CN114973767B - Formation driving control method and system for intelligent vehicle group - Google Patents
Formation driving control method and system for intelligent vehicle group Download PDFInfo
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- CN114973767B CN114973767B CN202210524097.0A CN202210524097A CN114973767B CN 114973767 B CN114973767 B CN 114973767B CN 202210524097 A CN202210524097 A CN 202210524097A CN 114973767 B CN114973767 B CN 114973767B
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- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/16—Anti-collision systems
- G08G1/167—Driving aids for lane monitoring, lane changing, e.g. blind spot detection
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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
- G08G1/0125—Traffic data processing
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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
- G08G1/0137—Measuring and analyzing of parameters relative to traffic conditions for specific applications
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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
- G08G1/048—Detecting movement of traffic to be counted or controlled with provision for compensation of environmental or other condition, e.g. snow, vehicle stopped at detector
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- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/16—Anti-collision systems
- G08G1/166—Anti-collision systems for active traffic, e.g. moving vehicles, pedestrians, bikes
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- 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
- Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
- Y02T10/84—Data processing systems or methods, management, administration
Abstract
The application discloses a formation driving control method and system for an intelligent vehicle group, which consider the influence of environmental factors when the intelligent vehicle group is subjected to formation control, a wake vortex area is determined by combining the vehicle speed and airflow information of an ith vehicle in the intelligent vehicle group, then the driving recommended position of the ith+1th vehicle is determined according to the wake vortex area, and the ith+1th vehicle is controlled to drive according to the driving recommended position, so that the ith+1th vehicle is always in the wake vortex area of the ith vehicle, and the driving resistance of the ith+1th vehicle is obviously reduced. Therefore, the automobile wake vortex negative pressure generated by the automobile under the influence of the air inflow is fully utilized to adaptively adjust the running position of the automobile in the intelligent automobile group, so that the automobile in the intelligent automobile group runs under the anti-drag environment, and the driving efficiency and the driving economy are improved.
Description
Technical Field
The application relates to the technical field of intelligent driving, in particular to a formation driving control method and system for intelligent vehicle groups.
Background
With the development of the automobile industry, the number of vehicles is increasing, and the running conditions of the vehicles are also becoming more complex. In vehicle running, lane change running is a frequently occurring behavior, which is advantageous in that the vehicle obtains a higher running speed, thereby rapidly reaching a destination.
For a manually driven vehicle, lane change travel relies on the driver's driving experience. For intelligent driving vehicles, lane-changing recommendations in intelligent driving technology are more dependent. However, the lane change recommendation considers more intelligent driving related factors such as the self vehicle condition, the adjacent vehicle condition and the like of the intelligent driving vehicle, and ignores the influence of environmental factors. While environmental factors have a non-negligible impact on intelligent driving, they can have a significant impact on the driving efficiency of the vehicle.
Disclosure of Invention
The application provides a formation driving control method and system for an intelligent vehicle group, which aims to solve or partially solve the technical problem that the prior intelligent driving technology ignores the influence of environmental influence on driving efficiency.
In order to solve the technical problems, the application provides a formation driving control method for an intelligent vehicle group, which comprises the following steps:
acquiring the speed and airflow information of an ith vehicle in the intelligent vehicle group; wherein i is an odd number and P is the total number of vehicles of the intelligent vehicle group;
determining a wake vortex area of the ith vehicle according to the speed of the ith vehicle and the airflow information;
determining a driving recommended position of a lane where the ith vehicle is located and/or an adjacent lane according to the wake vortex area of the ith vehicle; wherein the travel recommended position is a position at which the i+1th vehicle is recommended to travel in;
determining a final driving position of the (i+1) th vehicle from driving recommended positions of a lane where the (i) th vehicle is located and/or adjacent lanes;
and controlling the i+1 vehicle to run at the final running position according to the related running information of the i+1 vehicle so as to enable the i+1 vehicle to run in the tail vortex area of the i vehicle.
Preferably, the airflow information is obtained through head car monitoring in the intelligent vehicle group.
Preferably, the determining the wake vortex area of the ith vehicle according to the speed of the ith vehicle and the airflow information specifically includes:
and processing the speed of the ith vehicle and the airflow information by using a computational fluid dynamics method, and determining a wake vortex area of the ith vehicle.
Preferably, the determining, according to the wake vortex area of the ith vehicle, a driving recommended position of a lane where the ith vehicle is located and/or an adjacent lane specifically includes:
if the wake vortex area of the ith vehicle is positioned in the lane where the ith vehicle is positioned, determining a first partial area in the wake vortex area as the driving recommended position; wherein the distance between the first partial area and the ith vehicle meets legal distance;
if the wake vortex area of the ith vehicle is positioned in the adjacent lane of the ith vehicle, determining a second partial area in the wake vortex area as the driving recommended position; wherein the second partial area is spaced from the front vehicle distance by the legal distance;
if the wake vortex area of the ith vehicle is simultaneously positioned in the lane where the ith vehicle is positioned and the lane adjacent to the ith vehicle, determining a third partial area and a fourth partial area in the wake vortex area as the driving recommended positions; the distance between the third partial area and the ith vehicle meets the legal distance, and the distance between the fourth partial area and the front vehicle meets the legal distance.
Preferably, the determining the final driving position of the (i+1) th vehicle from the driving recommended positions of the lane in which the (i) th vehicle is located and/or the adjacent lanes specifically includes:
if the lane in which the ith vehicle is positioned and the adjacent lanes are provided with the recommended driving positions, acquiring the related driving information of the (i+1) th vehicle, and determining the final driving position from the recommended driving positions of the lane in which the ith vehicle is positioned and the adjacent lanes according to the related driving information of the (i+1) th vehicle; wherein, the related running information of the (i+1) th vehicle comprises: the (i+1) th vehicle runs on the current lane, lane lines at two sides of the (i+1) th vehicle, and surrounding vehicle information of the (i+1) th vehicle.
Preferably, after the i+1 vehicles are controlled to travel at the final travel position, the method further includes:
and controlling the (i+2) th vehicle and the (i) th vehicle to run on the same lane.
Preferably, the controlling the i+2th vehicle and the i vehicle to travel in the same lane specifically includes:
controlling the driving lane of the (i+2) th vehicle according to the driving lane of the (i) th vehicle;
and determining the final driving position of the (i+2) th vehicle according to the final driving position of the (i+1) th vehicle.
Preferably, the determining the final driving position of the (i+2) th vehicle according to the final driving position of the (i+1) th vehicle specifically includes:
if the final driving position of the (i+1) th vehicle is the lane in which the (i+1) th vehicle is located, determining the final driving position of the (i+2) th vehicle according to the final driving position of the (i+1) th vehicle and the legal spacing; wherein the spacing of the final travel position of the (i+2) -th vehicle from the final travel position of the (i+1) -th vehicle satisfies the legal spacing.
If the final driving position of the (i+1) th vehicle is the adjacent lane of the (i) th vehicle, determining the final driving position of the (i+2) th vehicle according to the driving position of the (i) th vehicle and the mapping position of the final driving position of the (i+1) th vehicle relative to the lane of the (i) th vehicle; wherein the spacing of the final travel position of the i+2th vehicle from the travel position of the i vehicle satisfies the legal spacing, and the final travel position of the i+2th vehicle does not exceed the map position.
Preferably, after the i+1 vehicles are controlled to travel at the final travel position, the method further includes:
monitoring whether an incoming vehicle exists or not by utilizing a tail vehicle in the intelligent vehicle group;
and if so, controlling the intelligent vehicle group to run in the same lane.
The application discloses formation travel control system to intelligent car crowd includes:
the acquisition module is used for acquiring the speed and airflow information of the ith vehicle in the intelligent vehicle group; wherein i is an odd number and P is the total number of vehicles of the intelligent vehicle group;
the first determining module is used for determining a wake vortex area of the ith vehicle according to the speed of the ith vehicle and the airflow information;
the second determining module is used for determining a driving recommended position of a lane where the ith vehicle is located and/or an adjacent lane according to the wake vortex area of the ith vehicle; wherein the travel recommended position is a position at which the i+1th vehicle is recommended to travel in;
a third determining module, configured to determine a final driving position of the (i+1) th vehicle from driving recommended positions of a lane in which the (i) th vehicle is located and/or adjacent lanes;
and the control module is used for controlling the i+1 vehicle to run at the final running position according to the related running information of the i+1 vehicle so as to enable the i+1 vehicle to run in the tail vortex area of the i vehicle.
The present application discloses a computer readable storage medium having stored thereon a computer program which when executed by a processor performs the steps of the above method.
The application discloses a computer device comprising a memory, a processor and a computer program stored on the memory and executable on the processor, which processor implements the steps of the above method when executing the program.
Through one or more technical schemes of this application, this application has following beneficial effect or advantage:
the application provides a formation driving control method and system for an intelligent vehicle group, which consider the influence of environmental factors when the intelligent vehicle group is subjected to formation control, a wake vortex area is determined by combining vehicle speed and airflow information of an ith vehicle in the intelligent vehicle group, then the driving recommended position of the ith vehicle is determined according to the wake vortex area, and the ith vehicle is controlled to drive according to the driving recommended position, so that the ith vehicle is always in the tail vortex area of the ith vehicle, and the driving resistance of the ith vehicle is obviously reduced by driving the ith vehicle in a drag reduction environment. Therefore, the automobile wake vortex negative pressure generated by the automobile under the influence of the air inflow is fully utilized to adaptively adjust the running position of the automobile in the intelligent automobile group, so that the automobile in the intelligent automobile group runs under the anti-drag environment, and the driving efficiency and the driving economy are improved.
The foregoing description is only an overview of the technical solutions of the present application, and may be implemented according to the content of the specification in order to make the technical means of the present application more clearly understood, and in order to make the above-mentioned and other objects, features and advantages of the present application more clearly understood, the following detailed description of the present application will be given.
Drawings
Various other advantages and benefits will become apparent to those of ordinary skill in the art upon reading the following detailed description of the preferred embodiments. The drawings are only for purposes of illustrating the preferred embodiments and are not to be construed as limiting the application. Also, like reference numerals are used to designate like parts throughout the figures.
In the drawings:
FIG. 1 illustrates an implementation process diagram of a method of formation travel control for intelligent fleet vehicles, according to one embodiment of the present application;
FIG. 2 shows a corresponding schematic diagram of airflow direction and wake vortex area according to one embodiment of the present application;
3-5 illustrate schematic diagrams of travel recommended locations according to one embodiment of the present application;
FIGS. 6-7 illustrate travel patterns of a smart fleet of vehicles after determining a final travel location, according to one embodiment of the present application;
fig. 8 shows a schematic diagram of a convoy travel control system for a group of intelligent vehicles according to one embodiment of the present application.
Detailed Description
Exemplary embodiments of the present application will be described in more detail below with reference to the accompanying drawings. While exemplary embodiments of the present application are shown in the drawings, it should be understood that the present application may be embodied in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the disclosure to those skilled in the art.
The embodiment of the application provides a formation driving control method for an intelligent vehicle group, and referring to fig. 1, the method comprises the following steps:
and 101, acquiring the speed and airflow information of the ith vehicle in the intelligent vehicle group.
The intelligent vehicle group uses the same set of formation driving control system so as to control the driving positions of all vehicles in the intelligent vehicle group. The total number of vehicles in the intelligent vehicle group is P, and the intelligent vehicle group contains 2 vehicles at least and does not have upper limit limitation. And the ith vehicle in the intelligent vehicle group refers to a vehicle in an odd number position in the intelligent vehicle group, i e P is an odd number, i=1, 3 … ….
In order to facilitate the formation driving of the intelligent vehicle group, the intelligent vehicle group numbers each vehicle in advance and drives according to the numbers, for example, the intelligent vehicle group has 4 vehicles, and each vehicle is numbered according to 1, 2, 3 and 4. The 1 st vehicle is the head vehicle, and the running position of the 2 nd vehicle is determined by the 1 st vehicle. The 3 rd vehicle driving lane is determined by the 1 st vehicle, so that the 3 rd vehicle and the 1 st vehicle are driven on the same lane. The 4 th vehicle's travel position is determined by the 3 rd vehicle. Of course, vehicles at the odd positions can be determined according to actual driving conditions, and then the driving positions of the rear vehicles can be determined according to the vehicles at the odd positions.
The vehicle encounters various resistances during running. For example, when the vehicle speed is low, the resistance encountered by the vehicle is mainly rolling resistance. And as the vehicle speed increases, the resistance encountered by the vehicle is converted to aerodynamic resistance, which is mainly air resistance. In this embodiment, aerodynamic drag encountered during vehicle travel is characterized by airflow information. In the intelligent vehicle group, airflow information is obtained through head vehicles in the intelligent vehicle group and is used for vehicles in odd-numbered positions. Specifically, the head truck is equipped with a multi-hole probe to connect with a sensor to monitor airflow information.
In the present embodiment, the vehicles located at the odd-numbered positions are controlled to travel in the same lane, such as the head car, the 3 rd car, the 5 th car, and so on. Therefore, the air resistance of the vehicles at the odd number positions is the same, so that the embodiment only needs to monitor the air flow information at the head car, and no sensor monitoring is required to be arranged at other vehicles, thereby reducing the complexity of data processing and saving the cost.
And 102, determining the wake vortex area of the ith vehicle according to the speed and airflow information of the ith vehicle.
Since the area size and the position of the wake vortex area are affected by the airflow information, the vehicle type and the vehicle speed, in this embodiment, the speed and the airflow information of the ith vehicle are processed by using a computational fluid dynamics method, and the wake vortex area of the ith vehicle is determined. In particular, computational fluid dynamics methods combine computers and numerical methods to solve fluid mechanics, enabling complex engineering problems to obtain analog-to-digital solutions in a short period. The speed and air flow information of the ith vehicle are processed by using a computational fluid dynamics method, and the whole vehicle flow field of the ith vehicle can be calculated; the method for calculating the flow field of the whole vehicle by using the computational fluid dynamics method is a common method in the industry, and the technology is mature, so that the embodiment is not described in detail. And after the whole vehicle flow is obtained, determining a wake flow negative pressure area from the whole vehicle flow field, wherein the wake flow negative pressure area is the wake vortex area of the ith vehicle.
In this embodiment, the influence of the mainly analyzed airflow information on the wake vortex area. On the basis that the airflow direction in the airflow information is consistent with the running direction of the vehicle, referring to fig. 2, a corresponding schematic diagram of the airflow direction and wake vortex area is provided. As the deflection angle α of the airflow direction becomes gradually larger, the wake vortex region gradually moves from the current lane to the adjacent lane. For example, when the airflow direction of the airflow information is consistent with the running direction of the vehicle (or the included angle between the airflow direction and the running direction is close to 0), the wake vortex area of the ith vehicle is located in the current lane of the ith vehicle, so that the (i+1) th vehicle runs in the same lane of the ith vehicle, i.e. can fall into the negative pressure area of the wake vortex area of the ith vehicle. Optionally, the position of the (i+1) th vehicle may be staggered from the position of the (i) th vehicle, so as to have a better drag reduction effect. When the deflection angle alpha of the air inflow is large, the wake vortex area gradually moves from the current lane to the adjacent lane, and at the moment, the (i+1) th vehicle and the (i) th vehicle cannot be positioned in the adjacent lane and fall into the negative pressure area of the wake vortex area of the (i) th vehicle. Of course, the area size and position of the wake vortex area are also affected by the vehicle model, the vehicle speed, etc.
And step 103, determining the driving recommended position of the lane where the ith vehicle is located and/or the adjacent lane according to the wake vortex area of the ith vehicle.
In the present embodiment, the travel recommended position is a position at which the i+1th vehicle is recommended to enter.
Because wake vortex areas are different, different driving recommended positions are determined, and analysis is specifically performed below.
And if the wake vortex area of the ith vehicle is positioned in the lane where the ith vehicle is positioned, determining the first partial area in the wake vortex area as a driving recommended position. Wherein the first sub-area is spaced from the ith vehicle by a distance that satisfies the legal spacing. Referring to fig. 3, there is a schematic view of a recommended driving position, in which the wake vortex region is in the lane in which the i-th vehicle is located. According to the regulations: when the motor vehicle runs on the expressway, the distance between the motor vehicle and the front vehicle of the same lane is kept to be more than 100 meters when the speed exceeds 100 kilometers per hour, and when the speed is lower than 100 kilometers per hour, the distance between the motor vehicle and the front vehicle of the same lane can be properly shortened, but the minimum distance is not less than 50 meters. In this embodiment, therefore, the first partial region above the legal pitch is determined from the wake vortex region as the recommended driving position, so that the recommended driving position in this embodiment is legal and compliant while being in the wake vortex region. For example, a first partial region outside the wake vortex region at a distance of 50 meters is determined as the travel recommended position, see fig. 3. Of course, since legal spacing and vehicle speed are matched. Therefore, after the i+1th vehicle is controlled to enter the driving recommended position, the i+1th vehicle is controlled to drive according to the target vehicle speed corresponding to the legal interval.
Notably, since the legal pitch is divided into a plurality of class sections, the maximum diameter of the wake vortex region may not satisfy all of the class sections. For example, the maximum diameter of the wake vortex area is 70 meters, and the legal separation is more than 50 meters and more than 100 meters. For this case, the corresponding legal spacing is first determined from the wake vortex region. For example, according to a wake vortex area of 70 meters, a corresponding legal space of 50 meters is determined, and then a first partial area above the legal space is determined from the wake vortex area as a driving recommended position. Taking the above example as a bearing, the first partial area outside the 50-meter interval is determined as the travel recommended position.
And if the wake vortex area of the ith vehicle is positioned in the adjacent lane of the ith vehicle, determining a second partial area in the wake vortex area as a driving recommended position. Wherein the second partial region is spaced from the front vehicle distance by a legal distance. Referring to fig. 4, there is another schematic view of the recommended driving position, the wake vortex area being in the i-th lane adjacent to the vehicle. In the implementation, the position of the front vehicle positioned in front of the wake vortex area is determined in the adjacent lane, the corresponding legal distance is determined according to the wake vortex area, and the second partial area is determined from the wake vortex area as the recommended driving position according to the position of the front vehicle and the legal distance. Of course, since legal spacing and vehicle speed are matched. Therefore, after the i+1th vehicle is controlled to enter the driving recommended position, the i+1th vehicle is controlled to drive according to the target vehicle speed corresponding to the legal interval.
And if the wake vortex area of the ith vehicle is simultaneously positioned in the lane where the ith vehicle is positioned and the adjacent lane of the ith vehicle, determining the third partial area and the fourth partial area in the wake vortex area as the recommended driving positions. The distance between the third partial area and the ith vehicle meets the legal distance, and the distance between the fourth partial area and the front vehicle meets the legal distance. In this embodiment, the determining manner of the third partial area refers to the determining manner of the first partial area, and the determining manner of the fourth partial area refers to the determining manner of the second partial area, which is not described in detail in this embodiment. Referring to fig. 5, a recommended driving position according to the wake vortex area recommendation: a recommended position a located in the current lane and a recommended position B located in the adjacent lane.
Step 104, determining the final driving position of the (i+1) th vehicle from the driving recommended positions of the lane where the (i) th vehicle is located and/or the adjacent lanes.
In this embodiment, if only one of the determined travel recommended positions is determined, for example, the travel recommended position is determined in the lane where the i-th vehicle is located, the travel recommended position is directly used as the determined travel recommended position. For another example, if the travel recommended position is determined in the i-th lane adjacent to the vehicle, the travel recommended position is directly used as the determined travel recommended position.
In this embodiment, if the lane in which the ith vehicle is located and the adjacent lane both have the recommended driving positions, the final driving position needs to be determined from the two recommended driving positions. Specifically, the related running information of the (i+1) th vehicle is obtained, and the final running position is determined from the running recommended positions of the (i) th vehicle in the lane and the adjacent lanes according to the related running information of the (i+1) th vehicle. In practical application, when the lane line is a white dotted line, the vehicle is allowed to temporarily cross the lane line, and long-time white dotted line running can interfere normal traffic, so that the lane where the ith vehicle is located and the adjacent lane have recommended running positions, and one of the two lanes needs to be selected for running.
Wherein, the related running information of the (i+1) th vehicle comprises: the current driving lane of the (i+1) th vehicle, lane lines at two sides of the (i+1) th vehicle and surrounding vehicle information of the (i+1) th vehicle. And determining the final driving position of the (i+1) th vehicle from the driving recommended positions of the lane where the (i) th vehicle is located and the adjacent lanes according to the information.
In a specific implementation process, the driving lane of the (i+1) th vehicle relative to the (i) th vehicle is determined according to the current driving lane of the (i+1) th vehicle. For example, the (i+1) th vehicle and the (i) th vehicle travel in the same lane, or the (i+1) th vehicle is in an adjacent lane with the (i) th vehicle wake vortex region, or the (i+1) th vehicle is in an irrelevant lane without the (i+1) th vehicle wake vortex region. Further, judging whether the i+1th vehicle is allowed to run in a lane change mode according to lane lines on two sides of the i+1th vehicle. If the (i+1) th vehicle is not allowed to run in the lane, determining a recommended running position of the (i+1) th vehicle on the current running lane as a final running position. If the (i+1) th vehicle is allowed to run in a lane change mode, the final running position is further determined according to surrounding vehicle information of the (i+1) th vehicle.
And 105, controlling the i+1 vehicle to run at the final running position according to the related running information of the i+1 vehicle so that the i+1 vehicle runs in the tail vortex area of the i vehicle.
Specifically, according to the current driving lane of the i+1th vehicle, lane lines at two sides of the i+1th vehicle and surrounding vehicle information of the i+1th vehicle, a driving strategy of the i+1th vehicle is decided, and the i+1th vehicle is controlled to drive at a final driving position according to the driving strategy and a target vehicle speed determined when the recommended driving position is determined.
In practical applications, when the (i+1) th vehicle runs in the wake area of the (i) th vehicle, the differential pressure resistance of the (i+1) th vehicle is significantly reduced. However, the i+1th vehicle has a limited drag reduction effect on the following vehicle (for example, i+2th vehicle) due to the reduction of the differential pressure resistance, for example, the i+2th vehicle has a small difference in the resistance when traveling inside and outside the i+1th vehicle's wake vortex region. The drag reduction effect can influence the endurance mileage and is closely related to energy conservation and emission reduction. The reduced drag means less fuel consumption, higher fuel efficiency and less pollution. For example, the resistance is reduced by 50%, the fuel is saved by 20% -25%, and the economical efficiency of the vehicle can be improved.
Therefore, in order to maximize the drag reduction effect of the intelligent vehicle group, and considering that the drag reduction effect of the i+1th vehicle on the i+1th vehicle is limited, the present embodiment controls the i+2th vehicle and the i vehicle to travel in the same lane, that is, controls the vehicles located at the odd-numbered positions to travel in the same lane, for example, the i+2th vehicle, the i+4th vehicle, and so on. Then, the wake vortex area generated by the vehicles at the odd positions is utilized to drag reduction on the vehicles at the even positions, so that the wake vortex negative pressure of the vehicles at the odd positions is fully utilized, at least half of the vehicles in the intelligent vehicle group are enabled to obviously reduce the pressure difference resistance, the intelligent vehicle group achieves the best drag reduction effect, the economical efficiency of the intelligent vehicle group is further improved to the greatest extent, and the energy conservation and emission reduction of the intelligent vehicle group are promoted.
In the process of controlling the i+2th vehicle and the i vehicle to travel in the same lane, the travel lane of the i+2th vehicle is controlled according to the travel lane of the i vehicle. And determining the final driving position of the (i+2) th vehicle according to the final driving position of the (i+1) th vehicle.
Specifically, if the final driving position of the i+1th vehicle is the lane in which the i+1th vehicle is located, the final driving position of the i+2th vehicle is determined according to the final driving position of the i+1th vehicle and the legal distance. Wherein the distance between the final driving position of the (i+2) th vehicle and the final driving position of the (i+1) th vehicle satisfies the legal distance. Legal spacing is determined based on the speed of the i+2 vehicle. If the speed of the (i+2) th vehicle exceeds 100 km per hour, the legal distance between the (i+2) th vehicle and the (i+1) th vehicle is more than 100 meters. If the speed of the (i+2) th vehicle is lower than 100 km/h, the legal distance between the (i+2) th vehicle and the (i+1) th vehicle is more than 50 m.
And if the final driving position of the (i+1) th vehicle is the adjacent lane of the (i) th vehicle, determining the final driving position of the (i+2) th vehicle according to the driving position of the (i) th vehicle and the mapping position of the final driving position of the (i+1) th vehicle relative to the lane of the (i) th vehicle. The mapping position of the final driving position of the (i+1) th vehicle relative to the lane where the (i) th vehicle is located refers to a position where the (i) th vehicle is located in the lane and the final driving position are parallel. If the distance between the (i+2) th vehicle and the (i) th vehicle is too short, the drag reduction effect of the (i+1) th vehicle is affected, so that the distance between the final driving position of the (i+2) th vehicle and the driving position of the (i) th vehicle meets the legal distance, and the final driving position of the (i+2) th vehicle is required not to exceed the mapping position, namely the drag reduction effect of the (i+1) th vehicle is affected.
Of course, after the final driving positions of the (i+2) th vehicle are determined, the final driving positions of the (i+3) th vehicle can be determined according to the same manner as described above, and the final driving positions of all vehicles in the intelligent vehicle group can be determined by analogy.
For further explanation and explanation of the present application, reference is made to fig. 6-7, which are schematic driving diagrams of a group of intelligent vehicles after determining a final driving position. The intelligent vehicle group comprises 4 vehicles, namely a head vehicle, a rear vehicle 1, a rear vehicle 2 and a tail vehicle. The wake vortex area of the head car is determined by using airflow information (air inflow), and the rear car 1 is controlled by using the wake vortex area generated by the head car. For example, the rear vehicle 1 travels in a lane where the head vehicle is located (shown in fig. 6) or in a lane adjacent to the head vehicle (shown in fig. 7). In practical application, when the rear vehicle 1 is traveling in the lane where the front vehicle is located, the airflow direction actually belongs to the non-0 ° off-angle wind (the airflow direction is close to 0 ° but not equal to 0 °), so that the wake vortex region of the front vehicle is located at the rear side, and the rear vehicle 1 is controlled to travel in the same lane in a staggered manner, so that the rear vehicle 1 can travel in the wake vortex region of the front vehicle. For the rear vehicle 1, the rear vehicle 2 and the head vehicle are required to be controlled to run in the same lane, then the wake vortex area of the rear vehicle 2 is determined, and the wake vortex area generated by the rear vehicle 2 is utilized to control the tail vehicle to run, for example, the tail vehicle runs in the lane where the rear vehicle 2 is located (shown in fig. 6) or the adjacent lane where the rear vehicle 2 is located (shown in fig. 7), and the vehicle running position in the intelligent vehicle group is adaptively adjusted by fully utilizing the negative pressure of the wake vortex of the vehicle generated under the influence of the air inflow, so that the vehicles in the intelligent vehicle group run in the anti-drag environment, thereby improving the driving efficiency and the driving economy.
In some alternative embodiments, the i+1 vehicles are controlled to travel at the final travel location, and the tail cars in the intelligent vehicle cluster are used to monitor whether there is an incoming vehicle in order to avoid affecting subsequent vehicle travel of the intelligent vehicle cluster. Specifically, install the camera at the tailstock and monitor the condition of coming the car. If the intelligent vehicle group is in the same lane, the intelligent vehicle group is controlled to run so as to leave the lane for passing by the coming vehicle.
According to the method, the influence of environmental factors is considered when the intelligent vehicle group is subjected to formation control, the wake vortex area is determined by combining the vehicle speed and the airflow information of the ith vehicle in the intelligent vehicle group, the driving recommended position of the (i+1) th vehicle is determined according to the wake vortex area, and the (i+1) th vehicle is controlled to drive according to the driving recommended position, so that the (i+1) th vehicle always runs in the tail vortex area of the (i) th vehicle, and the driving resistance of the (i+1) th vehicle is obviously reduced under the drag reduction environment. Therefore, the automobile wake vortex negative pressure generated by the automobile under the influence of the air inflow is fully utilized to adaptively adjust the running position of the automobile in the intelligent automobile group, so that the automobile in the intelligent automobile group runs under the drag reduction environment, and the driving efficiency and the driving economy are improved.
Based on the same inventive concept as the previous embodiments, the following embodiments disclose a formation travel control system for an intelligent vehicle group, referring to fig. 8, including:
an obtaining module 801, configured to obtain speed and airflow information of an ith vehicle in the intelligent vehicle group. Wherein i epsilon P is an odd number, and P is the total number of vehicles in the intelligent vehicle group.
A first determining module 802 is configured to determine a wake vortex area of the ith vehicle according to the speed and airflow information of the ith vehicle.
A second determining module 803, configured to determine a driving recommended position of the lane and/or an adjacent lane where the ith vehicle is located according to the wake vortex area of the ith vehicle. The travel recommended position is a position at which the i+1th vehicle is recommended to enter.
A third determining module 804 is configured to determine a final driving position of the (i+1) th vehicle from the driving recommended positions of the lane and/or the adjacent lanes where the (i) th vehicle is located.
The control module 805 is configured to control the i+1 vehicle to travel at the final travel position according to the related travel information of the i+1 vehicle, so that the i+1 vehicle travels in the tail vortex area of the i vehicle.
Through one or more embodiments of the present application, the present application has the following benefits or advantages:
according to the method, the influence of environmental factors is considered when the intelligent vehicle group is subjected to formation control, the wake vortex area is determined by combining the vehicle speed and the airflow information of the ith vehicle in the intelligent vehicle group, the driving recommended position of the (i+1) th vehicle is determined according to the wake vortex area, and the (i+1) th vehicle is controlled to drive according to the driving recommended position, so that the (i+1) th vehicle always runs in the tail vortex area of the (i) th vehicle, and the driving resistance of the (i+1) th vehicle is obviously reduced under the drag reduction environment. Therefore, the automobile wake vortex negative pressure generated by the automobile under the influence of the air inflow is fully utilized to adaptively adjust the running position of the automobile in the intelligent automobile group, so that the automobile in the intelligent automobile group runs under the drag reduction environment, and the driving efficiency and the driving economy are improved.
The algorithms and displays presented herein are not inherently related to any particular computer, virtual system, or other apparatus. Various general-purpose systems may also be used with the teachings herein. The required structure for a construction of such a system is apparent from the description above. In addition, the present application is not directed to any particular programming language. It will be appreciated that a variety of programming languages may be used to implement the teachings of the present application as described herein, and the above description of specific languages is provided for disclosure of preferred embodiments of the present application.
In the description provided herein, numerous specific details are set forth. However, it is understood that embodiments of the present application may be practiced without these specific details. In some instances, well-known methods, structures and techniques have not been shown in detail in order not to obscure an understanding of this description.
Similarly, it should be appreciated that in the foregoing description of exemplary embodiments of the application, various features of the application are sometimes grouped together in a single embodiment, figure, or description thereof for the purpose of streamlining the application and aiding in the understanding of one or more of the various inventive aspects. However, the disclosed method should not be construed as reflecting the intention that: i.e., the claimed application requires more features than are expressly recited in each claim. Rather, as the following claims reflect, inventive aspects lie in less than all features of a single foregoing disclosed embodiment. Thus, the claims following the detailed description are hereby expressly incorporated into this detailed description, with each claim standing on its own as a separate embodiment of this application.
Those skilled in the art will appreciate that the modules in the apparatus of the embodiments may be adaptively changed and disposed in one or more apparatuses different from the embodiments. The modules or units or components of the embodiments may be combined into one module or unit or component and, furthermore, they may be divided into a plurality of sub-modules or sub-units or sub-components. Any combination of all features disclosed in this specification (including any accompanying claims, abstract and drawings), and all of the processes or units of any method or apparatus so disclosed, may be used in combination, except insofar as at least some of such features and/or processes or units are mutually exclusive. Each feature disclosed in this specification (including any accompanying claims, abstract and drawings), may be replaced by alternative features serving the same, equivalent or similar purpose, unless expressly stated otherwise.
Furthermore, those skilled in the art will appreciate that while some embodiments herein include some features but not others included in other embodiments, combinations of features of different embodiments are meant to be within the scope of the present application and form different embodiments. For example, in the following claims, any of the claimed embodiments can be used in any combination.
Various component embodiments of the present application may be implemented in hardware, or in software modules running on one or more processors, or in a combination thereof. Those skilled in the art will appreciate that some or all of the functions of some or all of the components in a gateway, proxy server, system according to embodiments of the present application may be implemented in practice using a microprocessor or Digital Signal Processor (DSP). The present application may also be embodied as an apparatus or device program (e.g., computer program and computer program product) for performing a portion or all of the methods described herein. Such a program embodying the present application may be stored on a computer readable medium, or may have the form of one or more signals. Such signals may be downloaded from an internet website, provided on a carrier signal, or provided in any other form.
It should be noted that the above-mentioned embodiments illustrate rather than limit the application, and that those skilled in the art will be able to design alternative embodiments without departing from the scope of the appended claims. In the claims, any reference signs placed between parentheses shall not be construed as limiting the claim. The word "comprising" does not exclude the presence of elements or steps not listed in a claim. The word "a" or "an" preceding an element does not exclude the presence of a plurality of such elements. The application may be implemented by means of hardware comprising several distinct elements, and by means of a suitably programmed computer. In the unit claims enumerating several means, several of these means may be embodied by one and the same item of hardware. The use of the words first, second, third, etc. do not denote any order. These words may be interpreted as names.
Claims (9)
1. A method of controlling formation travel for an intelligent vehicle cluster, the method comprising:
acquiring the speed and airflow information of an ith vehicle in the intelligent vehicle group; wherein i is an odd number and P is the total number of vehicles of the intelligent vehicle group;
determining a wake vortex area of the ith vehicle according to the speed of the ith vehicle and the airflow information;
according to the wake vortex area of the ith vehicle, determining a driving recommended position of the lane where the ith vehicle is located and/or an adjacent lane specifically comprises: if the wake vortex area of the ith vehicle is positioned in the lane where the ith vehicle is positioned, determining a first partial area in the wake vortex area as the driving recommended position; wherein the distance between the first partial area and the ith vehicle meets legal distance; if the wake vortex area of the ith vehicle is positioned in the adjacent lane of the ith vehicle, determining a second partial area in the wake vortex area as the driving recommended position; wherein the second partial area is spaced from the front vehicle distance by the legal distance; if the wake vortex area of the ith vehicle is simultaneously positioned in the lane where the ith vehicle is positioned and the lane adjacent to the ith vehicle, determining a third partial area and a fourth partial area in the wake vortex area as the driving recommended positions; the distance between the third partial area and the ith vehicle meets the legal distance, and the distance between the fourth partial area and the front vehicle meets the legal distance; wherein the travel recommended position is a position at which the i+1th vehicle is recommended to travel in;
determining a final driving position of the (i+1) th vehicle from driving recommended positions of a lane where the (i) th vehicle is located and/or adjacent lanes;
and controlling the i+1 vehicle to run at the final running position according to the related running information of the i+1 vehicle so as to enable the i+1 vehicle to run in the tail vortex area of the i vehicle.
2. The method of claim 1, wherein the airflow information is obtained by head-end monitoring in the intelligent vehicle cluster.
3. The method of claim 1, wherein the determining the wake vortex region of the ith vehicle based on the speed of the ith vehicle and the airflow information, specifically comprises:
and processing the speed of the ith vehicle and the airflow information by using a computational fluid dynamics method, and determining a wake vortex area of the ith vehicle.
4. The method according to claim 1, wherein said determining the final driving position of the (i+1) -th vehicle from the driving recommended positions of the (i) -th vehicle in the lane and/or adjacent lanes, in particular comprises:
if the lane in which the ith vehicle is positioned and the adjacent lanes are provided with the recommended driving positions, acquiring the related driving information of the (i+1) th vehicle, and determining the final driving position from the recommended driving positions of the lane in which the ith vehicle is positioned and the adjacent lanes according to the related driving information of the (i+1) th vehicle; wherein, the related running information of the (i+1) th vehicle comprises: the (i+1) th vehicle runs on the current lane, lane lines at two sides of the (i+1) th vehicle, and surrounding vehicle information of the (i+1) th vehicle.
5. The method of claim 1, wherein the controlling the i+1 vehicles after traveling at the final traveling position further comprises:
and controlling the (i+2) th vehicle and the (i) th vehicle to run on the same lane.
6. The method of claim 5, wherein said controlling the i+2th and i vehicles to travel in the same lane comprises:
controlling the driving lane of the (i+2) th vehicle according to the driving lane of the (i) th vehicle;
and determining the final driving position of the (i+2) th vehicle according to the final driving position of the (i+1) th vehicle.
7. The method of claim 6, wherein determining the final travel position of the i+2th vehicle based on the final travel position of the i+1th vehicle, specifically comprises:
if the final driving position of the (i+1) th vehicle is the lane in which the (i+1) th vehicle is located, determining the final driving position of the (i+2) th vehicle according to the final driving position of the (i+1) th vehicle and the legal spacing; wherein a spacing of the final travel position of the i+2-th vehicle from the final travel position of the i+1-th vehicle satisfies the legal spacing;
if the final driving position of the (i+1) th vehicle is the adjacent lane of the (i) th vehicle, determining the final driving position of the (i+2) th vehicle according to the driving position of the (i) th vehicle and the mapping position of the final driving position of the (i+1) th vehicle relative to the lane of the (i) th vehicle; wherein the spacing of the final travel position of the i+2th vehicle from the travel position of the i vehicle satisfies the legal spacing, and the final travel position of the i+2th vehicle does not exceed the map position.
8. The method of claim 1, wherein the controlling the i+1 vehicles after traveling at the final traveling position further comprises:
monitoring whether an incoming vehicle exists or not by utilizing a tail vehicle in the intelligent vehicle group;
and if so, controlling the intelligent vehicle group to run in the same lane.
9. A formation travel control system for an intelligent vehicle cluster, comprising:
the acquisition module is used for acquiring the speed and airflow information of the ith vehicle in the intelligent vehicle group; wherein i is an odd number and P is the total number of vehicles of the intelligent vehicle group;
the first determining module is used for determining a wake vortex area of the ith vehicle according to the speed of the ith vehicle and the airflow information;
the second determining module is configured to determine a driving recommended position of a lane where the ith vehicle is located and/or an adjacent lane according to the wake vortex area of the ith vehicle, and specifically includes: if the wake vortex area of the ith vehicle is positioned in the lane where the ith vehicle is positioned, determining a first partial area in the wake vortex area as the driving recommended position; wherein the distance between the first partial area and the ith vehicle meets legal distance; if the wake vortex area of the ith vehicle is positioned in the adjacent lane of the ith vehicle, determining a second partial area in the wake vortex area as the driving recommended position; wherein the second partial area is spaced from the front vehicle distance by the legal distance; if the wake vortex area of the ith vehicle is simultaneously positioned in the lane where the ith vehicle is positioned and the lane adjacent to the ith vehicle, determining a third partial area and a fourth partial area in the wake vortex area as the driving recommended positions; the distance between the third partial area and the ith vehicle meets the legal distance, and the distance between the fourth partial area and the front vehicle meets the legal distance; wherein the travel recommended position is a position at which the i+1th vehicle is recommended to travel in;
a third determining module, configured to determine a final driving position of the (i+1) th vehicle from driving recommended positions of a lane in which the (i) th vehicle is located and/or adjacent lanes;
and the control module is used for controlling the i+1 vehicle to run at the final running position according to the related running information of the i+1 vehicle so as to enable the i+1 vehicle to run in the tail vortex area of the i vehicle.
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