CN114708734A - Entrance ramp network connection manual driving vehicle main line converging cooperative control method - Google Patents
Entrance ramp network connection manual driving vehicle main line converging cooperative control method Download PDFInfo
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- G—PHYSICS
- G08—SIGNALLING
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- G08G1/00—Traffic control systems for road vehicles
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- G08G1/0104—Measuring and analyzing of parameters relative to traffic conditions
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- G—PHYSICS
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- G—PHYSICS
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- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
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Abstract
The invention discloses a cooperative control method for importing an entrance ramp network manual driving vehicle into a main line, which comprises the steps of collecting data by mounting equipment, constructing a prediction model, predicting a head time distance set and analyzing the scale of each vehicle which can be imported into a gap allowed in a merging flow area, and finally implementing different guiding strategies on ramp vehicles to enable the ramp vehicles to be imported into the main line smoothly, and the like, so that the problems of strategy generation of ramp vehicles and safe and orderly import of the guided vehicles into the main line are solved; the method comprises the steps that the existing data acquisition equipment and computing equipment are utilized to enable a guide system to be associated with an internet map APP, and strategy generation and instruction transmission are possible; the method has the advantages that the vehicles on the ramp are accurately guided through the guiding strategy, the driving operation instructions of the vehicles on the ramp are issued to the drivers, the success rate and the safety of the vehicles successfully converging into the main line are guaranteed, and the continuity and the efficient commuting capacity of the whole road traffic are further guaranteed.
Description
Technical Field
The invention relates to the field of traffic control, in particular to a cooperative control method for an entrance ramp network connection manually-driven vehicle to converge into a main line.
Background
In the existing traffic system, because the quantity of automobiles in a city is large, traffic jam is easily formed on some main road sections, and therefore, in the construction process of the traffic system, the problem of traffic jam or jam is greatly relieved by taking an elevated road or an express way as an important component.
However, it has to be acknowledged that, because the vehicle has a merging problem in the process of entering the expressway, under the condition of a large traffic flow, if the vehicle is not guided, accidents such as scratch and the like easily occur, which is not beneficial to the smoothness of the road, and in the actual situation, drivers often merge according to experience or driving technologies, which has a relatively high risk and a relatively high driving requirement for the drivers. Therefore, the cooperative control method for the entrance ramp network connection manual driving vehicle to converge into the main line is provided for carrying out strategy guidance on the operation of converging the ramp into the main line.
Disclosure of Invention
The invention aims to provide a cooperative control method for an entrance ramp network connection manual driving vehicle to merge into a main line.
The technical problem solved by the invention is as follows: the problem of how to generate strategies for ramp vehicles and guide the vehicles to safely and orderly converge into a main line is solved.
The invention can be realized by the following technical scheme: an entrance ramp network connection manual driving vehicle convergence main line cooperative control method comprises the following steps:
the method comprises the following steps: setting data acquisition equipment and data calculation equipment, and establishing an instruction and data transmission channel with an internet map APP;
step two: establishing and training a short-time headway prediction model according to historical data;
step three: obtaining a predicted headway set according to the constructed short-term headway prediction model;
step four: analyzing the scale of each vehicle allowed to be imported into the importable gap in the merge area according to the predicted headway set, thereby obtaining the number of vehicles allowed to be imported into each importable gap;
step five: and combining a plurality of vehicle scales allowed to be merged and real-time position data of the ramp vehicles on the high-precision map, which are output in the step four, and implementing different guiding strategies on the ramp vehicles to enable the ramp vehicles to be smoothly merged into the main line.
The invention has further technical improvements that: in the first step, the data acquisition equipment comprises a multi-target radar and a high-definition video acquisition device, dynamic driving data of the ramps and the main line vehicles are acquired at the main line, the confluence point and the entrance ramp positions, the dynamic driving data comprise flow, vehicle speed and head time distance, the ramp entrance is provided with a road side calculation unit and establishes network communication between the road side calculation unit and an internet map APP, and a communication channel is provided for data and instruction transmission in a follow-up guiding strategy.
The invention has further technical improvements that: and constructing a short-time headway prediction model in the third step by grey correlation analysis and time convolution network based on entropy, wherein the model calculates the value of grey correlation grade between the predicted headway and the historical headway so as to obtain a predicted headway set output by the short-time headway prediction model.
The invention has further technical improvements that: in the fourth step, when each vehicle scale m allowed to merge into in the merge-into gap is analyzed, the headway on the outer lane of the main line needs to meet the following conditions:
tc+(m-1)tf≤th≤tc+mtf；
after the conditions are met, m vehicles on the ramp are allowed to enter a conflagable gap on the main line.
The invention has the further technical improvements that: the different guidance strategies described in the step five include a single vehicle guidance strategy and a vehicle grouping guidance strategy, when the number of vehicles allowed to be merged into each merge clearance on the main line is 1, the single vehicle guidance strategy is adopted, and when the number of vehicles allowed to be merged into each merge clearance on the main line is greater than 1, the vehicle grouping guidance strategy is adopted.
The invention has further technical improvements that: the single-vehicle guiding strategy comprises a single-vehicle acceleration guiding strategy and a single-vehicle deceleration guiding strategy, so that the vehicle is accelerated or decelerated uniformly to a desired speed, then the vehicle runs to a confluence area in a uniform speed running mode, the total running time of a speed changing stage and a uniform speed stage is calculated and compared with any time length capable of converging into a clearance, and when the total running time does not exceed the time length capable of converging into the clearance, the corresponding vehicle can successfully converge into a main line; otherwise, the vehicle can not be converged into the main line, and the single vehicle guiding strategy is not implemented at the moment.
The invention has further technical improvements that: the vehicle grouping guiding strategy needs to firstly carry out grouping operation on ramp vehicles, use a full-speed-difference following model to carry out following guiding on a vehicle to be grouped, give guiding acceleration to the vehicle to be grouped, and enable the vehicle to be grouped and a head vehicle to form a grouping motorcade.
The invention has further technical improvements that: in the vehicle grouping guiding strategy, calculating the total time length of the time length used for successful vehicle grouping and the time length used for driving from a ramp to a confluence area at a constant speed after successful grouping, and comparing the total time length with any time length capable of merging into a gap, wherein when the total time length does not exceed the time length capable of merging into the gap, the corresponding vehicle grouping can be successfully merged into a main line; otherwise, the vehicle can not be converged into the main line in a marshalling mode, and at the moment, the vehicle marshalling guide strategy is not implemented, and the single-vehicle guide strategy is implemented.
Compared with the prior art, the invention has the following beneficial effects:
1. the method comprises the following steps that the existing data acquisition equipment and computing equipment are utilized, a guide system is associated with an internet map APP, and strategy generation and instruction transmission are possible; and acquiring and predicting data of the headway of the vehicle on the main line, so as to obtain the size of the vehicle which can be imported and has the import clearance on the main line, provide accurate data support for subsequent guidance and facilitate the generation and actual application of a subsequent guidance strategy.
2. The method has the advantages that the vehicles on the ramp are accurately guided through the guiding strategy, and driving operation instructions including acceleration and deceleration operation and constant speed operation are issued to a driver, so that the vehicles can be converged into a preset convergence gap in the guiding strategy, the success rate and the safety of the vehicles successfully converging into a main line are guaranteed, and the continuity and the efficient commuting capacity of the whole road traffic are further guaranteed.
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In order to facilitate understanding for those skilled in the art, the present invention will be further described with reference to the accompanying drawings.
FIG. 1 is a flow chart of a control method according to the present invention;
fig. 2 is a schematic diagram of a vehicle consist main line status according to the present invention.
Detailed Description
To further illustrate the technical means and effects of the present invention adopted to achieve the predetermined objects, the following detailed description of the embodiments, structures, features and effects according to the present invention will be given with reference to the accompanying drawings and preferred embodiments.
Referring to fig. 1-2, a cooperative control method for an entrance ramp network manually driven vehicle to merge into a main line includes the following steps:
the method comprises the following steps: installing multi-target radars and high-definition video acquisition devices on the main line, the front and the back of the confluence point and the entrance ramp to acquire the running track data of the main line and ramp vehicles, and realizing real-time and accurate sensing of traffic running dynamic information such as flow, density, speed, headway and the like of the ramp and the main line vehicles; installing a roadside computing unit at the ramp entrance, providing computational support for various algorithms at the front end, collecting lane-level high-precision map data 200 meters before and after the ramp and a confluence point, and performing bidirectional instruction and data intercommunication on the roadside computing unit and an internet map APP;
step two: according to the track data of the main line vehicle, the roadside computing unit carries out short-time prediction on the headway of the traffic zone, and specifically comprises the steps of constructing an EB-GRA-TCN model, wherein the EB-GRA-TCN represents a short-time headway prediction model which comprises grey correlation analysis and a time convolution network TCN based on entropy;
the process for selecting the optimal head-time distance hysteresis step related to grey correlation analysis based on entropy comprises the following steps:
(1) setting the time sequence data of the headway to be predicted as
Wherein the content of the first and second substances,
representing the headway of the kth vehicle at the time t + j, j being the predicted step length, j being (1, 2.. multidot.m);
suppose that
The value of (a) is related to the historical headway of i time steps before the time t, and the time sequence data of the historical headway of i time steps before the time t is made to be
Where i is the hysteresis step, i ═ i (1, 2., τ);
(2) calculating a gray correlation coefficient:
and
the grey correlation coefficient between is:
wherein, zeta is a resolution coefficient and belongs to [0, 1 ];
(3) calculating the grey correlation density:
(4) calculating gray associated entropy:
wherein E (t, i) epsilon [0, 1], ln (M) is the maximum gray entropy value.
(5) Calculate gray correlation grade (GRG): GRG represents the correlation between the predicted headway and the historical headway data, and the larger the calculated value is, the higher the correlation between the predicted headway and the historical headway data is, the corresponding calculation mode is as follows:
(6) the optimum hysteresis step is τbestThe step length corresponding to the data with the highest GRG value is obtained, and the output data of the short-time headway prediction model is
The short-time headway prediction is based on a framework of a time convolution network TCN, and the framework comprises three parts: causal convolution, expansion convolution and residual concatenation;
and (3) causal convolution: in order to make the convolutional neural network have a structure for processing time series data, the TCN adopts a causal convolution architecture method, and the causal convolution has two characteristics: (1) information leakage does not exist, namely the future convolution result is only related to historical observation data; (2) the deeper the causal convolutional layer accumulates, indicating a longer trace back of historical data.
And (3) expanding convolution:
with the increase of the historical tracing length, the network depth needs to be deepened, and the model parameters and complexity are increased. Thus, TCNs introduce hole convolutions in the network architecture. By adding a hole with a certain length in the convolution calculation, the memory of the data with longer history time is achieved by skipping part of the input.
For one-dimensional headway timing data and filter f: {0, 1.., R-1}, the definition of the hole calculation is as follows:
wherein d is a void factor, and d is 1, 2, 4nR is the filter size, hs-d*iThe input headway is the input headway;
f(s) represents the calculation result of the new headway time sequence on the position s after 1-time hole convolution calculation;
the dilation convolution introduces a sampling interval of fixed length between two adjacent filters, and the calculation formula of the receptive field is:
field＝(R-1)*d
residual connection:
as the depth of the network increases, gradient extinction and explosion problems can occur. Therefore, TCNs use residual connections to solve the network degradation problem. The residual structure characterizes the output 0 as a superposition of the input x and the input nonlinear transformation f (x), and the calculation formula of the residual structure output is as follows:
O＝Activation(x+F(x))
wherein Activation () is an Activation function.
Step three: analyzing the interflowable gaps in the merging area according to the short-time locomotive prediction result in the step two, and analyzing the scale and the optimal interflowable position of each vehicle allowed to be interflowable in the interflowable gap:
let t be the minimum critical time gap for the ramp vehicle to merge into the main linecThe minimum time required for the ramp vehicle to converge into the main line is tfThen, thenWhen the headway on the outer lane of the main line meets the following conditions:
tc+(m-1)tf≤th≤tc+mtf
then m vehicles on the ramp can merge into the main line at the moment, and further, the time length of the y-th interflowable gap on the main line is marked as t and the number of vehicles allowed to merge into the gap is marked as tyAnd my。
Step four: according to the scale of the vehicles allowed to be merged obtained in the step three and the real-time position data of the ramp vehicles on the high-precision map, the road side calculating unit generates a control scheme of ramp vehicle marshalling, the road side calculating unit and an internet map APP realize bidirectional interaction of data and instructions, instructions are issued to the ramp manual driving vehicles through the internet map APP, and the ramp vehicles are guided to be smoothly merged into a main line;
specifically, the number m of vehicles allowed to enter each affluxable gap on the main line is calculatedyWhen m isyWhen the number of the vehicles on the ramp is 1, only 1 ramp vehicle is allowed to enter the gap, and a single-vehicle guiding strategy is formulated by combining the position and speed information of the vehicles on the ramp; when m isyWhen the number is more than 1, a plurality of vehicles on the ramp can be allowed to merge.
Judging whether the vehicles on the ramp meet the condition of converging into the main line in groups or not according to the position and speed information of the vehicles on the ramp: if so, establishing a vehicle marshalling guide strategy, and guiding the vehicles on the ramp to be gathered into a main line in a group; if not, a bicycle guiding strategy is formulated.
1. The bicycle guidance strategy includes the following:
setting the expected speed v required by the vehicle to be merged into the ramp to be smoothly merged into the main line*Setting the distance between the vehicle to be converged on the ramp and the tail end of the confluence area to be LsThe length of the confluence area is Lc；
If the current speed v (t) of the vehicle to be imported is less than or equal to v, executing a single-vehicle acceleration guiding strategy on the vehicle to be imported; if the current speed v (t) of the vehicle to be merged is greater than v, executing a single-vehicle deceleration guiding strategy on the vehicle to be merged, wherein the specific guiding strategy is as follows:
1.1, a single-vehicle acceleration guiding strategy:
the single-vehicle acceleration guiding strategy refers to that the vehicle is accelerated to the expected speed v uniformly*And then the vehicle runs to the confluence area at a constant speed, and the time length t required for the vehicle to be merged to run to the confluence areau＝tu1+tu2；
Wherein, tu1The time length of the uniform acceleration running of the single vehicle,
authe acceleration which can be accepted by the driver is a calibrated reference value;
tu2in order to keep the running time at a constant speed,
if tu≤tyIf the single vehicle can successfully utilize the main line to be converged into the main line at the gap according to the acceleration guide strategy; on the contrary, the vehicle can not be inserted into the main line by using the main line, and the vehicle acceleration guiding strategy is not implemented.
1.2, a bicycle deceleration guiding strategy:
the single-vehicle acceleration guiding strategy refers to a driving mode that a vehicle uniformly decelerates to a desired speed v and then uniformly drives to a confluence area, and the time t required by the vehicle to be converged to drive to the confluence aread＝td1+td2。
Wherein, td1The time length of the uniform deceleration running of the single vehicle,
adis the acceleration;
td2in order to keep the running time at a constant speed,
if td≤tyIf the bicycle is in the deceleration guiding strategy, the main line can be successfully utilized to be converged into the main line at the gap; on the contrary, the vehicle can not be converged into the main line by utilizing the convergence gap in the main line, and the vehicle reduction is not implementedA fast boot strategy.
2. The vehicle consist guidance strategy includes the following:
2.1 ramp vehicle marshalling
And supposing that the front vehicle on the ramp runs at a constant speed at the current speed, using a full-speed-difference following model to carry out following guidance on the rear vehicle to be organized, and giving a guiding acceleration to the vehicle to be organized so as to form a vehicle fleet with the front vehicle. The full differential velocity following model is as follows:
wherein the content of the first and second substances,
acceleration of a vehicle to be marshalled;
omega is the sensitivity coefficient of the driver, omega is more than 0 and the unit is s-1；
Lambda is the reaction coefficient of the driver to the speed difference, lambda is more than 0 and is expressed by s-1；
ve(t) is the speed of the vehicle to be marshalled, e represents the number of the vehicle to be marshalled;
Δ v (t) is a speed difference Δ v (t) between a leading vehicle (a vehicle already formed into a group) and a vehicle to be formed into a groupl-ve(t)，vlThe head-of-ramp speed; v (Δ x) is a speed optimization function, and the calculation method of V (Δ x) is as follows:
V(Δx)＝V1+V2tan[C1(Δx-lc)-C2]
wherein lcIs the length of the vehicle to be marshalled;
Δ x is a distance difference between a leading vehicle (a vehicle already formed into a group) and a vehicle to be formed into a group, and Δ x ═ xl-xe(t)，xlIs the location of the head of the ramp, xe(t) is the position of the vehicle to be marshalled;
V1，V2，C1，C2are calibration parameters.
2.2 duration of time for vehicle grouping
When the speed between the grouped vehicles and the vehicles to be grouped is equal and the distance is less than L*And then, considering that the grouping of the vehicle fleet is successful, and marking the time length used for completing the grouping of the e-th vehicle as teNamely:
wherein v ise(t+te) Is t + teThe speed of the e-th vehicle to be marshalled at the moment meets the following requirements:
xe(t+te) Is t + teThe position of the e-th vehicle to be marshalled meets the following requirements:
xl(t+te) Is the t + tePosition of the vehicle at the moment, xl(t+te)＝xl(t)+vlte；
L*And (4) successfully grouping the vehicles according to the headway threshold.
At this time, when the vehicle is organized into 1 train including myAfter the vehicle team, the time length for completing the vehicle grouping can be calculated
2.3, motorcade uniform speed driving stage
After the vehicle is organized into groups, the vehicles run at constant speed t in a motorcade formq2Time is up to the area to be merged, wait for the occurrence of the merge-into gap, merge into the main line, tq2The calculation method of (2) is as follows:
wherein L iss，lAnd the distance between the head car and the tail end of the area to be converged on the ramp at the start time of the grouping of the motorcades.
The total time taken for the marshalling fleet to arrive at the area to be integrated is tq＝tq1+tq2；
When if t isq≤tyThen the vehicle can successfully use the main line pluggable gap to converge into the main line according to the vehicle marshalling guidance strategy; on the contrary, the vehicles can not be successfully grouped into a fleet which is imported into the main line, the vehicle grouping guiding strategy is not implemented, and the single vehicle guiding strategy is implemented.
Although the present invention has been described with reference to the preferred embodiments, it is to be understood that the invention is not limited to the disclosed embodiments, but is intended to cover various modifications, equivalents and alternatives falling within the spirit and scope of the invention.
Claims (8)
1. An entrance ramp network connection manual driving vehicle convergence main line cooperative control method is characterized in that: the method comprises the following steps:
the method comprises the following steps: setting data acquisition equipment and data calculation equipment, and establishing an instruction and data transmission channel with an internet map APP;
establishing and training a short-time headway prediction model according to historical data;
thirdly, obtaining a predicted headway set according to the constructed short-time headway prediction model;
step four: analyzing the scale of each vehicle allowed to be imported into the importable gap in the merge area according to the predicted headway set, thereby obtaining the number of vehicles allowed to be imported into each importable gap;
step five: and combining a plurality of vehicle scales allowed to be merged and real-time position data of the ramp vehicles on the high-precision map, which are output in the step four, and implementing different guiding strategies on the ramp vehicles to enable the ramp vehicles to be smoothly merged into the main line.
2. The cooperative control method for the entrance ramp network connection manual driving vehicle to converge into the main line is characterized in that in the first step, the data acquisition equipment comprises a multi-target radar and a high-definition video acquisition device, dynamic driving data of ramps and main line vehicles are acquired at the main line, the confluence point and the entrance ramp positions, the dynamic driving data comprise flow, vehicle speed and headway, a road side calculation unit is installed at the ramp entrance and establishes network communication with an internet map APP, and a communication channel is provided for data and instruction transmission in a subsequent guiding strategy.
3. The method for cooperatively controlling the merging of the network-connected manually-driven vehicles into the main line of the entrance ramp according to claim 1, wherein the short-time headway prediction model in the third step is constructed by entropy-based gray correlation analysis and time convolution network, and the model calculates the gray correlation level value between the predicted headway and the historical headway so as to obtain the predicted headway set output by the short-time headway prediction model.
4. The cooperative control method for the entrance ramp network connection manual driving vehicle to merge into the main line according to claim 1, wherein in the fourth step, when analyzing each vehicle scale m allowed to merge into the gap, the headway time on the outer lane of the main line is required to satisfy the following conditions:
tc+(m-1)tf≤th≤tc+mtf；
after the conditions are met, m vehicles on the ramp are allowed to enter a conflagable gap on the main line.
5. The method according to claim 4, wherein the different guidance strategies in step five include a single vehicle guidance strategy and a vehicle grouping guidance strategy, when the number of vehicles allowed to merge into each importable gap on the main line is 1, the single vehicle guidance strategy is adopted, and when the number of vehicles allowed to merge into each importable gap on the main line is greater than 1, the vehicle grouping guidance strategy is adopted.
6. The method for cooperatively controlling the entrance ramp network connection manual driving vehicle to merge into the main line according to claim 5, wherein the single vehicle guiding strategy comprises a single vehicle acceleration guiding strategy and a single vehicle deceleration guiding strategy, so that the vehicle is uniformly accelerated or uniformly decelerated to a desired speed, then the vehicle travels to the merging area in a uniform velocity traveling mode, the total traveling time length of the speed change stage and the uniform velocity stage is calculated and compared with the time length of any gap which can be merged, and when the total traveling time length does not exceed the time length of the gap which can be merged, the corresponding vehicle can successfully merge into the main line; otherwise, the vehicle can not be converged into the main line, and the single vehicle guiding strategy is not implemented at the moment.
7. The method for cooperatively controlling the afflux main line of the manually driven vehicle connected with the on-ramp network of the entrance according to claim 5, wherein the vehicle grouping guidance strategy requires that the vehicle on the ramp is firstly grouped, the vehicle to be grouped is followed and guided by using a full speed difference following model, and the vehicle to be grouped is given a guidance acceleration so as to form a grouping fleet with the head vehicle.
8. The cooperative control method for the merging main line of the manually driven vehicle on the entrance ramp network according to claim 7, characterized in that in the vehicle grouping guiding strategy, the total duration of the duration used for the successful vehicle grouping and the duration used for the vehicle to travel from the ramp to the merging area at a constant speed after the successful vehicle grouping is calculated and compared with any time length capable of merging into the gap, and when the total duration does not exceed the time length capable of merging into the gap, the corresponding vehicle grouping can be successfully merged into the main line; otherwise, the vehicle can not be converged into the main line in a marshalling mode, and at the moment, the vehicle marshalling guide strategy is not implemented, and the single-vehicle guide strategy is implemented.
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| CN117198082A (en) * | 2023-11-06 | 2023-12-08 | 北京理工大学前沿技术研究院 | Double-layer optimization-based vehicle ramp afflux decision method and system |
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