is kept between every two vehicles0. As shown in fig. 1, the automated population spatial distribution state marks the relative positions of all vehicles on the road section. In the driving process, the vehicle distribution state gradually evolves until the target arrangement state is reached. In the figure, the letters L, S, R indicate left turn, straight run, and right turn, respectively, and the empty space indicates that there is no vehicle occupancy.
2. Space distribution algorithm implementation overall process
1) Under the pure network connection automatic driving environment, vehicle information of a road section driven from an upstream intersection is obtained based on a vehicle networking system, wherein the vehicle information comprises the position, the steering and the like of a vehicle, each 'event' is taken as a control interval, the space position evolution process of each motor car in the whole traffic flow is gradually controlled until all vehicles meet the target arrangement requirement, and the 'event' mainly comprises accelerated advancing and lane changing behaviors in the running process of the vehicles;
2) recording specific coordinates of each vehicle in the position evolution process, and calculating specific duration of each control interval and a running track of each vehicle in each control interval based on a dynamic model of each vehicle;
3) and the vehicle tracks in each control interval are fused to form a complete automatic vehicle group running track, so that no space-time crossing of the vehicle tracks is ensured.
3. Implementation step of spatial distribution evolution algorithm
1) Setting all vehicle initial speeds to V0。
2) All left-turn automatic vehicles without front vehicle shielding accelerate to go straight along the current lane until the inter-row distance of all straight-going and right-turn vehicles and all unhindered left-turn vehicles reaches D0And the distance between the front end of the vehicle and the head of the rear row of vehicles reaches D0Then all areVehicle speed returns to V0。
3) Left-hand vehicle with front obstacle going forward until all straight-going and right-hand vehicles D are overtaken0Distance between the vehicle and the vehicle in front of the current lane reaches D0. The method is completed by the following steps: a) the controller scans the vehicle steering information in the vehicle group one by one from front to back and records the left-turning vehicle with the obstruction in front of the first vehicle; b) all the vehicles in front of the left-hand vehicle are prevented from changing lanes to allow the left-hand vehicle to move straightly without any obstacle; c) the left-turn vehicle (and the left-turn vehicle ahead thereof) accelerates straight ahead until all straight-ahead and right-turn vehicles D are exceeded0Distance between the vehicle and the vehicle in front of the current lane reaches D0Then the speed of the left-turning vehicle and the front left-turning vehicle is recovered to V0(ii) a d) Repeating steps a) -c) until all left-turn vehicles are in front of all straight and right-turn vehicles.
4) All the straight-ahead vehicles without obstacles (and the front left-turning vehicle group) are accelerated to go straight until the distance between all the right-turning vehicles and all the straight-ahead vehicles without obstacles reaches D0And the distance between the front end of the vehicle and the head of the rear row of vehicles reaches D0Then all vehicle speeds are restored to V0。
5) Go straight ahead with a block until all right-turn vehicles D are overtaken0Distance between the vehicle and the vehicle in front of the current lane reaches D0. The method is completed by the following steps: a) the controller scans the vehicle steering information in the vehicle group one by one from front to back and records the straight-ahead vehicle with the obstruction in front of the first vehicle; b) all right-hand vehicles in front of the straight-driving vehicle change lanes to let the straight-driving vehicle go straight without obstruction; c) the straight-ahead vehicle (and the non-obstructing vehicle in front of the straight-ahead vehicle) accelerates to go straight ahead D of all right-turn vehicles0Distance and is spaced from the vehicle ahead by a given distance D0Then the speed of the straight-turning vehicle and the front vehicle is recovered to V0(ii) a d) And repeating the steps a) to c) until all the straightgoing cars are in front of all the right-turning cars.
6) During the longitudinal separation process of the straight-going vehicle and the right-turning vehicle, the left-turning vehicle is controlled to run and be uniformly distributed on all lanes so as to compress the length of the road section occupied by the motorcade.
7) Even distribution of the straight-going vehicles and the right-turning vehicles on all lanes is achieved, so that the overall length of the fleet is compressed.
4 specific operations involved in the implementation step
1) Identification of a vehicle without obstruction in front
a) When the current vehicle is a left-turn vehicle, the front of the lane where the current vehicle is located has no straight-going vehicle or right-turn vehicle, and the left-turn vehicle is marked as a front unobstructed vehicle;
b) when the current vehicle is a straight-ahead vehicle, no right-turn vehicle is in front of the lane, and the straight-ahead vehicle is marked as a front unobstructed vehicle.
2) Separation of vehicles without obstacles in front
The automatic vehicle without the obstacle of the front vehicle accelerates along the current lane and goes straight until reaching the target position and being separated from other steering vehicles, and the speed V is recovered0. The method is completed by the following steps: a) the controller searches the lane with the largest number of the current unimpeded vehicles and marks the lane as the lane k, and if the number of the unimpeded vehicles of the lanes is the largest in parallel, the rightmost lane is selected as the lane k; b) the currently unobstructed vehicle of lane κ accelerates straight ahead until passing the other steered vehicle D0Distance between the front end of the vehicle and the front end of the vehicle in the previous row reaches a given distance D0(ii) a c) The non-obstacle vehicles on the non-lane kappa accelerate straight until being aligned with the non-obstacle vehicles on the lane kappa from front to back in sequence, and the vehicle speed is recovered to be V0。
As shown in fig. 2 (a), finding the lane with the most number of current unimpeded left-turn vehicles, and marking the right-most lane according to a rule because the number of unimpeded left-turn vehicles in the left-most lane is the same as that in the right-most lane; the currently unobstructed left-turn vehicle on the rightmost lane accelerates straight ahead until passing the other turning vehicles D0Distance between the front end of the vehicle and the front end of the vehicle in the previous row reaches a given distance D0The recovered vehicle speed is V0(ii) a Meanwhile, the unimpeded left-turn vehicles on the other two lanes accelerate straight until the unimpeded left-turn vehicles on the rightmost lane align from front to back in sequence, and the vehicle speed is recovered to be V0The state after completion of the advance is shown in fig. 2 (b).
3) Hinder yielding of the vehicle
The obstructing vehicle needs to change to other lanes to make way to assist the rear vehicle to separate. The operation process is specifically completed by executing the following steps: a) searching a vacant position of a line of the obstructing vehicle from right to left and from near to far, if the vacant position exists in the line, marking the first vacant position, and turning to the step b); if the row has no vacant position, go to c); b) all vehicles between the obstacle vehicle and the first vacant site are shifted towards the vacant site simultaneously, namely, the vehicles are moved transversely by a lane distance; c) searching for an adjacent vehicle which is in the same line with the obstructing vehicle from right to left, marking a first adjacent vehicle, controlling the adjacent vehicle and the vehicle in front of the adjacent vehicle to move straight to vacate a vacant space, and then obstructing the vehicle to change the lane to the vacant space, namely moving a lane distance transversely.
As shown in fig. 3 (a), the vehicle in front of the left turn of the last middle lane is an obstructing vehicle, and the vehicle is in a row without a vacancy, so that the adjacent vehicle in the same row as the obstructing vehicle is searched from right to left, and the adjacent vehicle on the right of the obstructing vehicle is marked; controlling the adjacent vehicle and all vehicles ahead of the adjacent vehicle to make a vacant space in the straight-ahead driving, as shown in (b) of fig. 3; the vehicle is then hindered from changing lanes to the vacant space, as shown in fig. 3 (c).
4) The lanes of the same steering vehicle are evenly distributed
After the front and the rear of each steering vehicle are separated, the vehicles are controlled to run to uniformly distribute all the vehicles which are steered simultaneously in each lane so as to compress the length of the road section occupied by the motorcade. The uniform distribution process of different turning vehicles is the same, taking a left turning vehicle as an example, the following steps are specifically required to be executed: a) the controller searches the lane with the least number of left-turn vehicles, marks the lane with the least number of left-turn vehicles as a lane iota, and selects the right lane as the lane iota if the number of left-turn vehicles in a plurality of lanes is least in parallel; b) marking the next line of the last vehicle of the lane iota as a characteristic line; c) the controller searches the lane with the most left-turning vehicles, marks the lane with the most left-turning vehicles as a lane L, and similarly selects the rightmost lane of the lanes as the lane L if the left-turning vehicles of the lanes are in the most parallel; d) moving the whole left-turn vehicle between the lane L and the lane iota in the current characteristic line to the lane iota by a lane distance; e) front fixed line spacing D of all left-turning vehicles behind characteristic line in lane L0(ii) a f) And repeating the steps a) to e) until the absolute value of the difference between the left-turning number of the vehicles on all the lanes is less than or equal to 1.
As shown in fig. 4 (a), the lane with the least number of left-turn vehicles is the rightmost lane and is marked as iota, the next line of the last vehicle of the rightmost lane is marked as "characteristic line", and the lane with the most number of left-turn vehicles is the leftmost lane and is marked as L; moving the left-turn vehicle between the lane L to the lane ι in the current characteristic line by a lane distance to the lane ι as a whole, as shown in (b) in fig. 4; front fixed line spacing D of all left-turning vehicles behind characteristic line in lane L0As shown in fig. 4 (c), the uniform distribution of the same turning (left-turning) vehicle is completed.
5) Vehicle trajectory calculation within an "event
"events" primarily include acceleration advances and lane changes during vehicle operation. The algorithm takes each 'event' as a control interval to gradually control the space position evolution process of each motor train in the whole flow, and the speed of all vehicles is V before and after any 'event' (namely acceleration advancing and lane changing) occurs0Assuming that all the automobiles are homogeneous, the maximum longitudinal acceleration is a, and the maximum longitudinal deceleration is-a.
For an accelerated progress "event," two types of acceleration and deceleration processes may be experienced, depending on the actual vehicle travel distance D:
1) acceleration-deceleration: the advancing distance is small, and the vehicle does not reach the maximum speed limit VmaxThen the deceleration is started until V is recovered0As shown in fig. 5 (a).
2) Acceleration-uniform speed-deceleration: the advancing distance is increased and V is reached after the maximum speed limit is reached in the vehiclemaxRun at constant speed for a period of time, then decelerate until V is restored0As shown in fig. 5 (b).
Calculating the time t required by reaching the target position according to the actual running distance D of the vehiclef. To save running time and running distance, the maximum acceleration and deceleration is set to be a, -a respectively, assuming that the vehicle takes the maximum acceleration and deceleration in each acceleration-forward "event". The elapsed time for each "event" can be given by:
for a vehicle lane change "event", to reduce computational complexity, a fixed time t is given for each lane change for a single lanelc. Each lane change "event" allows multiple vehicles to change lanes simultaneously.
Taking a three-lane road section as an example, the incoming vehicles in all directions at the upstream intersection drive into the middle road section to form the networked automatic vehicle group, as shown in (a) of fig. 6. The letter L, S, R carried on the vehicle represents the different turns of the vehicle at the downstream intersection. The control targets are set as: all the left-turn vehicles are arranged in front of all the straight-going vehicles and the right-turn vehicles, and all the straight-going vehicles are arranged in front of all the right-turn vehicles and are respectively and closely arranged.
And recording the position of the last vehicle in the initial spatial distribution of the automatic vehicle group as a longitudinal origin, and recording the edge of the lane at the leftmost side of the road section as a transverse origin. The vehicles before and after each 'event' have completed lane changing, and the vehicles after the lane changing are required to run on the lane center line. The lane width is set to 3.75m, and the transverse positions of the vehicle driving on the center line of each lane before and after each 'event' are respectively 1.875m, 5.625m and 9.375 m.
The parameters are set in this example as follows: initial velocity V02m/s, maximum speed limit V of road sectionmax20m/s, the maximum acceleration and deceleration are respectively 2m/s2、-2m/s2Distance D between heads of vehicles014m, lane change time tlc＝2s。
The vehicles on the road section shown in (a) in fig. 6 are controlled according to a spatial distribution evolution algorithm process, 8 events are needed for transforming from the initial distribution position to the final target arrangement, and the relative position change process before and after each event is given in fig. 6.
FIG. 6 (a) shows the initial spatial distribution of all the automatic vehicle-drawn sections, the actual positions of which are shown in Table 1; fig. 6 (i) shows the spatial distribution of the vehicle after completion of the target arrangement, and the actual positions are shown in table 9. In FIG. 6, there is an "event" between the sub-graphs, and the specific duration of each control interval can be calculated based on the vehicle's own dynamic model, which in this example amounts to 38.66s for the target alignment, and the specific calculation process is given below.
TABLE 1 initial time automotive fleet spatial distribution and position coordinates
1) "event 1", from (a) to (b) in fig. 6, the forward-most center lane is left-turning relatively forward without hindrance D0The time interval t for completing this "event" is calculated124.32 s. All other vehicles at initial speed V02m/s advance time t12. The space distribution and position coordinates of the vehicle group at the end of "event 1" are shown in table 2, and the cumulative elapsed time t is recorded as 4.32 s.
TABLE 2 "event 1" ending time Automobiles spatial distribution and location coordinates
2) "event 2", from (b) to (c) in fig. 6, the left-turning vehicle on the leftmost lane at the rearmost side is the vehicle with the obstacle in front, and therefore the front obstacle straight-driving vehicle changes lane to the middle lane, and the time interval t for completing this "event" is23＝tlc2s, all vehicles at initial speed V during the lane change02m/s advance time t23. The space distribution and position coordinates of the vehicle group at the end of "event 2" are shown in table 3, and the cumulative elapsed time t is recorded as 6.32 s.
TABLE 3 "event 2" end time Automobiles spatial distribution and location coordinates
3) "event 3", from (c) to (D) in fig. 6, the left-turn vehicle on the leftmost lane at the rearmost side becomes an unobstructed vehicle at the front and needs to relatively advance 3D0The time interval t for reaching the forefront and aligning with the left-turn vehicles of other lanes to finish the' event347.48 s. All other vehicles at initial speed V02m/s advance time t34. The space distribution and position coordinates of the vehicle group at the end of the "event 3" are shown in table 4, and the cumulative elapsed time t is recorded as 13.80 s.
TABLE 4 "event 3" end time Automobiles spatial distribution and location coordinates
4) "event 4", from (D) to (e) in fig. 6, the two straight-driving vehicles in the middle lane are unobstructed vehicles, and the two straight-driving vehicles need to advance relatively in 2D at the same time0Complete separation from the right-turning vehicle, time interval t for completion of this "event456.11 s. All other vehicles at initial speed V02m/s advance time t45. The space distribution and position coordinates of the vehicle group at the end of "event 4" are shown in table 5, and the cumulative elapsed time t is recorded as 19.91 s.
TABLE 5 "event 4" end time Automobiles spatial distribution and location coordinates
5) "event 5", from (e) to (f) in fig. 6, the straight-ahead vehicle on the rightmost lane at the rearmost is the vehicle with the obstacle in front, so that the two obstacle right-turn vehicles in front change lanes to the middle lane at the same time, and the time interval t for completing the "event" is56＝tlc2 s. All vehicles at an initial speed V during a lane change02m/s advance time t56. Table 6 shows the spatial distribution and position coordinates of the vehicle group at the end of "event 5", and the cumulative elapsed time t is recorded as 21.91 s.
TABLE 6 "event 5" end time Automobiles spatial distribution and location coordinates
6) "event 6", from (f) to (g) in fig. 6, the straight-ahead vehicle on the rightmost lane at the rearmost side becomes a vehicle without obstacle in the front, and needs to relatively move forward by 4D0The time interval t for reaching the forefront and aligning with the straight-driving vehicles on other lanes to finish the' event678.64 s. All other vehicles at initial speed V02m/s advance time t67. Table 7 shows the space distribution and position coordinates of the vehicle group at the end of "event 6", and the cumulative elapsed time t is recorded as 30.55 s.
TABLE 7 "event 6" ending hours Automobiles spatial distribution and location coordinates
7) "event 7", from (g) to (h) in fig. 6, after the different steered vehicles are separated, the straight-going vehicles are uniformly distributed, the middle lane is the lane with the largest number of straight-going vehicles, the leftmost lane is the lane with the smallest number of straight-going vehicles, and the straight-going vehicle in front of the middle lane is changed to the leftmost lane; meanwhile, the uniform distribution of right-turning vehicles is completed, the middle lane is the lane with the most right-turning vehicles, and the right-most lane is the lane with the least right-turning vehicles, so that the right-turning vehicles in front of the middle lane change lanes to the right-most lane; time interval t for completing this "event78＝tlc2s, all vehicles at initial speed V during the lane change02m/s advance time t78. The space distribution and position coordinates of the vehicle group at the end of the "event 7" are shown in table 8, and the cumulative elapsed time t is recorded as 32.55 s.
TABLE 8 "event 7" end time Automobiles spatial distribution and location coordinates
8) "event 8", from (h) to (i) in fig. 6, the center-lane through-vehicle relatively advances D0Aligning with other lane straight-driving vehicles; relative forward of right-turn vehicle in middle lane D0Aligned with the right-turn vehicles on the other lanes, and the right-turn vehicles on the middle lane and the rightmost lane need to advance relatively D0To achieve close following; time interval t for completing this "event896.11s, all other vehicles at initial speed V02m/s advance time t89. Table 9 shows the space distribution and position coordinates of the vehicle group at the end of "event 8", and the cumulative elapsed time t is recorded as 38.66 s.
TABLE 9 "event 8" ending time Automobiles spatial distribution and location coordinates
After 8 'events' are completed to meet the target arrangement requirement and data are recorded, the vehicle tracks in all the control intervals can be fused to form a complete automatic vehicle group running track. The trajectory of the automated vehicle group from the upstream of the road section to the completion of the target arrangement is shown in fig. 7. In fig. 7, t is the accumulated elapsed time, the longitudinal position x corresponds to the advancing direction of the vehicle, and the lateral position y corresponds to the lane changing direction of the vehicle. Each of the continuous curves represents a travel path of an automotive vehicle of FIG. 6 from an initial time to a completed target alignment, and FIG. 7 contains a full travel path of all of the automotive vehicles of FIG. 6.
It is to be understood that the present invention has been described with reference to certain embodiments, and that various changes in the features and embodiments, or equivalent substitutions may be made therein by those skilled in the art without departing from the spirit and scope of the invention. In addition, many modifications may be made to adapt a particular situation or material to the teachings of the invention without departing from the essential scope thereof. Therefore, it is intended that the invention not be limited to the particular embodiment disclosed, but that the invention will include all embodiments falling within the scope of the appended claims.
Claims (10)
1. A spatial distribution evolution method for controlling network connection automatic vehicle group arrangement at an intersection is characterized by comprising the following steps:
s1, under the pure network connection automatic driving environment, vehicle information of a road section driven from an upstream intersection is obtained based on a vehicle networking system, the vehicle information comprises the position and steering information of the vehicle, each 'event' is taken as a control interval, the space position evolution process of each motor car in the whole traffic flow is gradually controlled until all the vehicles meet the target arrangement requirement, and the 'event' comprises the accelerated advancing and lane changing behaviors in the vehicle running process;
s2, recording specific coordinates of each vehicle in the position evolution process, and calculating specific duration of each control interval and a running track of each vehicle in each control interval based on a dynamic model of each vehicle;
and S3, fusing the vehicle tracks in each control interval to form a complete automatic vehicle group running track, and ensuring that the vehicle tracks are not crossed in time and space.
2. The method of claim 1, wherein the step S1 includes the identification of the front unobstructed vehicle, the separation of the front unobstructed vehicle, the yielding of the obstructed vehicle and the even distribution of lanes of the same steered vehicle.
3. The method for spatially distributed evolution of Internet-connected automotive vehicle cluster arrangements at intersections according to claim 2, wherein the identification of the front unobstructed vehicle comprises the steps of:
a1: when the current vehicle is a left-turn vehicle, the front of the lane where the current vehicle is located has no straight-going vehicle or right-turn vehicle, and the left-turn vehicle is marked as a front unobstructed vehicle;
a2: when the current vehicle is a straight-ahead vehicle, no right-turn vehicle is in front of the lane, and the straight-ahead vehicle is marked as a front unobstructed vehicle.
4. The method of claim 3, wherein the separation of the front unobstructed vehicles comprises the steps of:
b1: the controller searches the lanes with the maximum number of the current front unimpeded vehicles, marks the lanes as kappa, and selects the rightmost lane as the lane kappa if the number of the front unimpeded vehicles of the lanes is the maximum;
b2: the vehicle accelerating straight ahead of the current lane k without hindrance until passing the other steered vehicle D0Distance between the front end of the vehicle and the front end of the vehicle in the previous row reaches a given distance D0；
B3: the front unobstructed vehicle on the non-lane k accelerates and goes straight until the front unobstructed vehicle on the non-lane k is aligned with the front unobstructed vehicle on the lane k from front to back in sequence, and the speed of the vehicle is recovered to be V0。
5. The method for controlling the evolution of the spatial distribution of the networked automatic vehicle group arrangement at the intersection according to claim 2, wherein the hindering the yielding of the vehicle comprises the following steps:
c1: searching for a vacant position of the line in which the vehicle is obstructed from right to left and from near to far, if the vacant position exists in the line, marking the first vacant position, and turning to C2; if the row has no empty bit, go to C3;
c2: all vehicles between the obstacle vehicle and the first vacant site are shifted towards the vacant site simultaneously, namely, the vehicles are moved transversely by a lane distance;
c3: searching for an adjacent vehicle which is in the same line with the obstructing vehicle from right to left, marking a first adjacent vehicle, controlling the adjacent vehicle and the vehicle in front of the adjacent vehicle to move straight to vacate a vacant space, and then obstructing the vehicle to change the lane to the vacant space, namely moving a lane distance transversely.
6. The method for controlling the evolution of the spatial distribution of the networked automatic vehicle group arrangement at the intersection according to claim 2, wherein the uniform distribution of the lanes of the same turning vehicle comprises the following steps:
d1: taking a left-turn vehicle as an example, the controller searches the lane with the least number of left-turn vehicles, marks the lane with the least number of left-turn vehicles as the lane iota, and selects the rightmost lane as the lane iota if the number of left-turn vehicles in a plurality of lanes is minimum in parallel;
d2: marking the next line of the last vehicle of the lane iota as a characteristic line;
d3: the controller searches the lane with the most left-turning vehicles, marks the lane with the most left-turning vehicles as a lane L, and similarly selects the rightmost lane of the lanes as the lane L if the left-turning vehicles of the lanes are in the most parallel;
d4: moving the whole left-turn vehicle between the lane L and the lane iota in the current characteristic line to the lane iota by a lane distance;
d5: front fixed line spacing D of all left-turning vehicles behind characteristic line in lane L0；
D6: and D1-D5 are repeatedly operated until the absolute value of the difference between the left-turning number of the vehicles on all the lanes is less than or equal to 1.
7. The method for controlling the evolution of the spatial distribution of the networked automatic vehicle group arrangement at the intersection according to claim 6, wherein the step S1 comprises the following specific steps:
s11: setting all vehicle initial speeds to V0；
S12: all left-turn automatic vehicles without obstacles in front accelerate straight along the current lane until the distance between all the left-turn automatic vehicles without obstacles in front exceeds all the straight-going and right-turn vehicles and all the left-turn automatic vehicles without obstacles in front reaches D0And the distance between the front end of the vehicle and the head of the rear row of vehicles reaches D0Then all vehicle speeds are restored to V0；
S13: left-hand vehicle with front obstacle going forward until all straight-going and right-hand vehicles D are overtaken0Distance between the vehicle and the vehicle in front of the current lane reaches D0；
S14: all the straight-ahead vehicles without obstacles and the front left-turning vehicle group accelerate straight-ahead until the distance between all the right-turning vehicles and all the straight-ahead vehicles reaches D0And the distance between the front end of the vehicle and the head of the rear row of vehicles reaches D0Then all vehicle speeds are restored to V0；
S15: go straight ahead with a block until all right-turn vehicles D are overtaken0Distance between the vehicle and the vehicle in front of the current lane reaches D0；
S16: during the longitudinal separation process of the straight-going vehicle and the right-turning vehicle, the left-turning vehicle is controlled to run and be uniformly distributed on all lanes so as to compress the length of the road section occupied by the motorcade;
s17: even distribution of the straight-going vehicles and the right-turning vehicles on all lanes is achieved, so that the overall length of the fleet is compressed.
8. The method for controlling the evolution of the spatial distribution of the networked automatic vehicle group arrangement at the intersection according to claim 1, wherein the specific steps of S13 are as follows:
s131: the controller scans the vehicle steering information in the vehicle group one by one from front to back and records the left-turning vehicle with the obstruction in front of the first vehicle;
s132: all the vehicles in front of the left-hand vehicle are prevented from changing lanes to allow the left-hand vehicle to move straightly without any obstacle;
s133: the left-turn vehicle and the left-turn vehicle in front of the left-turn vehicle accelerate straight until all the straight-going and right-turn vehicles D are surpassed0Distance between the vehicle and the vehicle in front of the current lane reaches D0Then the speed of the left-turning vehicle and the front left-turning vehicle is recovered to V0；
S134: the operations S131-S133 are repeated until all left-turn vehicles are in front of all straight and right-turn vehicles.
9. The method for controlling the evolution of the spatial distribution of the networked automatic vehicle group arrangement at the intersection according to claim 2, wherein the specific steps of S15 are as follows:
s151: the controller scans the vehicle steering information in the vehicle group one by one from front to back and records the straight-ahead vehicle with the obstruction in front of the first vehicle;
s152: all right-hand vehicles in front of the straight-driving vehicle change lanes to let the straight-driving vehicle go straight without obstruction;
s153: the straight-ahead vehicle and the vehicles in front of the straight-ahead vehicle accelerate straight ahead to exceed the front D of all right-turn vehicles0Distance and is spaced from the vehicle ahead by a given distance D0Then the speed of the straight-turning vehicle and the front vehicle is recovered to V0；
S154: the operations S151-S153 are repeated until all the go-throughs are in front of all the right-hand cars.
10. The method for controlling the evolution of the spatial distribution of the networked automatic vehicle group arrangement at the intersection according to claim 1, wherein the steps S2 and S3 comprise the following steps:
gradually controlling the space position evolution process of each motor train in the whole flow by taking each 'event' as a control interval, wherein the speed of all vehicles is V before and after any 'event' occurs0Assuming that all the automobiles are homogeneous, the maximum longitudinal acceleration is a, and the maximum longitudinal deceleration is-a.
For an accelerated progress 'event', two types of acceleration and deceleration processes are carried out according to the actual running distance D of the vehicle:
1) acceleration-deceleration: the advancing distance is small, and the vehicle does not reach the maximum speed limit VmaxThen the deceleration is started until V is recovered0；
2) Acceleration-uniform speed-deceleration: the advancing distance is increased and V is reached after the maximum speed limit is reached in the vehiclemaxRun at constant speed for a period of time, then decelerate until V is restored0；
Calculating the time t required by reaching the target position according to the actual running distance D of the vehiclef(ii) a Assuming that the vehicle adopts the maximum acceleration and deceleration in each acceleration and advance 'event', the maximum acceleration and the deceleration are respectively set as a and a, and the experience time of each 'event' is obtained as the following formula:
for a vehicle lane change 'event', the lane change time of each single lane is given to be fixed as tlcEach lane change event allows multiple vehicles to change lanes simultaneously.
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