CN114898564B - Intersection multi-vehicle cooperative passing method and system under unstructured scene - Google Patents

Intersection multi-vehicle cooperative passing method and system under unstructured scene Download PDF

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CN114898564B
CN114898564B CN202210812912.3A CN202210812912A CN114898564B CN 114898564 B CN114898564 B CN 114898564B CN 202210812912 A CN202210812912 A CN 202210812912A CN 114898564 B CN114898564 B CN 114898564B
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planning
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track
vehicles
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CN114898564A (en
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杨泽宇
秦晓辉
徐彪
谢国涛
王晓伟
秦兆博
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Jiangsu Jicui Qinglian Intelligent Control Technology Co ltd
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    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/01—Detecting movement of traffic to be counted or controlled
    • G08G1/0104—Measuring and analyzing of parameters relative to traffic conditions
    • G08G1/0108—Measuring and analyzing of parameters relative to traffic conditions based on the source of data
    • G08G1/0116—Measuring and analyzing of parameters relative to traffic conditions based on the source of data from roadside infrastructure, e.g. beacons
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/01—Detecting movement of traffic to be counted or controlled
    • G08G1/052—Detecting movement of traffic to be counted or controlled with provision for determining speed or overspeed
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/07—Controlling traffic signals
    • G08G1/08—Controlling traffic signals according to detected number or speed of vehicles
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/09—Arrangements for giving variable traffic instructions
    • G08G1/0962—Arrangements for giving variable traffic instructions having an indicator mounted inside the vehicle, e.g. giving voice messages
    • G08G1/0968—Systems involving transmission of navigation instructions to the vehicle
    • G08G1/096805—Systems involving transmission of navigation instructions to the vehicle where the transmitted instructions are used to compute a route
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/09—Arrangements for giving variable traffic instructions
    • G08G1/0962—Arrangements for giving variable traffic instructions having an indicator mounted inside the vehicle, e.g. giving voice messages
    • G08G1/0968—Systems involving transmission of navigation instructions to the vehicle
    • G08G1/096833—Systems involving transmission of navigation instructions to the vehicle where different aspects are considered when computing the route
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/16—Anti-collision systems
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

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Abstract

The invention discloses a method and a system for intersection multi-vehicle cooperative passing under an unstructured scene, which comprise the following steps: step 1, setting a cooperation area, an approach area and a shunt area from inside to outside from the center of an intersection in an unstructured scene; step 2, setting a virtual road center line in the approach area, taking an intersection point of the virtual road center line and the outer boundary line of the coordination area as a steering point, and selecting a shunting target point on the virtual road center line at intervals from the steering point; step 3, determining the vehicle priority in each area and among different areas; step 4, according to the vehicle priority, sequentially planning a shunting track of the vehicles in the shunting area, so that the vehicles run to the virtual road center line before entering the coordination area; and 5, taking the vehicle entering the cooperative area as a waiting cooperative track planning vehicle, and performing cooperative track planning according to the vehicle priority.

Description

Intersection multi-vehicle cooperative passing method and system under unstructured scene
Technical Field
The invention relates to the technical field of intersection multi-vehicle cooperative passing control, in particular to an intersection multi-vehicle cooperative passing method and system under an unstructured scene.
Background
A signalless intersection is a complex scenario with a variety of potential collision risks. When a plurality of intelligent vehicles pass through an intersection at the same time, how to effectively improve the global traffic efficiency on the premise of ensuring safety is a very challenging problem in the field of multi-intelligent-vehicle collaborative planning. In an urban structured road scene, by designing an AIM scheme (all called as an 'Autonomous interaction Management scheme' in English and all called as an 'Intersection intelligent Management scheme' in Chinese), overall planning of a path of CAVs (all called as 'Connected and Autonomous Vehicles' in English and all called as 'intelligent Internet Vehicles' in Chinese) near an Intersection is an effective means for improving the multi-vehicle traffic safety and traffic efficiency of the Intersection. Currently, research for unstructured intersection scenes is rare. In scenes such as intelligent open mines, a plurality of unstructured intersections with wide roads exist. Currently, there is still a lack of a system solution for solving the problem of multi-vehicle co-planning for unstructured intersections.
The main results of the current research on AIM scheme are:
1) rule-based schemes: based on the 'predetermined' principle or the rule of first-come first-go, only one vehicle passes through the intersection each time, that is, the method only allows one vehicle to run in the intersection area at the same time, so that the safety can be guaranteed, but the traffic efficiency of the intersection is limited.
2) Based on the optimized scheme: and establishing a cost function and collision constraint, and solving an optimal control problem to obtain an optimal plan. The method regards the intersection as a continuous free space, expands the passing area of each vehicle, and solves a global optimal solution considering all vehicle passing efficiency through a numerical calculation method, so as to improve the overall passing efficiency to the maximum extent. However, all vehicles are completely free of constraints in the aspects of routes and priority sequences, the vehicles easily overtake, change to opposite lanes and other 'light-floating' maneuvers, the passing is too disordered, only a numerical method can be adopted for solving, and the solving time is too long.
Disclosure of Invention
The invention aims to provide a method and a system for intersection multi-vehicle cooperative passing under an unstructured scene, which overcome or at least alleviate at least one of the above defects of the prior art.
In order to achieve the purpose, the invention provides a method for intersection multi-vehicle cooperative passage under an unstructured scene, which comprises the following steps:
step 1, setting a cooperative area from inside to outside from the center of the intersection in the unstructured scene
Figure 814146DEST_PATH_IMAGE001
Near area of the body
Figure 36180DEST_PATH_IMAGE002
And a flow dividing region
Figure 120811DEST_PATH_IMAGE003
；
Step 2, in the approach area
Figure 86493DEST_PATH_IMAGE002
Setting a virtual road center line, and taking the virtual road center line and the cooperation area
Figure 268075DEST_PATH_IMAGE001
Taking the intersection point of the outer boundary line as a turning point, and selecting shunting target points at intervals on the virtual road center line from the turning point;
step 3, determining the vehicle priority in each area and among different areas;
step 4, according to the vehicle priority, sequentially aiming at the shunting areas
Figure 661011DEST_PATH_IMAGE003
Inner vehicle
Figure 560834DEST_PATH_IMAGE004
Planning the shunting track to ensure that the vehicle
Figure 64627DEST_PATH_IMAGE004
Upon entering the collaborative area
Figure 100716DEST_PATH_IMAGE001
Driving to the virtual road central line;
step 5, entering the cooperative area
Figure 664553DEST_PATH_IMAGE001
Inner vehicle
Figure 720846DEST_PATH_IMAGE005
And as a waiting collaborative trajectory planning vehicle, carrying out collaborative trajectory planning according to the vehicle priority.
Further, the step 5 specifically includes:
step 51, planning future maneuvering of the vehicle according to the cooperative track, determining an intersection through which the vehicle leaves the intersection, and obtaining an optimal collision-free track by taking all the turning points of the intersection as selectable cooperative track planning end points;
step 52, planning the future maneuver of the vehicle according to the cooperative track, and classifying the approaching area
Figure 90647DEST_PATH_IMAGE002
Vehicles meeting preset requirements internally are constructed as collision sets
Figure 184505DEST_PATH_IMAGE006
Judging the set of collisions
Figure 981560DEST_PATH_IMAGE006
In a vehicle
Figure 528079DEST_PATH_IMAGE007
Whether the number of the space coincident points with the optimal track is 0 or not is judged, and if yes, the optimal track is selected as the cooperative track; otherwise, go to step 53;
step 53, determining the maximum vehicle speed of the collaborative trajectory planning vehicle
Figure 435992DEST_PATH_IMAGE008
In the case of uniform speed running, the speed isIf the spatial coincidence point is not temporally coincident, if so, the optimal trajectory is abandoned, otherwise, if no collision occurs, the cooperative trajectory is determined according to the following rule:
in principle one, if at least two optimal tracks do not collide, the optimal track with shorter time consumption is preferentially selected as the cooperative track;
in principle two, when all the optimal trajectories collide, the optimal trajectory with the smallest number of the spatial coincident points is selected as a collaborative trajectory, and the speed planning for avoiding collision is performed again.
Further, the preset requirements in step 52 include three requirements that need to be satisfied simultaneously:
in the first place, the first requirement is that,
Figure 384357DEST_PATH_IMAGE009
or
Figure 352313DEST_PATH_IMAGE010
And a vehicle
Figure 386128DEST_PATH_IMAGE007
On the left side of the collaborative trajectory planning vehicle; wherein,
Figure 97732DEST_PATH_IMAGE011
representing the collaborative area
Figure 166182DEST_PATH_IMAGE001
The collection of vehicles within the interior of the vehicle,
Figure 305039DEST_PATH_IMAGE012
representing the proximity zone
Figure 560571DEST_PATH_IMAGE002
A set of vehicles located internally on the virtual road centerline;
second request, vehicle
Figure 75866DEST_PATH_IMAGE007
One of three collision situations, namely cross collision, convergent collision or rear-end collision, exists between the vehicle and the coordinated track planning vehicle;
a third requirement when the collaborative trajectory planning vehicle reaches the point of starting the turn, and the vehicle is
Figure 998823DEST_PATH_IMAGE007
Has not exited the cooperation area
Figure 308581DEST_PATH_IMAGE001
。
Further, the method of "speed planning" in step 53 specifically includes:
step 531, establishing an optimal control model (1):
Figure 48480DEST_PATH_IMAGE013
in the formula (1), the acid-base catalyst,
Figure 101887DEST_PATH_IMAGE014
in order to be a function of the cost,
Figure 879350DEST_PATH_IMAGE015
、
Figure 360010DEST_PATH_IMAGE016
the weight of the weight is calculated,
Figure 855713DEST_PATH_IMAGE017
is as follows
Figure 447231DEST_PATH_IMAGE017
The length of each of the time steps,
Figure 344780DEST_PATH_IMAGE018
is as follows
Figure 996341DEST_PATH_IMAGE018
The length of each time step is equal to the length of each time step,
Figure 713762DEST_PATH_IMAGE019
、
Figure 108971DEST_PATH_IMAGE020
respectively planning the acceleration and the speed of the vehicle for the vehicle collaborative track to be planned after the time is discretized;
equation (2) is the kinematic constraint of the vehicle,
Figure 861026DEST_PATH_IMAGE021
、
Figure 683489DEST_PATH_IMAGE022
respectively planning position coordinates, orientation angles and acceleration of the vehicle for the collaborative trajectory under a Cartesian coordinate system;
equation (3) is the vehicle side value constraint,
Figure 888205DEST_PATH_IMAGE023
、
Figure 87105DEST_PATH_IMAGE024
、
Figure 693667DEST_PATH_IMAGE025
、
Figure 621784DEST_PATH_IMAGE026
planning just-entering cooperative areas of vehicles for cooperative tracks under geodetic coordinate system respectively
Figure 376114DEST_PATH_IMAGE001
Initial position of time, exit from cooperation area
Figure 316388DEST_PATH_IMAGE001
Final position of time, entry into coordination area
Figure 777456DEST_PATH_IMAGE001
The position coordinates and orientation angles of the start point and the end point of (1);
equation (4) is the maximum limit on vehicle speed and acceleration,
Figure 941721DEST_PATH_IMAGE027
is the maximum value of the vehicle acceleration;
equation (5) is the collision restraint of the vehicle,
Figure 121030DEST_PATH_IMAGE028
、
Figure 661733DEST_PATH_IMAGE029
respectively under the geodetic coordinate system
Figure 977307DEST_PATH_IMAGE030
Coordinate and collaborative track planning vehicle of space coincident point
Figure 578053DEST_PATH_IMAGE005
Vehicle concentrating on collision
Figure 979079DEST_PATH_IMAGE007
To the first
Figure 323472DEST_PATH_IMAGE030
Time of a spatial coincidence point
Figure 493554DEST_PATH_IMAGE031
The coordinates of the position are determined by the position,
Figure 137637DEST_PATH_IMAGE032
is the total number of points of spatial coincidence,
Figure 88275DEST_PATH_IMAGE033
、
Figure 908464DEST_PATH_IMAGE034
respectively the lateral and longitudinal safety distances between the vehicles.
Further, in the step 2, "in the proximity region
Figure 260948DEST_PATH_IMAGE002
The method for setting the virtual road center line specifically includes:
step 21, approaching the area
Figure 141179DEST_PATH_IMAGE002
The road boundaries on the two sides in the road surface move horizontally for a preset distance in the opposite direction, and then smoothing is carried out to obtain two virtual road center lines;
and step 22, on the basis of the two obtained virtual road center lines, obtaining other virtual road center lines by adopting the translation method same as the step 31.
Further, the vehicle priority inside each zone determined in step 3 is: vehicles in the same area, the priority of each vehicle being inversely proportional to the distance of the vehicle from the center;
the vehicle priorities between the different areas determined in the step 3 are as follows: the cooperation area
Figure 579114DEST_PATH_IMAGE001
The vehicles with the lowest internal priority have higher priority in different areas than the approaching area
Figure 202993DEST_PATH_IMAGE002
The highest priority vehicle, the proximity zone
Figure 409984DEST_PATH_IMAGE002
The priority of the vehicle with the lowest internal priority in different areas is higher than that of the shunting area
Figure 461116DEST_PATH_IMAGE003
The vehicle with the highest internal priority.
The invention also provides a system for intersection multi-vehicle cooperative passing under the unstructured scene, which comprises:
a partitioning unit for setting a collaborative area from inside to outside starting from the center of the intersection in the unstructured scene
Figure 386347DEST_PATH_IMAGE001
Near area of the body
Figure 610655DEST_PATH_IMAGE002
And a flow splitting region
Figure 875414DEST_PATH_IMAGE003
；
A priority determining unit for determining a vehicle priority inside each zone and between different zones;
a virtual road center line setting unit for setting a virtual road center line in the access area
Figure 894186DEST_PATH_IMAGE002
Setting a virtual road center line, and taking the virtual road center line and the cooperation area
Figure 244396DEST_PATH_IMAGE001
Taking the intersection point of the outer boundary line as a turning point, and selecting shunting target points at intervals on the virtual road center line from the turning point;
a shunting planning unit for sequentially aiming at the shunting areas according to the vehicle priority
Figure 272394DEST_PATH_IMAGE003
Inner vehicle
Figure 326414DEST_PATH_IMAGE004
Planning the shunting track to ensure that the vehicle
Figure 781666DEST_PATH_IMAGE004
Upon entering the collaborative area
Figure 353592DEST_PATH_IMAGE001
Driving to the virtual road central line;
a collaborative planning unit for entering the collaborative area
Figure 795069DEST_PATH_IMAGE001
Inner vehicle
Figure 96738DEST_PATH_IMAGE005
And as a waiting collaborative trajectory planning vehicle, carrying out collaborative trajectory planning according to the vehicle priority.
Further, the collaborative planning unit specifically includes:
the optimal track obtaining subunit is used for planning future maneuvering of the vehicle by the cooperative track, determining the intersection through which the vehicle leaves the intersection, and obtaining the optimal track without collision by taking all the turning points of the passed intersection as selectable cooperative track planning end points;
a collaborative trajectory planning subunit for future maneuvers of the collaborative trajectory planning vehicle, the approach area
Figure 660574DEST_PATH_IMAGE002
Vehicles meeting preset requirements internally are constructed as collision sets
Figure 719797DEST_PATH_IMAGE006
Judging the set of collisions
Figure 89598DEST_PATH_IMAGE006
In a vehicle
Figure 183456DEST_PATH_IMAGE007
Whether the number of the space coincident points with the optimal track is 0 or not is judged, and if yes, the optimal track is selected as the cooperative track; otherwise, judging the maximum value of the vehicle speed of the coordinated track planning vehicle
Figure 980511DEST_PATH_IMAGE008
If so, abandoning the optimal track, otherwise, determining the cooperative track according to the following rule if no collision occurs when the optimal track is defined as:
in principle one, if at least two optimal tracks do not collide, the optimal track with shorter time consumption is preferentially selected as the cooperative track;
in principle two, when all the optimal tracks collide, the optimal track with the minimum number of the spatial coincident points is selected as a cooperative track, and the speed planning for avoiding collision is performed again;
wherein, the preset requirements comprise three requirements which need to be met simultaneously:
in the first place, the first requirement is that,
Figure 527030DEST_PATH_IMAGE009
or
Figure 434943DEST_PATH_IMAGE010
And a vehicle
Figure 445625DEST_PATH_IMAGE007
On the left side of the collaborative trajectory planning vehicle; wherein,
Figure 348334DEST_PATH_IMAGE011
representing the collaborative area
Figure 444466DEST_PATH_IMAGE001
The collection of vehicles in the interior of the vehicle,
Figure 93753DEST_PATH_IMAGE012
representing the proximity zone
Figure 958941DEST_PATH_IMAGE002
A set of vehicles located internally on the virtual road centerline;
second request, vehicle
Figure 973164DEST_PATH_IMAGE007
One of three collision situations, namely cross collision, convergent collision or rear-end collision, exists between the cooperative track planning vehicle and the cooperative track planning vehicle;
a third requirement when the collaborative trajectory planning vehicle arrives at driveWhen starting the turning point, and the vehicle
Figure 494276DEST_PATH_IMAGE007
Has not exited the collaborative area
Figure 9571DEST_PATH_IMAGE001
。
Further, the collaborative trajectory planning subunit performs speed planning through an optimal control model (1):
Figure 666948DEST_PATH_IMAGE035
Figure 852073DEST_PATH_IMAGE036
in the formula (1), the reaction mixture is,
Figure 880988DEST_PATH_IMAGE014
in the form of a cost function, the cost function,
Figure 934395DEST_PATH_IMAGE015
、
Figure 711858DEST_PATH_IMAGE016
the weight of the weight is calculated,
Figure 192518DEST_PATH_IMAGE017
is as follows
Figure 688221DEST_PATH_IMAGE017
The length of each time step is equal to the length of each time step,
Figure 279739DEST_PATH_IMAGE018
is as follows
Figure 911709DEST_PATH_IMAGE018
The length of each of the time steps,
Figure 828849DEST_PATH_IMAGE019
、
Figure 546270DEST_PATH_IMAGE020
respectively planning the acceleration and the speed of the vehicle for the vehicle collaborative track to be planned after the time is discretized;
equation (2) is the kinematic constraint of the vehicle,
Figure 879162DEST_PATH_IMAGE021
、
Figure 693534DEST_PATH_IMAGE022
respectively planning position coordinates, orientation angles and acceleration of the vehicle for the collaborative trajectory under a Cartesian coordinate system;
equation (3) is the vehicle side value constraint,
Figure 453680DEST_PATH_IMAGE023
、
Figure 720713DEST_PATH_IMAGE024
、
Figure 857296DEST_PATH_IMAGE025
、
Figure 526175DEST_PATH_IMAGE026
planning just-entering cooperative areas of vehicles for cooperative tracks under geodetic coordinate system respectively
Figure 454292DEST_PATH_IMAGE001
Initial position of time, exit from cooperation area
Figure 146305DEST_PATH_IMAGE001
Final position of time, entry into coordination area
Figure 883317DEST_PATH_IMAGE001
The position coordinates and orientation angles of the start point and the end point of (1);
equation (4) is the maximum limit on vehicle speed and acceleration,
Figure 344385DEST_PATH_IMAGE027
is the maximum value of the vehicle acceleration;
equation (5) is the collision restraint of the vehicle,
Figure 711913DEST_PATH_IMAGE028
、
Figure 891221DEST_PATH_IMAGE029
respectively under the geodetic coordinate system
Figure 166345DEST_PATH_IMAGE030
Vehicle in collision concentration by planning vehicle coordinates and coordinated tracks of space coincident points
Figure 747499DEST_PATH_IMAGE007
To the first
Figure 82665DEST_PATH_IMAGE030
Time of a spatial coincidence point
Figure 749270DEST_PATH_IMAGE031
The coordinates of the position are determined by the position,
Figure 700521DEST_PATH_IMAGE032
is the total number of points of spatial coincidence,
Figure 198498DEST_PATH_IMAGE033
、
Figure 907828DEST_PATH_IMAGE034
respectively the lateral and longitudinal safety distances between the vehicles.
Further, the method of the virtual road center line setting unit specifically includes:
first, approach the area
Figure 858467DEST_PATH_IMAGE002
The road boundaries at the two inner sides translate for a preset distance towards the opposite direction, and then the smooth processing is carried out to obtain two virtual roadsAnd the center line is obtained by adopting the same translation method on the basis of the obtained two virtual road center lines.
Due to the adoption of the technical scheme, the invention has the following advantages:
1. aiming at a wide unstructured intersection without a signal lamp in a mining area, the invention utilizes a road boundary to generate a virtual road center line, carries out priority regulation on vehicles near the intersection, sets a target lane for the intersection when the vehicles approach the intersection, carries out pre-diversion treatment, designs a set path for different motor vehicles through a mixed A-star algorithm, finally sets performance indexes such as the distance between the vehicles, the time for passing the intersection, the comfort of acceleration and deceleration and the like as cost functions comprehensively, and carries out speed planning on the vehicles with low priority so as to achieve the purposes of avoiding collision and improving the overall traffic efficiency of the intersection.
2. The invention carries out structuralization processing on the unstructured intersections, improves the intersection traffic efficiency and fully ensures the safety and the orderly operation of mining area work.
3. The partial optimization-partial rule method has smaller calculation amount than a pure optimization algorithm and higher passing efficiency than a pure rule algorithm.
Drawings
Fig. 1 is a schematic structural diagram of an AIM system according to an embodiment of the present invention.
Fig. 2 is a schematic diagram of intersection multi-vehicle cooperative passing under an unstructured scene provided by an embodiment of the present invention.
Fig. 3 is a schematic diagram of the relationship of vehicle priorities according to the embodiment of the present invention.
Fig. 4 is a schematic diagram of collision relation analysis provided in the embodiment of the present invention.
Detailed Description
In the drawings, the same or similar reference numerals are used to denote the same or similar elements or elements having the same or similar functions. Embodiments of the present invention will be described in detail below with reference to the accompanying drawings.
The following terms are referred to herein, and their meanings are explained below for ease of understanding. It will be understood by those skilled in the art that the following terms may have other names, but any other name should be considered consistent with the terms set forth herein without departing from their meaning.
Arranging the AIM system: the AIM system and its communication mode near an intersection. A roadside unit is disposed at the intersection, which is capable of V2I communication with smart vehicles (chinese is collectively referred To as "communication between smart vehicles and road facilities", and english of V2I is collectively referred To as "Vehicle-To-Infrastructure"). Of course, V2V communication can be performed between intelligent vehicles (Chinese is called "communication between vehicles", and English in V2V is called "Vehicle-To-Vehicle"). And when the intelligent vehicle enters the vicinity of the intersection, the intelligent vehicle sends the coordinates of the intelligent vehicle and an application for participating in collaborative planning to the road side unit. The road side unit gives priority order to the intelligent vehicle according to a certain rule, and plans the track for the intelligent vehicle according to the order. For each smart vehicle, the roadside unit will make two plans. The first planning is a shunting track planning, so that the automobiles with scattered positions originally can run to a desired path before entering the intersection, the traffic is more orderly, and the calculation burden of subsequent collaborative planning can be reduced. The second planning is coordinated track planning, and specific tracks passing through the intersection are planned for the intelligent vehicle.
As shown in fig. 1, the intersection multi-vehicle cooperative passing method in the unstructured scene provided by the embodiment of the present invention includes:
step 1, setting a collaborative area from inside to outside from the center of the intersection in the unstructured scene
Figure 616338DEST_PATH_IMAGE001
Near area of the body
Figure 968822DEST_PATH_IMAGE002
And a flow splitting region
Figure 849054DEST_PATH_IMAGE003
。
Where the center of the intersection can be, but is not limited to, choosing the geometric center of the intersection, "inside" versus "outside", closer to the center.
In one embodiment, as shown in FIG. 2, the coordination areas
Figure 224671DEST_PATH_IMAGE001
Near area of the body
Figure 645288DEST_PATH_IMAGE002
And a flow splitting region
Figure 117858DEST_PATH_IMAGE003
The shape of the intersection can be set as a circle shown in the figure, a first preset radius, a second preset radius and a third preset radius are sequentially selected from small to large according to the size and the shape of the intersection, three circles are generated, and a cooperation area is set
Figure 168990DEST_PATH_IMAGE001
An area of approach
Figure 94221DEST_PATH_IMAGE002
And a flow splitting region
Figure 256212DEST_PATH_IMAGE003
Wherein:
collaborative area
Figure 317709DEST_PATH_IMAGE001
The inner circular area surrounded by the outer boundary line corresponding to the first preset radius can be understood as an area included in a circle which just intersects with four right-angle-like boundaries of the intersection in the embodiment.
Proximity zone
Figure 536813DEST_PATH_IMAGE002
The first ring area is formed outside the outer boundary line corresponding to the first preset radius and inside the outer boundary line corresponding to the second preset radius. The radius of the first annular area, i.e. the difference between the first preset radius and the second preset radius, is mainly determined by the size and shape of the intersectionOften around 100m can be chosen.
Flow splitting region
Figure 949340DEST_PATH_IMAGE003
And the second ring area is formed outside the outer boundary line corresponding to the second preset radius and inside the outer boundary line corresponding to the third preset radius. The radius of the second circular area, i.e. the difference between the third preset radius and the second preset radius, is mainly determined by the size and shape of the intersection, and usually can be selected to be more than 50 m.
Of course, square or other geometric shaped regions may be selected as desired and are not further enumerated herein.
Step 2, in the approaching area
Figure 977339DEST_PATH_IMAGE002
Setting a virtual road center line, and taking the virtual road center line and the cooperation area
Figure 96605DEST_PATH_IMAGE001
And taking the intersection point of the outer boundary line as a turning point, and selecting shunting target points at intervals on the virtual road center line from the turning point.
Thus, the preprocessing of the map of the intersection and the surrounding area is completed. The virtual road center line, the steering point and the shunting target point are all loaded into a high-precision map, so that the intelligent vehicle can be conveniently utilized.
In one embodiment, the method of "setting a virtual center line of a road in an access area" may include:
as shown in fig. 2, in the present embodiment, a scene with a road width of about four lanes is shown in fig. 2. Respectively facing the two road boundaries in the approaching area, namely translating towards the center line of the road by a preset distance, wherein the preset distance can be set to be, but is not limited to be
Figure 286278DEST_PATH_IMAGE037
Wherein
Figure 123784DEST_PATH_IMAGE033
in order to be a safe distance away from the vehicle,
Figure 689894DEST_PATH_IMAGE038
is the width of the mine car. Preferably, the road boundaries on both sides are translated towards each other and then smoothed to form a first virtual road center line, as shown by the dotted line in fig. 2
Figure 991563DEST_PATH_IMAGE039
As shown.
Further, two first virtual road center lines are formed
Figure 289820DEST_PATH_IMAGE039
On the basis, the similar translation method is adopted, and the opposite translation is continued to obtain the other two second virtual road center lines
Figure 676939DEST_PATH_IMAGE040
. The same processing is performed on the four roads meeting at the intersection, so that the virtual road center line shown in fig. 2 can be obtained, and a greater number of virtual road center lines may exist in a wider road environment. The number of the virtual road center lines can be determined according to the relationship between the width of the unstructured road and the width of the intelligent vehicle, and the virtual road center lines are created as much as possible under the condition that the width of the unstructured road allows, so that the maneuverability during passing is increased, and the road circulation capacity is fully utilized.
Describing a set formed by a plurality of virtual road center lines as a set
Figure 984423DEST_PATH_IMAGE041
，
Figure 875019DEST_PATH_IMAGE042
Corresponding to an index of the virtual road center line,
Figure 609757DEST_PATH_IMAGE043
is shown as
Figure 218593DEST_PATH_IMAGE042
The strip of virtual road center line is,
Figure 392085DEST_PATH_IMAGE044
the number of virtual road center lines.
Will be provided with
Figure 340450DEST_PATH_IMAGE043
The set formed by the plurality of shunting target points is described as a set
Figure 308406DEST_PATH_IMAGE045
，
Figure 342221DEST_PATH_IMAGE046
Corresponds to as
Figure 988578DEST_PATH_IMAGE042
Virtual road center line
Figure 853766DEST_PATH_IMAGE043
The index of the upper diversion target point,
Figure 930306DEST_PATH_IMAGE047
is shown as
Figure 513734DEST_PATH_IMAGE042
Virtual road center line
Figure 763450DEST_PATH_IMAGE043
To
Figure 686407DEST_PATH_IMAGE046
The number of the shunt target points is equal to that of the shunt target points,
Figure 996165DEST_PATH_IMAGE048
is as follows
Figure 4573DEST_PATH_IMAGE042
Virtual road center line
Figure 57979DEST_PATH_IMAGE043
The number of the upper shunting target points.
The virtual road center line can be set in the proximity area by other methods in the prior art, and the detailed description is omitted.
In one embodiment, "take the virtual road center line and the cooperation area
Figure 835442DEST_PATH_IMAGE001
The method of using the intersection of the outer boundary lines as the turning point "specifically includes:
get the virtual road center line and the cooperation area
Figure 316102DEST_PATH_IMAGE001
Of outer boundary lines, as in fig. 2
Figure 608543DEST_PATH_IMAGE049
Dot sum
Figure 403324DEST_PATH_IMAGE050
Shown by dots, turning points
Figure 97611DEST_PATH_IMAGE049
Is a first virtual road center line
Figure 686855DEST_PATH_IMAGE039
And cooperation area
Figure 732171DEST_PATH_IMAGE051
Intersection of outer boundary lines, turning points
Figure 127381DEST_PATH_IMAGE050
Is a second virtual road center line
Figure 613857DEST_PATH_IMAGE040
And a cooperation area
Figure 701898DEST_PATH_IMAGE051
The intersection of the outer boundary lines.
In one embodiment, the turning point serves as a coordinated trajectory planning starting point or ending point during turning. Such as: vehicle access coordination area
Figure 903685DEST_PATH_IMAGE001
Center line and cooperation area of virtual lane driven by front vehicle
Figure 102585DEST_PATH_IMAGE051
The intersection point of the outer boundary lines is the collaborative trajectory planning starting point of the vehicle. The cooperative track planning end point is determined according to the future maneuver (left turn, right turn or straight movement) to be executed by the vehicle, and the intersection passed by the vehicle leaves the intersection and the approach area of the passed intersection
Figure 505885DEST_PATH_IMAGE052
And a plurality of driving virtual lane central lines exist, so that a plurality of steering points can be selected as end points, and the final collaborative trajectory planning end point is determined in the collaborative planning stage. The details of this section will be described later.
In one embodiment, the method for selecting the diversion target points at intervals on the virtual road center line may include:
the shunting target point is shown as a black square block in fig. 2, and provides a collaborative trajectory planning end point for the path search method. It should be noted that the distance between the spaced adjacent diversion target points is not less than the sum of the length of the mine card and the longitudinal safety distance.
And 3, determining the vehicle priority inside each region and among different regions.
For example, as shown in fig. 3, an axis representing the priority of vehicles is established with the center of the intersection as a starting point, and the vehicles are projected onto the axis, and the priority of the vehicles can be determined by the distance between each vehicle and the center.
Collaborative area
Figure 702511DEST_PATH_IMAGE001
The set of vehicles within represents a first set of vehicles
Figure 456840DEST_PATH_IMAGE053
Wherein, in the process,
Figure 131535DEST_PATH_IMAGE054
representing collaborative areas
Figure 654921DEST_PATH_IMAGE001
Inner first
Figure 84765DEST_PATH_IMAGE055
Vehicle, hereinafter simply referred to as "vehicle
Figure 998494DEST_PATH_IMAGE054
”。
Figure 539197DEST_PATH_IMAGE055
Numerical value of and vehicle
Figure 120351DEST_PATH_IMAGE054
The corresponding priorities are inversely proportional, that is,
Figure 455517DEST_PATH_IMAGE055
the larger the value of (A), the vehicle
Figure 184439DEST_PATH_IMAGE054
The lower the priority of (c).
Proximity zone
Figure 200937DEST_PATH_IMAGE002
The set of vehicles located on the virtual road centerline represents a second set of vehicles
Figure 698914DEST_PATH_IMAGE056
Wherein
Figure 142665DEST_PATH_IMAGE005
representing an area of approach
Figure 358882DEST_PATH_IMAGE002
Inner first
Figure 179071DEST_PATH_IMAGE057
Vehicle, hereinafter simply referred to as "vehicle
Figure 531555DEST_PATH_IMAGE005
”。
Figure 408857DEST_PATH_IMAGE057
Numerical value of and vehicle
Figure 846791DEST_PATH_IMAGE005
The corresponding priorities are inversely proportional, that is,
Figure 267408DEST_PATH_IMAGE057
the larger the value of (A), the vehicle
Figure 677661DEST_PATH_IMAGE005
The lower the priority of (c).
Proximity zone
Figure 525531DEST_PATH_IMAGE002
Vehicles not located on the virtual road center line and diversion area
Figure 388445DEST_PATH_IMAGE003
The set of vehicles in (1) is represented as a third set of vehicles
Figure 612753DEST_PATH_IMAGE058
Wherein, in the process,
Figure 877512DEST_PATH_IMAGE004
representing an area of approach
Figure 161863DEST_PATH_IMAGE002
Inner first
Figure 574390DEST_PATH_IMAGE059
Vehicle, hereinafter simply referred to as "vehicle
Figure 274493DEST_PATH_IMAGE004
”。
Figure 456075DEST_PATH_IMAGE059
Numerical value of and vehicle
Figure 849010DEST_PATH_IMAGE004
The corresponding priorities are inversely proportional, that is,
Figure 748833DEST_PATH_IMAGE059
the larger the value of (A), the vehicle
Figure 252627DEST_PATH_IMAGE004
The lower the priority of (c).
In another embodiment, the vehicle priority inside each zone is determined as: vehicles in the same area, each vehicle having a priority inversely proportional to the distance of the vehicle from the center.
Vehicle priorities between the different zones are determined as: the cooperation area
Figure 288716DEST_PATH_IMAGE001
The vehicle with the lowest inner priority has higher priority in different areas than the approaching area
Figure 852553DEST_PATH_IMAGE002
The vehicle with the highest inner priority, the approach area
Figure 239672DEST_PATH_IMAGE002
The priority of the vehicle with the lowest inner priority in different areas is higher than that of the shunting area
Figure 343894DEST_PATH_IMAGE003
The vehicle with the highest internal priority.
Step 4, according to the vehicle priority, sequentially aiming at the shunting areas
Figure 434822DEST_PATH_IMAGE003
Inner vehicle
Figure 231877DEST_PATH_IMAGE004
Planning the shunting track to ensure that the vehicle
Figure 778396DEST_PATH_IMAGE004
Upon entering the collaborative area
Figure 951888DEST_PATH_IMAGE001
And driving to the virtual road center line.
In one embodiment, the flow splitting region
Figure 900253DEST_PATH_IMAGE003
The driving position of the vehicle in (1) is randomly scattered due to the non-structural characteristics of the mining area environment and the possible local obstacle-avoiding behavior when driving on the previous road. The positions of the vehicles are more orderly, the calculation load of the central collaborative planner is reduced, and the vehicles enter the approach area
Figure 868209DEST_PATH_IMAGE002
It is previously necessary to start gradually driving towards the virtual lane desired by the present invention, i.e. the lane symbolized by the "virtual road center line" in step 2. The road side planning unit will assemble the third vehicle according to the vehicle priority in the above embodiment
Figure 964341DEST_PATH_IMAGE060
In a vehicle
Figure 348048DEST_PATH_IMAGE004
The following planning is performed in sequence:
step 41, according to the vehicle
Figure 416499DEST_PATH_IMAGE004
Current position, from the set of virtual road center lines
Figure 493039DEST_PATH_IMAGE061
Selecting target lane line in the middle or near
Figure 14150DEST_PATH_IMAGE062
Thereby obtaining the corresponding shunting target point set
Figure 201549DEST_PATH_IMAGE063
。
Step 42, establishing an upper speed limit for the unstructured scene
Figure 145014DEST_PATH_IMAGE008
And lower speed limit
Figure 454772DEST_PATH_IMAGE064
Selecting a set
Figure 463179DEST_PATH_IMAGE063
Middle near cooperative area
Figure 454269DEST_PATH_IMAGE001
The shunting target point is a collaborative trajectory planning terminal point so as to
Figure 231732DEST_PATH_IMAGE008
And planning a path by taking the self coordinate as a starting point as a boundary speed at the end point of the coordinated track planning. The present embodiment employs a hybrid a-x algorithm, which generates the black, thin line traces in fig. 2. Of course, the path planning can also be performed by using the existing algorithm based on graph search, such as dijkstra, fast search random tree, etc.
Step 43, collision detection: selecting a set when detecting the presence of a temporal-spatial coincidence with a preceding vehicle diversion trajectory
Figure 712392DEST_PATH_IMAGE063
Planning is carried out again until a collision-free path is generated so that the vehicle runs to the center line of the virtual lane, and planning is successful.
In step 44, since it is not desirable to take the passing action near the intersection, the terminal point at each successful planning and the diversion target point before the terminal point can no longer be used as the terminal point of the next vehicle. Then, set from the diversion target points
Figure 942516DEST_PATH_IMAGE063
The shunting target points selected by the vehicles which are successfully planned are removed, and after the vehicles which are successfully planned reach the selected target shunting points and travel a safe distance forwards, the shunting target points are opened for the subsequent vehicles, namely the vehicles are added to the set again
Figure 737297DEST_PATH_IMAGE063
And traversing and selecting the vehicle for subsequent vehicle planning.
Step 45, for the traversal set
Figure 431584DEST_PATH_IMAGE063
Vehicles that cannot find a suitable diversion target point will be at speed in the same direction
Figure 958511DEST_PATH_IMAGE064
And (5) running at a low speed, and waiting for the opening of a new shunting target point.
The planning method provided by the step 4 can enable a disordered intelligent vehicle to run according to a certain rule, reduce the calculation load for the subsequent collaborative area planning, and enable the vehicle to run orderly.
Step 5, the vehicle reaching the diversion target point is the second vehicle set in the step 2
Figure 3827DEST_PATH_IMAGE012
In a vehicle
Figure 333790DEST_PATH_IMAGE005
These vehicles, also referred to elsewhere hereinafter as "collaborative trajectory planning vehicles", will continue to travel along the virtual road centerline as it enters the collaborative area
Figure 820266DEST_PATH_IMAGE001
The starting point of (1) is a steering point of a central line of a virtual road where the starting point of (1) is located, and a cooperation area is carried out according to the priority of the vehicle
Figure 845991DEST_PATH_IMAGE001
Collaborative trajectory planning within.
In order to improve the flexibility, when the coordinated trajectory is planned for three future maneuvers of left turn, right turn and straight going, a plurality of end points can be selected, and the number of the selectable end points is equal to the number of virtual road center lines on the corresponding lane (as shown in the example of fig. 2). For the collaborative trajectory planning vehicle, after the diversion of the step 4, the speed reaches the maximum passing speed of the intersection
Figure 50707DEST_PATH_IMAGE008
. Collision bumper
Figure 921711DEST_PATH_IMAGE006
In a vehicle
Figure 590590DEST_PATH_IMAGE007
Are higher than the collaborative trajectory planning vehicle, so the vehicles
Figure 787216DEST_PATH_IMAGE007
Are planned, i.e. the vehicle
Figure 275966DEST_PATH_IMAGE007
The position at any point in time is known.
The step 5 specifically comprises the following steps:
step 51, planning future maneuvering of the vehicle according to the cooperative track, determining an intersection through which the vehicle leaves the intersection, and obtaining an optimal collision-free track by taking all the turning points of the passing intersection as selectable cooperative track planning end points;
step 52, planning the future maneuver of the vehicle according to the collaborative trajectory, and enabling the approaching area
Figure 216241DEST_PATH_IMAGE002
Vehicles meeting preset requirements internally are constructed as collision sets
Figure 677309DEST_PATH_IMAGE006
Judging the set of collisions
Figure 776327DEST_PATH_IMAGE006
In a vehicle
Figure 17953DEST_PATH_IMAGE007
Whether the number of the space coincident points with the optimal track is 0 or not is judged, and if yes, the optimal track is selected as the cooperative track; otherwise, go to step 53;
step 53, judging the maximum value of the vehicle speed of the coordinated track planning vehicle
Figure 496339DEST_PATH_IMAGE008
If so, abandoning the optimal track, otherwise, determining the cooperative track according to the following rule if no collision occurs when the optimal track is defined as:
in principle one, if there are at least two optimal trajectories that do not collide, the optimal trajectory with shorter time consumption is preferentially selected as the cooperative trajectory.
In principle two, when all the optimal trajectories collide, the optimal trajectory with the smallest number of the spatial coincident points is selected as a collaborative trajectory, and the speed planning for avoiding collision is performed again.
Taking the left-turn vehicle labeled (r) in FIG. 2 as an example, the vehicle (r) is about to enter the collaborative area
Figure 811914DEST_PATH_IMAGE001
And planning the vehicle for the collaborative track. The method for collaborative trajectory planning provided for the collaborative trajectory planning vehicle in the embodiment specifically includes:
step 51, according to the selectionThe number of end points of (2) plans an optimal trajectory without collision. According to the first end point, as shown in FIG. 2αAnd a second end pointβAt maximum speed of the vehicle
Figure 412659DEST_PATH_IMAGE008
Keeping constant speed, planning a first optimal track and a second optimal track of the vehicle under the condition of no collision, wherein the time for completing the first optimal track and the time for completing the second optimal track are respectively
Figure 813685DEST_PATH_IMAGE065
。
And step 52, performing collision detection on points which are possibly collided, namely the first optimal track and the second optimal track and coincident points of the vehicle tracks in the collision set on the space. And preferentially selecting the track which does not collide as a final track, and preferentially selecting the track which consumes less time when a plurality of tracks do not collide.
For example, in FIG. 2, let's say vehicle (r) is
Figure 158078DEST_PATH_IMAGE066
Its collision set
Figure 656056DEST_PATH_IMAGE067
Two vehicles in the middle, namely and three, are respectively marked as
Figure 99807DEST_PATH_IMAGE068
And
Figure 253707DEST_PATH_IMAGE069
. The time is not considered for the moment,
Figure 136213DEST_PATH_IMAGE068
、
Figure 488697DEST_PATH_IMAGE069
and generating space coincidence points I, II and III respectively with the first optimal track and the second optimal track. I is on the first optimal track, and II and III are on the second optimal track. Due to the fact that at present
Figure 103349DEST_PATH_IMAGE066
、
Figure 541283DEST_PATH_IMAGE068
And
Figure 165163DEST_PATH_IMAGE069
the time to pass the point of spatial coincidence is known and therefore collision detection is easy. Through detection, if only one of the first optimal track and the second optimal track is not collided, the optimal track which is not collided is taken as the optimal track
Figure 372153DEST_PATH_IMAGE066
The collaborative trajectory of (2); if the first optimal track and the second optimal track are not collided, selecting corresponding completion time
Figure 420356DEST_PATH_IMAGE070
The track corresponding to the smaller one of the two is taken as
Figure 345587DEST_PATH_IMAGE066
The cooperative trajectory of (a).
And step 53, when the two tracks are collided, selecting one track with fewer spatial coincidence points to perform speed planning again so as to avoid collision.
In another embodiment, step 5 further comprises:
step 54, if the cooperation area
Figure 569895DEST_PATH_IMAGE001
And (3) the vehicle which has the planned track and is running according to the planned track breaks down, and sends the positioning information of the vehicle to the road side unit and the vehicles in a certain range around.
Specifically, the vehicle with the planned track regards the fault vehicle as a temporary obstacle, starts a procedure of avoiding the temporary obstacle, and plans the obstacle avoidance track by using a built-in online planner. The road side unit will add the faulty vehicle as a static obstacle to the map. The roadside unit also considers the newly added static obstacles when planning the vehicles with the tracks which are not planned.
For all second vehicles
Figure 772337DEST_PATH_IMAGE012
The vehicles in the system repeat the process according to the priority sequence to obtain the coordinated track planning of all intelligent vehicles which are ready to pass through the intersection at the current moment.
Existing collaborative trajectory approaches can be divided into three categories: 1. based on a reservation subscription mechanism, only one vehicle passes through each time period of the intersection; 2. based on driving rules or traffic lights on the structured road; 3. and (4) planning the optimal track of the global vehicle based on solving the optimal control problem. The former two can only be applied to the structured road scene, and the last one has long calculation time and no disorder in driving. The collaborative trajectory planning method provided by the embodiment retains greater maneuverability to adapt to an unstructured scene to improve the overall peer efficiency, and reduces the calculation amount based on certain regularity so that the passing is not too disordered.
In one embodiment, the road side unit performs information interaction with the vehicles, and can know the future maneuver of each vehicle so as to judge whether a potential collision relationship exists, and the following collision situations exist in the vehicle collision at the intersection:
the first collision scenario, a cross-collision, is a collision that occurs between two vehicles traveling on a path with an intersection, as illustrated by a in FIG. 4.
The second collision scenario, the merge-in collision, is a collision that occurs between vehicles merging into the same lane, as shown in b in fig. 4.
In a third collision scenario, a rear-end collision, as in c of fig. 4, a vehicle traveling on the same lane encounters a collision between a front and rear vehicle before separation or on the way in the sequence.
For a third set of vehicles
Figure 56688DEST_PATH_IMAGE060
The vehicle in (1) does not need to consider the above three temporarily because the split stream processing is not completed and the track planning is not performedA crash situation.
For the first vehicle set
Figure 141319DEST_PATH_IMAGE011
The vehicle in (1) has already finished the trajectory planning and is traveling according to the trajectory, and does not need to perform collision analysis any more.
For the second vehicle set
Figure 169317DEST_PATH_IMAGE012
The vehicles in (1), i.e. the cooperative trajectory planning vehicles, have to take into account the above three collision situations, for the second set of vehicles
Figure 288583DEST_PATH_IMAGE012
The preset requirements in step 52 include the following three requirements that need to be met simultaneously:
in the first place, the first requirement is that,
Figure 743835DEST_PATH_IMAGE009
or
Figure 581341DEST_PATH_IMAGE010
And a vehicle
Figure 22818DEST_PATH_IMAGE007
On the left side of the collaborative trajectory planning vehicle; wherein,
Figure 58907DEST_PATH_IMAGE011
representing the collaborative area
Figure 619814DEST_PATH_IMAGE001
The collection of vehicles in the interior of the vehicle,
Figure 741354DEST_PATH_IMAGE012
representing the proximity zone
Figure 48838DEST_PATH_IMAGE002
A set of vehicles located internally on the virtual road centerline;
second request, vehicle
Figure 205013DEST_PATH_IMAGE007
One of three collision situations, namely cross collision, convergent collision or rear-end collision, exists between the cooperative track planning vehicle and the cooperative track planning vehicle;
a third requirement when the collaborative trajectory planning vehicle reaches the point of starting the turn, and the vehicle is
Figure 2068DEST_PATH_IMAGE007
Has not exited the collaborative area
Figure 548587DEST_PATH_IMAGE001
。
In an embodiment, if there is a spatial coincidence point i and spatial coincidence points ii and iii on the first optimal trajectory and the second optimal trajectory in fig. 2, respectively, then the path corresponding to the first optimal trajectory is selected to perform speed planning again to obtain a new third optimal trajectory capable of avoiding collision, and the method of "speed planning" in step 53 specifically includes:
step 531, establishing an optimal control model (1):
Figure 456500DEST_PATH_IMAGE071
Figure 404864DEST_PATH_IMAGE072
in the formula (1), the reaction mixture is,
Figure 372820DEST_PATH_IMAGE014
in order to be a function of the cost,
Figure 468952DEST_PATH_IMAGE015
、
Figure 118240DEST_PATH_IMAGE016
the weights, for example:
Figure 249007DEST_PATH_IMAGE015
taking out the raw materials of 5, wherein,
Figure 325547DEST_PATH_IMAGE016
taking 1;
Figure 643396DEST_PATH_IMAGE017
is as follows
Figure 96374DEST_PATH_IMAGE017
The length of each of the time steps,
Figure 81648DEST_PATH_IMAGE018
is as follows
Figure 391406DEST_PATH_IMAGE018
The length of each of the time steps,
Figure 134234DEST_PATH_IMAGE019
、
Figure 187641DEST_PATH_IMAGE020
respectively planning the acceleration and the speed of the vehicle for the dispersed collaborative track;
equation (2) is the kinematic constraint of the vehicle,
Figure 962174DEST_PATH_IMAGE021
、
Figure 442834DEST_PATH_IMAGE022
respectively planning position coordinates, orientation angles and acceleration of the vehicle for the collaborative track under the Cartesian coordinate system;
equation (3) is the vehicle side value constraint,
Figure 855DEST_PATH_IMAGE023
、
Figure 530056DEST_PATH_IMAGE024
、
Figure 489922DEST_PATH_IMAGE025
、
Figure 79166DEST_PATH_IMAGE026
planning just-entering cooperative areas of vehicles for cooperative tracks under geodetic coordinate system respectively
Figure 858903DEST_PATH_IMAGE001
Initial position of time, exit from cooperation area
Figure 191796DEST_PATH_IMAGE001
Final position of time, entry into coordination area
Figure 6168DEST_PATH_IMAGE001
The position coordinates and orientation angles of the start point and the end point of (1);
equation (4) is the maximum limit on vehicle speed and acceleration,
Figure 766313DEST_PATH_IMAGE008
is the maximum value of the speed of the vehicle,
Figure 33347DEST_PATH_IMAGE027
is the maximum value of the vehicle acceleration;
equation (5) is the collision restraint of the vehicle,
Figure 232247DEST_PATH_IMAGE028
、
Figure 838809DEST_PATH_IMAGE029
respectively under the geodetic coordinate system
Figure 832173DEST_PATH_IMAGE030
Coordinate and collaborative track planning vehicle of space coincident point
Figure 524185DEST_PATH_IMAGE005
Vehicle concentrating on collision
Figure 526776DEST_PATH_IMAGE007
To arrive at
Figure 50161DEST_PATH_IMAGE030
Time of a spatial coincidence point
Figure 152110DEST_PATH_IMAGE031
The coordinates of the position are determined by the position,
Figure 328488DEST_PATH_IMAGE032
is the total number of points of spatial coincidence,
Figure 869191DEST_PATH_IMAGE033
、
Figure 247083DEST_PATH_IMAGE034
respectively the lateral and longitudinal safety distances between the vehicles.
According to the detection result, if the vehicle is planned in cooperation with the track
Figure 785512DEST_PATH_IMAGE005
Have all the time been
Figure 248854DEST_PATH_IMAGE008
Driving, where a collision occurs at a spatial coincidence point, the time of collision being known, i.e. the vehicle in the collision set (higher priority, trajectory already determined) arrives at the second
Figure 530931DEST_PATH_IMAGE030
Time of a nominal collision point
Figure 701012DEST_PATH_IMAGE031
Thus only needing to guarantee
Figure 472659DEST_PATH_IMAGE031
At the moment, the planned vehicle and all N space coincidence points on the set path are larger than the safety distance in the x direction and the y direction
Figure 360981DEST_PATH_IMAGE033
And
Figure 243486DEST_PATH_IMAGE034
collision can be effectively avoided. The optimal control problem can be solved by using an interior point algorithm numerical value or other calculation methods (such as a Runge-Kutta iteration method) for solving the optimal control problem, and the effective track of the vehicle in the embodiment can be obtained.
It should be noted that, for speed planning, in addition to modeling by using a nonlinear programming problem and solving iteratively by using a numerical method, modeling and solving may also be performed by using other methods such as integer programming, and the description is not repeated here.
The embodiment of the invention also provides a multi-vehicle cooperative passing system for the intersection under the unstructured scene, which comprises a partition unit, a priority determining unit, a virtual road center line setting unit, a diversion planning unit and a cooperative planning unit, wherein:
the partition unit is used for setting a cooperative area from inside to outside from the center of the intersection in the unstructured scene
Figure 533653DEST_PATH_IMAGE001
An area of approach
Figure 476201DEST_PATH_IMAGE002
And a flow splitting region
Figure 851819DEST_PATH_IMAGE003
。
A priority determining unit for determining a priority of the vehicle inside each zone and between different zones.
A virtual road center line setting unit for setting a virtual road center line in the access area
Figure 538015DEST_PATH_IMAGE002
Setting a virtual road center line, and taking the virtual road center line and the cooperation area
Figure 682689DEST_PATH_IMAGE001
The intersection point of the outer boundary lines is taken as a turning point, starting from the turning point, at the virtual lineAnd selecting shunting target points at intervals on the simulated road center line.
The shunting planning unit is used for sequentially aiming at the shunting areas according to the vehicle priority
Figure 796138DEST_PATH_IMAGE003
Inner vehicle
Figure 721369DEST_PATH_IMAGE004
Planning the shunting track to ensure that the vehicle
Figure 880430DEST_PATH_IMAGE004
Upon entering the collaborative area
Figure 207506DEST_PATH_IMAGE001
And driving to the virtual road center line.
A collaborative planning unit for entering the collaborative area
Figure 163961DEST_PATH_IMAGE001
Inner vehicle
Figure 576488DEST_PATH_IMAGE005
And as a waiting collaborative track planning vehicle, carrying out collaborative track planning according to the vehicle priority.
In one embodiment, the collaborative planning unit specifically includes an optimal trajectory acquisition subunit and a collaborative trajectory planning subunit, where:
the optimal track acquisition subunit is used for acquiring the optimal track according to the situation of entering the cooperative area
Figure 542170DEST_PATH_IMAGE001
Inner vehicle
Figure 723752DEST_PATH_IMAGE005
Determining the crossing through which the vehicle leaves the crossing, and taking all the turning points of the crossing as selectable cooperative track planning end points to obtain the optimal track without collision.
A collaborative trajectory planning subunit for future maneuvers of the collaborative trajectory planning vehicle, the approach area
Figure 116688DEST_PATH_IMAGE002
Vehicles meeting preset requirements internally are constructed as collision sets
Figure 750931DEST_PATH_IMAGE006
Judging the set of collisions
Figure 254725DEST_PATH_IMAGE006
In a vehicle
Figure 556393DEST_PATH_IMAGE007
Whether the number of the space coincident points with the optimal track is 0 or not is judged, and if yes, the optimal track is selected as the cooperative track; otherwise, judging the maximum value of the vehicle speed of the coordinated track planning vehicle
Figure 120230DEST_PATH_IMAGE008
If so, abandoning the optimal track, otherwise, determining the cooperative track according to the following rule if no collision occurs when the optimal track is defined as:
in principle one, if at least two optimal tracks do not collide, the optimal track with shorter time consumption is preferentially selected as the cooperative track;
in principle two, when all the optimal tracks collide, the optimal track with the minimum number of the spatial coincident points is selected as a cooperative track, and the speed planning for avoiding collision is performed again;
wherein, the preset requirements comprise three requirements which need to be met simultaneously:
in the first place, the requirements are set to,
Figure 241770DEST_PATH_IMAGE009
or
Figure 549254DEST_PATH_IMAGE010
And a vehicle
Figure 705429DEST_PATH_IMAGE007
On the left side of the collaborative trajectory planning vehicle; wherein,
Figure 440167DEST_PATH_IMAGE011
representing the collaborative area
Figure 49003DEST_PATH_IMAGE001
The collection of vehicles in the interior of the vehicle,
Figure 915107DEST_PATH_IMAGE012
representing the proximity zone
Figure 925788DEST_PATH_IMAGE002
A set of vehicles located internally on the virtual road centerline;
second request, vehicle
Figure 893744DEST_PATH_IMAGE007
One of three collision situations, namely cross collision, convergent collision or rear-end collision, exists between the vehicle and the coordinated track planning vehicle;
a third requirement when the collaborative trajectory planning vehicle reaches the point of starting the turn, and the vehicle is
Figure 927559DEST_PATH_IMAGE007
Has not exited the collaborative area
Figure 639163DEST_PATH_IMAGE001
。
In an embodiment, the speed planning method for the collaborative trajectory planning subunit has already been described above, and is not described herein again.
The invention can plan the cooperative track of all intelligent vehicles approaching the non-mechanization signal lamp-free intersection according to the designed AIM system. The road side unit is used for shunting the vehicles and then carrying out collaborative planning, so that the calculated amount is small, and the passing efficiency is effectively improved.
In the above embodiment, the hybrid a-algorithm is used for path planning for multiple times, and other conventional path generation methods such as the a-algorithm and the RRT algorithm may also be used when generating the path.
In fifty experiments performed by the method of the present invention, the number of coordinated vehicles set in each experiment is 24, and the length of the planning time mainly depends on the number of vehicles which cannot avoid collision in the path planning and further avoid collision by adopting the speed planning. The probability of the occurrence of the speed program per car in fifty experiments ranged from 29.2% to 45.8%. The average vehicle planning time for collision avoidance and efficient traffic is 62.67 milliseconds with only hybrid a-path planning. The average time per velocity schedule was 24.25 milliseconds. Therefore, the average planning time of each vehicle in the method is 62.67+ (29.2% -45.8%) multiplied by 24.25=62.67+ (7.08-11.10) = 69.75-73.77 milliseconds.
Compared with other similar collaborative planning methods for intersections, for example, in a numerical solution planning method for a continuous space optimal control problem adopted by plum of the university of Hunan, under an experimental scene of 24 vehicles, the planning time is different from 3.3858 seconds to 3.4572 seconds, and the average planning time of each vehicle is different from 141 milliseconds to 144 milliseconds.
Therefore, the method has the advantages that about 50% of calculation time is increased, and the planned overall driving path has the characteristic of more ordering.
Finally, it should be pointed out that: the above examples are only for illustrating the technical solutions of the present invention, and are not limited thereto. Those of ordinary skill in the art will understand that: modifications can be made to the technical solutions described in the foregoing embodiments, or some technical features may be equivalently replaced; such modifications or substitutions do not depart from the spirit and scope of the corresponding technical solutions of the embodiments of the present invention.

Claims (6)

1. A method for intersection multi-vehicle cooperative passage under an unstructured scene is characterized by comprising the following steps:
step 1, setting a cooperation area, an approach area and a shunt area from inside to outside from the center of an intersection in an unstructured scene;
step 2, setting a virtual road center line in the approach area, taking an intersection point of the virtual road center line and the outer boundary line of the coordination area as a steering point, and selecting shunting target points at intervals on the virtual road center line from the steering point;
step 3, determining the vehicle priority inside each area and among different areas; the vehicle priority inside each zone determined in step 3 is: vehicles in the same area, the priority of each vehicle being inversely proportional to the distance of the vehicle from the center; the vehicle priorities among different areas determined in the step 3 are as follows: the priority of the vehicle with the lowest priority in the collaborative area in different areas is higher than that of the vehicle with the highest priority in the approaching area, and the priority of the vehicle with the lowest priority in the approaching area in different areas is higher than that of the vehicle with the highest priority in the shunting area;
step 4, according to the priority of the vehicles, sequentially planning the shunting tracks of the vehicles in the shunting areas, and enabling the vehicles to run to the center line of the virtual road before entering the cooperative area; the step 4 specifically comprises the following steps:
step 41, selecting a target lane line from the virtual road center line set nearby according to the current position of the vehicle in the shunting area to obtain a corresponding shunting target point set;
step 42, establishing an upper speed limit and a lower speed limit for the unstructured scene, selecting a shunting target point close to the collaborative area in the shunting target point set as a collaborative trajectory planning end point, taking the upper speed limit as a boundary speed of the collaborative trajectory planning end point moment, and taking the self coordinate as a starting point to carry out path planning;
step 43, when detecting that there is a temporal-spatial coincident point with the diversion trajectory of the previous vehicle, selecting a next diversion target point in the diversion target point set, and planning again until a collision-free path is generated so that the vehicle runs to the center line of the virtual lane, until the planning is successful;
step 44, removing the shunting target point selected by the vehicle which is successfully planned from the shunting target point set, and opening the subsequent vehicle by the shunting target point after the vehicle which is successfully planned reaches the selected target shunting point and travels a safe distance forwards, namely adding the shunting target point into the shunting target point set again for traversing selection when the subsequent vehicle is planned;
and step 45, for the vehicles which cannot find the appropriate shunting target points through the shunting target point set,
the vehicle runs at a low speed with a lower speed limit according to the original direction, and waits for the opening of a new shunting target point;
and 5, taking the vehicle entering the cooperative area as a waiting cooperative track planning vehicle, and performing cooperative track planning according to the vehicle priority, wherein the step 5 specifically comprises the following steps:
step 51, planning future maneuver of the vehicle according to the cooperative track, determining a crossing through which the vehicle leaves the crossing, and obtaining the optimal track without collision by taking all turning points of the crossing as selectable cooperative track planning end points;
step 52, planning future maneuver of the vehicle according to the cooperative track, constructing the vehicles meeting the preset requirements in the approaching area into a collision set, and judging the vehicles in the collision set
Figure 111074DEST_PATH_IMAGE001
Whether the number of the space coincident points with the optimal track is 0 or not, and if yes, selecting the optimal track as a cooperative track; otherwise, go to step 53; wherein, the preset requirements comprise three requirements which need to be met simultaneously:
in the first place, the requirements are set to,
Figure 506283DEST_PATH_IMAGE002
or
Figure 759803DEST_PATH_IMAGE003
And a vehicle
Figure 582266DEST_PATH_IMAGE004
In collaborationThe left side of the trajectory planning vehicle; wherein,
Figure 786982DEST_PATH_IMAGE005
representing a set of vehicles within a collaborative area,
Figure 985882DEST_PATH_IMAGE006
representing a set of vehicles located on a virtual road centerline within the proximity zone;
second request, vehicle
Figure 592444DEST_PATH_IMAGE004
One of three collision situations, namely cross collision, convergent collision or rear-end collision, exists between the vehicle and the coordinated track planning vehicle;
third requirement, when the coordinated trajectory planning vehicle reaches the starting turning point, the vehicle is turned
Figure 585808DEST_PATH_IMAGE004
Not exiting the collaborative area;
step 53, judging whether the coordinated track planning vehicle is overlapped in time at the space overlapping point under the condition of constant speed running at the maximum vehicle speed, if so, abandoning the optimal track, otherwise, defining that no collision occurs, and determining the coordinated track according to the following rules:
in a first principle, if at least two optimal tracks do not collide, the optimal track with shorter time consumption is preferentially selected as a cooperative track;
and in principle two, when all the optimal tracks collide, selecting the optimal track with the minimum number of the spatial coincident points as a cooperative track, and re-performing speed planning for avoiding collision.
2. The intersection multi-vehicle cooperative passing method under the unstructured scene as set forth in claim 1, characterized in that the method of "speed planning" in step 53 specifically includes:
step 531, establishing an optimal control model (1):
Figure 277820DEST_PATH_IMAGE007
collision restraint
Figure 14832DEST_PATH_IMAGE008
Figure 974436DEST_PATH_IMAGE009
In the formula (1), the acid-base catalyst,
Figure 404280DEST_PATH_IMAGE010
in order to be a function of the cost,
Figure 583589DEST_PATH_IMAGE011
the weight of the weight is calculated,
Figure 858712DEST_PATH_IMAGE012
is as follows
Figure 439866DEST_PATH_IMAGE013
The length of each of the time steps,
Figure 775033DEST_PATH_IMAGE014
is as follows
Figure 441637DEST_PATH_IMAGE015
The length of each of the time steps,
Figure 520452DEST_PATH_IMAGE016
respectively planning the acceleration and the speed of the vehicle for the vehicle collaborative track to be planned after the time is discretized; equation (2) is the kinematic constraint of the vehicle,
Figure 445858DEST_PATH_IMAGE017
respectively as cooperation in Cartesian coordinate systemThe position coordinates, heading angle, acceleration of the trajectory planning vehicle,
Figure 217505DEST_PATH_IMAGE018
planning the lateral speed of the vehicle for the coordinated trajectory in the cartesian coordinate system,
Figure 105827DEST_PATH_IMAGE019
planning the longitudinal speed of the vehicle for the coordinated trajectory in the cartesian coordinate system,
Figure 988332DEST_PATH_IMAGE020
planning the angular speed of the vehicle for the coordinated track under a Cartesian coordinate system;
equation (3) is the vehicle side value constraint,
Figure 278499DEST_PATH_IMAGE021
、
Figure 221048DEST_PATH_IMAGE022
respectively planning the initial position of the vehicle just entering the cooperation area, the final position of the vehicle exiting the cooperation area, and the position coordinates and the orientation angle of the starting point and the end point of the vehicle entering the cooperation area for the cooperation track under the geodetic coordinate system,
Figure 596665DEST_PATH_IMAGE023
for vehicles in initial positions
Figure 453501DEST_PATH_IMAGE024
The speed of (d);
equation (4) is the maximum limit on vehicle speed and acceleration,
Figure 863753DEST_PATH_IMAGE025
is the maximum value of the acceleration of the vehicle,
Figure 977203DEST_PATH_IMAGE026
an upper speed limit established for the unstructured scene;
equation (5) is the collision restraint of the vehicle,
Figure 840117DEST_PATH_IMAGE027
respectively under the geodetic coordinate system
Figure 64425DEST_PATH_IMAGE028
Vehicle in collision concentration by planning vehicle coordinates and coordinated tracks of space coincident points
Figure 63605DEST_PATH_IMAGE029
To arrive at
Figure 347955DEST_PATH_IMAGE030
Time of a spatial coincidence point
Figure 199630DEST_PATH_IMAGE031
The coordinates of the position of the mobile phone are,
Figure 227629DEST_PATH_IMAGE032
is the total number of points of spatial coincidence,
Figure 346895DEST_PATH_IMAGE033
respectively the lateral and longitudinal safety distances between the vehicles.
3. The intersection multi-vehicle cooperative passing method under the unstructured scene of any one of claims 1-2, characterized in that the method of "setting virtual road center line in the proximity area" in the step 2 specifically comprises:
step 21, translating the road boundaries at the two sides in the approaching area towards the opposite direction for a preset distance, and then performing smoothing treatment to obtain two virtual road center lines;
and step 22, on the basis of the two obtained virtual road center lines, obtaining other virtual road center lines by adopting the translation method same as the step 21.
4. A crossroad multi-vehicle cooperative passing system under an unstructured scene is characterized by comprising:
the system comprises a partitioning unit, a processing unit and a control unit, wherein the partitioning unit is used for setting a cooperation area, an approach area and a shunting area from inside to outside from the center of an intersection in an unstructured scene;
a priority determining unit for determining a priority of the vehicle inside each zone and between different zones; the determined vehicle priority inside each zone is: vehicles in the same area, the priority of each vehicle being inversely proportional to the distance of the vehicle from the center; the vehicle priorities between the different zones are determined as follows: the priority of the vehicle with the lowest priority in the collaborative area in different areas is higher than that of the vehicle with the highest priority in the approaching area, and the priority of the vehicle with the lowest priority in the approaching area in different areas is higher than that of the vehicle with the highest priority in the shunting area;
the virtual road center line setting unit is used for setting a virtual road center line in the approaching area, taking the intersection point of the virtual road center line and the outer boundary line of the collaborative area as a steering point, and selecting shunting target points at intervals on the virtual road center line from the steering point;
the shunting planning unit is used for sequentially planning shunting tracks of the vehicles in the shunting areas according to the priority of the vehicles so that the vehicles can drive to the center line of the virtual road before entering the cooperative area; the method specifically comprises the following steps:
step 41, selecting a target lane line from the virtual road center line set nearby according to the current position of the vehicle in the shunting area to obtain a corresponding shunting target point set;
step 42, establishing an upper speed limit and a lower speed limit for the unstructured scene, selecting a shunting target point close to the collaborative area in the shunting target point set as a collaborative trajectory planning end point, taking the upper speed limit as a boundary speed of the collaborative trajectory planning end point moment, and taking the self coordinate as a starting point to carry out path planning;
step 43, when detecting that there is a temporal-spatial coincident point with the diversion trajectory of the previous vehicle, selecting a next diversion target point in the diversion target point set, and planning again until a collision-free path is generated so that the vehicle runs to the center line of the virtual lane, until the planning is successful;
step 44, eliminating the shunting target points selected by the vehicles which are successfully planned from the shunting target point set, and opening the subsequent vehicles by the shunting target points after the vehicles which are successfully planned reach the selected target shunting points and travel forwards for a certain safety distance, namely adding the vehicles into the shunting target point set again for traversing and selecting when the subsequent vehicles are planned;
step 45, for the vehicle which cannot find a proper shunting target point even traversing the shunting target point set, the vehicle is driven at a low speed with a lower speed limit according to the original direction to wait for the opening of a new shunting target point;
the collaborative planning unit is used for taking a vehicle entering a collaborative area as a waiting collaborative trajectory planning vehicle and carrying out collaborative trajectory planning according to vehicle priority; the collaborative planning unit specifically includes:
the optimal track acquisition subunit is used for planning future maneuvering of the vehicle in cooperation with the track, determining the intersection through which the vehicle leaves the intersection, and obtaining the optimal track without collision by taking all turning points of the passing intersection as selectable cooperative track planning end points;
a cooperative track planning subunit, configured to plan future maneuvers of the vehicle in cooperation with the track, construct vehicles meeting preset requirements in the approaching area as a collision set, and determine the vehicles in the collision set
Figure 536568DEST_PATH_IMAGE034
Whether the number of the space coincident points with the optimal track is 0 or not is judged, and if yes, the optimal track is selected as a cooperative track; otherwise, judging whether the collaborative track planning vehicle is overlapped in time at a space overlapping point under the condition of constant speed running at the maximum speed of the vehicle, if so, abandoning the optimal track, otherwise, determining the collaborative track according to the following rules if no collision occurs:
in a first principle, if at least two optimal tracks do not collide, the optimal track with shorter time consumption is preferentially selected as a cooperative track;
according to a second principle, when all the optimal tracks are collided, selecting the optimal track with the minimum number of space coincident points as a cooperative track, and planning the speed for avoiding collision again;
the preset requirements comprise three requirements which need to be met simultaneously:
in the first place, the first requirement is that,
Figure 436390DEST_PATH_IMAGE035
or
Figure 940184DEST_PATH_IMAGE036
And a vehicle
Figure 241852DEST_PATH_IMAGE037
Located on the left side of the collaborative trajectory planning vehicle; wherein,
Figure 540110DEST_PATH_IMAGE038
representing collaborative areas
Figure 927229DEST_PATH_IMAGE039
The collection of vehicles in the interior of the vehicle,
Figure 733248DEST_PATH_IMAGE040
representing a set of vehicles located on a virtual road centerline within the proximity zone; second request, vehicle
Figure 623844DEST_PATH_IMAGE041
One of three collision situations, namely cross collision, convergent collision or rear-end collision, exists with the collaborative trajectory planning vehicle;
third requirement, when the coordinated trajectory planning vehicle reaches the starting turning point, the vehicle is turned
Figure 358582DEST_PATH_IMAGE042
Has not yet exited the collaborative area.
5. The intersection multi-vehicle cooperative passage system under the unstructured scene of claim 4, characterized in that the cooperative trajectory planning subunit performs speed planning through the optimal control model (1):
Figure 967418DEST_PATH_IMAGE043
collision restraint
Figure 78593DEST_PATH_IMAGE044
Figure 89275DEST_PATH_IMAGE045
In the formula (1), the acid-base catalyst,
Figure 994914DEST_PATH_IMAGE046
in order to be a function of the cost,
Figure 91046DEST_PATH_IMAGE047
the weight of the weight is calculated,
Figure 241798DEST_PATH_IMAGE048
is as follows
Figure 106986DEST_PATH_IMAGE049
The length of each of the time steps,
Figure 183526DEST_PATH_IMAGE050
is as follows
Figure 766954DEST_PATH_IMAGE051
The length of each time step is equal to the length of each time step,
Figure 16670DEST_PATH_IMAGE052
respectively for vehicles with time discretized and to be planned in cooperation with trackPlanning the acceleration and the speed of the vehicle in cooperation with the track;
equation (2) is the kinematic constraint of the vehicle,
Figure 939626DEST_PATH_IMAGE053
、
Figure 249385DEST_PATH_IMAGE054
respectively planning the position coordinate, the orientation angle and the acceleration of the vehicle for the coordinated track under a Cartesian coordinate system,
Figure 257792DEST_PATH_IMAGE055
the lateral velocity of the vehicle is planned for the coordinated trajectory in the cartesian coordinate system,
Figure 311199DEST_PATH_IMAGE056
planning the longitudinal speed of the vehicle for the coordinated trajectory in the cartesian coordinate system,
Figure 587197DEST_PATH_IMAGE057
planning the angular speed of the vehicle for the coordinated track under a Cartesian coordinate system;
equation (3) is the vehicle side value constraint,
Figure 67857DEST_PATH_IMAGE058
、
Figure 297981DEST_PATH_IMAGE059
、
Figure 155079DEST_PATH_IMAGE060
、
Figure 787049DEST_PATH_IMAGE061
respectively planning the initial position of the vehicle just entering the cooperation area, the final position of the vehicle exiting the cooperation area, and the position coordinates and the orientation angle of the starting point and the end point of the vehicle entering the cooperation area for the cooperation track under the geodetic coordinate system,
Figure 438610DEST_PATH_IMAGE062
for vehicles in initial positions
Figure 421609DEST_PATH_IMAGE063
The speed of (a);
equation (4) is the maximum limit on vehicle speed and acceleration,
Figure 816818DEST_PATH_IMAGE064
is the maximum value of the acceleration of the vehicle,
Figure 804759DEST_PATH_IMAGE065
an upper speed limit established for the unstructured scene;
equation (5) is the crash restraint of the vehicle,
Figure 892801DEST_PATH_IMAGE066
、
Figure 97518DEST_PATH_IMAGE067
respectively under the geodetic coordinate system
Figure 296418DEST_PATH_IMAGE068
Vehicle in collision concentration by planning vehicle coordinates and coordinated tracks of space coincident points
Figure 637400DEST_PATH_IMAGE069
To the first
Figure 896343DEST_PATH_IMAGE070
Time of a spatial coincidence point
Figure 588356DEST_PATH_IMAGE071
The coordinates of the position of the mobile phone are,
Figure 325368DEST_PATH_IMAGE072
is the total number of points of spatial coincidence,
Figure 284971DEST_PATH_IMAGE073
respectively the lateral and longitudinal safety distances between the vehicles.
6. The intersection multi-vehicle cooperative passing system under the unstructured scene of any one of claims 4 to 5, characterized in that the method of the virtual road center line setting unit specifically comprises:
firstly, the road boundaries on two sides in the approaching area are translated towards the opposite direction for a preset distance, then smoothing is carried out to obtain two virtual road center lines, and on the basis of the obtained two virtual road center lines, the same translation method is adopted to obtain other virtual road center lines.
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