CN115497315A - Dynamic bus lane energy-saving optimization control method under cooperative vehicle and road environment - Google Patents
Dynamic bus lane energy-saving optimization control method under cooperative vehicle and road environment Download PDFInfo
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Abstract
The invention discloses a dynamic bus lane energy-saving optimization control method under a bus-road collaborative environment, which comprises the steps of taking the lane change area characteristics of an intersection road into consideration on the basis of acquiring the track information of a front bus and a rear bus in a bus lane, taking the acceleration benefit of bus lane change as a lane change motivation and taking the ecological balance cruising speed as an expected speed, calculating the expected driving track of the bus in the bus lane, judging whether the track meets the safety requirement or not, and if the track meets the safety requirement, driving the bus on the bus lane according to the track; otherwise the vehicle will remain on the current road. Under the condition that the bus passing is not influenced, the intelligent internet automobile driving into the bus lane does not stop to pass through the intersection with lower energy consumption and travel time, so that traffic jam is effectively reduced, and traffic safety is improved.
Description
Technical Field
The invention belongs to the technical field of traffic engineering, and particularly relates to fine and dynamic management and control of urban public transport lanes.
Background
Public transportation lanes have become an important component of urban roads as public transportation facilities. The conventional public transport lane space-time resource cooperative control method is represented as a static and empirical management means, and is specifically represented as follows: only public transport vehicles are allowed to be used in the peak time period, all cars are forbidden to pass, and the utilization efficiency of road facility resources is reduced to a certain extent; the cars randomly enter and exit the bus lane at the peak-off period, the priority passing of the buses cannot be guaranteed preferentially, and a dynamic and intelligent control method is lacked.
Meanwhile, there are studies on Dynamic public transportation lanes, such as the paper An Innovative Dynamic Bus Lane System and Its relationship-based Performance Investigation published by Hong Yang, wei Wang, etc.; the patent is a lane time-varying multiplexing method and system with application number 201710348661.7 for guaranteeing the priority of buses, and the patent is application number 202111233208.4 for a dynamic regulation and control method for allowing an internet vehicle to borrow a bus lane, and the above papers or patents are all the key problems in providing a control method for a bus to borrow the bus lane, which can effectively improve the traffic efficiency of a traffic system and reduce traffic jam, but how to reduce traffic energy consumption and traffic emission becomes the key problem of urban traffic management; therefore, the energy-saving optimized dynamic bus lane control method is beneficial to promoting the green development of the urban traffic system.
Disclosure of Invention
The invention aims to provide a dynamic bus lane energy-saving optimization control method under a bus lane collaborative environment, which is suitable for urban roads with bus lanes and common lanes, on the basis of acquiring track information of a front bus and a rear bus of a vehicle in the bus lane, considering the canalization characteristics of roads at intersections, taking the acceleration benefit of vehicle lane change as a lane change motor and the ecological balance cruising speed as an expected speed, calculating the expected driving track of the vehicle in the bus lane, judging whether the track meets the safety requirement or not, and if the track meets the safety requirement, driving the vehicle in the bus lane according to the track; otherwise the vehicle will remain on the current road. In order to achieve the purpose, the invention adopts the technical scheme that:
a dynamic bus lane energy-saving optimization control method under a vehicle-road cooperative environment comprises the following steps:
s1, acquiring track information of a front vehicle and a rear vehicle of a bus lane, current speed and position information of the vehicle, a distance between the vehicle and the front vehicle of the current lane and speed information of the front vehicle;
under the cooperative environment of the vehicle and the road, the vehicle and the vehicle are communicated with each other, the position, the speed and the acceleration information of the vehicle connected with the surrounding intelligent network can be obtained in real time, and the current road characteristic and the signal phase information can be obtained. The vehicle obtains the time sequence of the speed and the position of the front vehicle in the bus lane by the vehicle-to-vehicle communication technology
Time sequence of speed and position of rear vehicle
Current speed v of the host vehicle n Position x n The distance between the vehicle and the current lane
And front vehicle speed
Initial position x of non-lane-changeable area at intersection cl Intersection stop line position x sl End position x of intersection end ；
S2, judging whether the vehicle is in a non-lane-changeable area;
for the intelligent networked automobile in the common lane, the vehicle position x at the current moment is compared n And starting position x of non-switchable region cl . If x n ≤x cl When the vehicle is in the lane changing area, the vehicle can make a lane changing decision; if x n ＞x cl The vehicle is in a non-lane-changing area, in which the vehicle is prohibited from changing lanes and the vehicle keeps running in the current lane.
S3, judging whether the vehicle has a lane change motivation or not;
the safe acceleration is expressed as: when the current vehicle suddenly brakes, the vehicle runs at the next moment with an acceleration value in order to avoid collision; an Intelligent Driver Model (IDM) is provided by Treiber, helbin in the treatises of systematic traffic states in empirical stability and microscopical relationships, and the Model is composed of free running and safe running of a vehicle, can ensure the safety of the vehicle and can effectively simulate the driving behavior of a person, so the IDM acceleration is selected as the safe acceleration of the vehicle. For the vehicle in the lane-changing area, the safe acceleration of the vehicle in the current lane and the safe acceleration of the vehicle in the public transport lane are calculated respectively
Calculating the difference of the acceleration
And with an acceleration gain threshold value deltaa th A comparison is made. If Δ a.gtoreq.Δ a th The situation shows that the vehicle has a better driving environment on the bus lane, namely the vehicle has a lane changing motivation; and otherwise, the vehicle has no lane change motivation and does not have lane change behavior.
Step S3 is to determine whether the vehicle has a lane change motivation, specifically:
for the vehicle in the lane-changing area, the safe acceleration of the vehicle in the current lane and the safe acceleration of the vehicle in the public transport lane are calculated respectively
Calculating the acceleration difference
And with a preset acceleration gain threshold deltaa th And comparing, wherein the value of the acceleration gain threshold is further optimized according to a specific road, and different numerical values exist in different lane-changeable region lengths. Let the current vehicle speed be v n The front speed of the current lane is
Distance from front vehicle
The speed of the front vehicle of the bus lane is
Distance from front vehicle
The maximum speed of the vehicle is v n,max The maximum acceleration a of the vehicle n,max The safe following time interval is tau, the comfortable deceleration is a n,b Minimum safe distance s 0 (ii) a The safe acceleration calculating step includes:
1) Determining the safe acceleration of the vehicle in the current lane
2) Determining the safe acceleration of the vehicle on the bus lane
S4, calculating the driving track of the vehicle in the bus lane and the time for the vehicle to pass through the stop line at the intersection;
when the vehicle has a lane changing motivation, the situation that road space resources in a public transport lane are rich is considered, the vehicle tends to run freely, and the running behavior of the vehicle can be simulated by using a first item of an intelligent driver model. The IDM free-running item is selected to calculate the acceleration of the IDM at the moment in the bus lane, and the time sequence of the speed and position track of the IDM in the bus lane is obtained by solving
Time t of passing through the intersection stop line sl ；
Step S4, calculating the driving track of the vehicle in the bus lane, specifically:
recording the speed and position of the vehicle at the current moment as v n,0 、x n,0 The specific calculation steps of the driving track are as follows:
1) Determining the expected speed v of the vehicle in the public transport lane o . For fuel-driven vehicles, it
For pure electric drive vehicle
Wherein
The speed values representing that the fuel oil automobile and the electric automobile meet the travel efficiency and the energy consumption benefit can be obtained through corresponding real automobile experiment tests; setting an initial iteration time i =0, and setting the iteration unit step length as delta t;
2) Considering that the intelligent networked automobile tends to freely run in the bus lane, the acceleration of the intelligent networked automobile can be simulated by using an IDM free flow item, and the acceleration of the intelligent networked automobile at the next moment
3) Updating the next moment speed v of the vehicle n,i+1 ＝v n,i +a n.i+1 Δ t, vehicle position at the next time
4) Comparison x n,i 、x n,i+1 Intersection stop line position x sl . If x n,i ＜x sl And has x n,i+1 ≥x sl When the vehicle passes through the stop line at the intersection at the moment i +1, t is sl ＝i+1；
5) Comparison x n,i+1 Intersection end position x end If x n,i+1 ＜x end If the vehicle is still inside the intersection and the vehicle does not exit the intersection, the speed and the position track V of the vehicle are stored n ＝[V n ,v n,i+1 ]、X n ＝[X n ,x n,i+1 ]Updating the vehicle running time i = i +1, and executing the steps 2) to 4) again; if x n,i+1 ≥x end When the vehicle is out of the intersection, if m = i +1, the vehicle speed and position track V is output n ＝[v n,0 ,v n,1 ,v n,2 ,...,v n,m ]、X n ＝[x n,0 ,x n,1 ,x n,2 ,...,x n,m ]。
And i is the running time of the vehicle in the bus lane. If the vehicle has not yet exited the intersection at time i, it is said that the vehicle is still inside the intersection, so it is necessary to calculate information on its acceleration, speed, and position at the next time (i + 1). i = i +1 means that the speed at the next moment is calculated through the steps 2) to 4), and then iteration is repeated until the vehicle exits the intersection.
S5, judging whether the vehicle driving track meets a safety condition or not;
the calculated speed and position track
Respectively time-series with speed and position of back car in bus lane
Time sequence of speed and position of front vehicle in bus lane
And comparing the vehicle following distance tau in combination with the vehicle safety to judge whether the vehicle running track meets the safety condition. If the vehicle running track does not meet the safety condition, the lane changing action of the vehicle does not occur; conversely, the vehicle tends to change lanes;
step S5 is to determine whether the vehicle trajectory satisfies a safety condition, specifically:
the front speed and position time sequence of the vehicle in the bus lane is as follows:
time sequence of speed and position of rear vehicle in bus lane:
the safe following distance tau of the vehicle; then the difference value time sequence delta X of the actual distance between the head and the safety distance between the vehicle and the front vehicle and the rear vehicle in the bus lane can be calculated n-1 、ΔX n-1 If a negative value exists in the vehicle, the vehicle is considered to be unsafe to run and does not meet the safety condition, and the judging steps are as follows:
1) Calculating the difference value between the actual following distance between the vehicle and the front vehicle and the safe following distance between the vehicle and the front vehicle in the running process of the bus in the special lane
2) Calculating the difference value between the actual following distance and the safe following distance between the vehicle and the rear vehicle in the process of driving in the bus lane
3) If Δ X n 、ΔX n+1 A negative element value exists in the vehicle tracking distance, which indicates that the actual vehicle following distance of the vehicle is smaller than the safe vehicle following distance, namely the vehicle running track does not meet the safe condition; otherwise, the vehicle running track meets the safety condition. S6, judging whether the vehicle can pass through the intersection without stopping;
when the vehicle running track meets the safety condition, comparing the running of the vehicle to the stop line in the bus laneTime t sl And the remaining passage time t last . If t is sl ≤t last When the vehicle can drive out of the stop line of the intersection in the bus lane within the residual passing time, the vehicle selects to change lanes; otherwise, the vehicle does not take the lane change action.
S7, outputting a vehicle track;
for the vehicle with lane change, the speed and position tracks obtained by solving are used
Carrying out position updating; for the vehicle without lane change, the driving track follows the speed v 'of the next time according to IDM' n ＝v n +a n,IDM Δ t, vehicle position at the next time
Compared with the prior art, the invention has the beneficial effects that:
under the condition that the bus passing is not influenced, the intelligent internet connection automobile driving into the bus lane passes through the intersection without stopping with low energy consumption and travel time, traffic jam is effectively reduced, traffic safety is improved, the solving time of the single track is about 8ms, and the method can be practically applied to the intelligent internet connection automobile and has a high practical application prospect.
Drawings
FIG. 1 is a flow chart of the model of the present invention;
FIG. 2 is a diagram of a set policy enforcement scenario of the present invention;
FIG. 3 is a simulated position-time comparison without the implementation of the method of the present invention, wherein 3a is the travel path of a car on a normal lane and 3b is the travel path of a bus on a bus lane;
FIG. 4 is a simulated position-time comparison graph in which the method of the present invention is implemented, wherein 4a is the travel path of a car on a normal lane, and 4b is the travel path of a bus and a car on a bus lane;
FIG. 5 is a position-time diagram of a 12 th vehicle in accordance with an embodiment of the present invention;
FIG. 6 is a speed-time diagram for a 12 th vehicle in accordance with an embodiment of the present invention;
FIG. 7 is an acceleration-time diagram for a 12 th vehicle in accordance with an embodiment of the present invention;
fig. 8 is a graph of instantaneous energy consumption versus time for a 12 th vehicle in accordance with an embodiment of the present invention.
Detailed Description
The invention is further explained by combining the drawings of the specification and a setting strategy implementation scene diagram.
Example 1
Speed limit v for taking intersection 0 =18m/s, maximum acceleration a of the vehicle n,max ＝2.5m/s 2 Comfort deceleration a n,b = 2m/s, maximum braking acceleration a n,min ＝-4m/s 2 The safe following distance tau =1.6s and the minimum safe distance s 0 =2m, target speed v of bus lane o =12m/s, lane change acceleration gain threshold Δ a th ＝0.5m/s 2 。
As shown in fig. 1 and 2, the present embodiment includes the following steps:
s1, obtaining intersection road and vehicle information. Obtaining the starting position x of the non-lane-changeable area at the intersection by vehicle-vehicle communication and vehicle-road communication technology cl =280m, intersection stopping line position x sl =300m, intersection end position x end =340m, intersection remaining travel time t last =15s; vehicle position x n =280m, velocity v n =12m/s; the distance of the current time of the vehicle in front of the current lane
Speed of rotation
m/s; front distance of the vehicle on the bus lane
Speed of rotation
And S2, judging whether the vehicle is in the lane changing area. Contrast the host vehicle position x n And starting position x of non-switchable region cl Has x n ≤x cl The vehicle allows lane changing.
And S3, judging whether the vehicle has a lane change motivation or not.
Calculating the safe acceleration of the vehicle in the current lane:
safe acceleration on public transport lane:
then the lane change acceleration gain delta a =1.7- (-4.4) =6.3 ≧ delta a th =0.5, there is a lane change motivation.
And S4, calculating the driving track of the vehicle in the bus lane and the time for the vehicle to pass through the stop line at the intersection.
Knowing the target speed v of the vehicle in the public transport lane o If =12m/S, the position and speed sequence of the vehicle in the bus lane can be obtained in step S4 as follows:
X n ＝[280,292,304,316,338,350]m
V n ＝[12,12,12,12,12,12]m/s；
position x of parking line sl Is not less than 292 and not more than 300, and the time t required for the vehicle to pass through the stop line at the intersection is not less than 304 and not less than 300 sl ＝3s。
And S5, judging whether the vehicle track meets the safety condition. The safe following distance =1.6s, and the speed and position sequence of the vehicle in front of the bus in the bus lane are obtained as follows:
the rear vehicle speed and position time sequence is as follows:
then can calculate this car and the actual car interval of following of preceding car and safe following interval difference:
ΔX n ＝[0.8,3.8,6.8,9.8,12.8,15.8]m
the difference between the actual following distance of the vehicle and the rear vehicle and the safe following distance is as follows:
ΔX n+1 ＝[14,16,18,20,22,24]
if Δ X n 、ΔX n+1 No negative element value exists in the vehicle, and the driving track of the vehicle meets the safety condition.
And S6, judging whether the vehicle can pass through the intersection without stopping. Comparing the time t required by the vehicle to pass through the stop line at the intersection sl And the remaining travel time t last If 3 is less than or equal to 15, the vehicle can pass through the intersection before the green light is finished.
And S7, outputting the vehicle track. Outputting the position and the speed track of the vehicle in the bus lane:
X n ＝[280,292,304,316,338,340]m，
V n ＝[12,12,12,12,12,12]m/s，
and controlling the vehicles to run in the bus lane according to the track.
Example 2
And evaluating the effect of the energy-saving optimized dynamic bus lane control strategy in the bus-road cooperative environment by using an example.
Taking the intersection as 450m in length, coexisting in two lanes and the left side as a common laneThe right side of the intersection is a bus lane, the length of the lane-changeable area at the intersection is 150m, the length of a car is 6m, and the length of a bus is 12m; the simulated vehicles have the same dynamic parameters; the speed limit of the intersection is 18m/s, the initial speed of the automobile and the bus entering the intersection is 10m/s, and the maximum acceleration of the automobile is 2.5m/s 2 Comfort deceleration is-2 m/s, maximum braking acceleration is-4 m/s 2 The safe following time interval is 1.6s, and the minimum safe interval is 2m; the signal period duration is 60s, wherein the green light is 30s, the yellow light is 3s, the red light is 27s, and the signal lamp is in the green light starting state initially. The simulation coding software is Matlab, the computer display card is Intel i5-9300H, and the memory is 16GB, so that the vehicle state change curve shown in the attached figures 3-8 is obtained.
Fig. 3 is a time-position diagram of a dynamic bus lane setting strategy without implementing the embodiment of the present invention, wherein the track of the bus is fixed, the car runs on a common lane according to IDM, and the car is not allowed to change lanes to the bus lane. It can be found that due to the limitation of the red light signal, the vehicles stop behind the stop line at the intersection, and form a queue, thereby influencing the passing of subsequent vehicles and increasing traffic delay.
Comparing the dynamic bus lane intersection facing the energy-saving optimization implemented by the invention, namely, figure 4; it can be found that space resources of a common lane are released to a certain extent due to the fact that the vehicles change lanes to the bus lane, and subsequent vehicles can pass through the intersection at an accelerated speed, so that the number of stops in one signal period is reduced by 4, and the traveling time of the subsequent vehicles is lower than that of a scene without the dynamic bus lane. The implementation of the setting strategy effectively improves the road passing efficiency and reduces traffic jam to a certain extent.
For better analysis of the optimization effect of the setting strategy on the vehicles, the 12 th vehicle is selected as an analysis example, namely the first vehicle is changed to a bus lane, and the change curves of the position, the speed, the acceleration and the instantaneous energy consumption of the vehicle along with the time are drawn as shown in fig. 5-8. As can be seen from FIGS. 5-7, the driving time of the vehicle with lane change behavior in the method is better than that of the vehicle without the method, and the speed and the acceleration of the vehicle are stable along with the change of time, so that the severe acceleration and deceleration processes of the vehicle are effectively reduced, and the driving safety and comfort are improved; meanwhile, the vehicle is considered to be driven by fuel oil, and the instantaneous Energy consumption of the vehicle can be estimated by an instantaneous Energy consumption model of the fuel oil vehicle, which is proposed by BIGGS D C and AKCELIK R in an Energy-related model of instant fuel oil consumption control. As can be seen from fig. 8, comparing the instantaneous energy consumption curve of the control strategy of the present invention with the instantaneous energy consumption curve of the control strategy without the present invention, it can be seen that the instantaneous energy consumption of the vehicle with the strategy of the present invention can be significantly advantageous, and the energy consumption for driving the vehicle can be greatly reduced.
Claims (5)
1. A dynamic bus lane energy-saving optimization control method under a vehicle-road cooperative environment is characterized by comprising the following steps:
s1, acquiring track information of a front vehicle and a rear vehicle on a bus lane, current speed and position information of the vehicle, distance between the vehicle and the front vehicle on the current lane and speed information of the front vehicle;
the vehicle obtains the time sequence of the speed and the position of the front vehicle in the bus lane by the vehicle-to-vehicle communication and vehicle-to-road communication technology
Time sequence of speed and position of rear vehicle
Current speed v of the host vehicle n Position x n The distance between the vehicle and the current lane
And front vehicle speed
Initial position x of non-lane-changeable area at intersection cl Intersection stop line position x sl Intersection end position x end ；
S2, judging whether the vehicle is in a non-lane-changeable area;
for the intelligent networked automobile in the common lane, the vehicle position at the current moment is comparedx n And starting position x of non-switchable region cl (ii) a If x n ≤x cl When the vehicle is in the lane changing area, the vehicle can make a lane changing decision; if x n ＞x cl The vehicle is in a non-lane-changing area, the lane changing of the vehicle is forbidden in the non-lane-changing area, and the vehicle keeps running in the current lane;
s3, judging whether the vehicle has a lane change motivation or not;
the IDM acceleration is selected as the safe acceleration of the vehicle, and the safe acceleration of the vehicle in the current lane and the safe acceleration of the vehicle in the bus lane are calculated for the vehicle in the lane-changing area
Calculating the difference of the acceleration
And with an acceleration gain threshold deltaa th Comparing; if Δ a is not less than Δ a th The situation shows that the vehicle has a better driving environment on the bus lane, namely the vehicle has a lane changing motivation; otherwise, the vehicle has no lane change motivation and does not have lane change behavior;
s4, calculating the driving track of the vehicle in the bus lane and the time for the vehicle to pass through the stop line at the intersection;
when the vehicle has a lane change motivation, the IDM free driving item is selected to calculate the acceleration of the vehicle at the internal moment of the public transport lane, and the time sequence of the speed and position tracks of the vehicle in the public transport lane is obtained by solving
Time t of passing through the intersection stop line sl ；
S5, judging whether the vehicle running track meets safety conditions or not;
the calculated speed and position track
Respectively time-series with speed and position of back car in bus lane
Time sequence of speed and position of front vehicle in bus lane
Comparing the vehicle following distance tau in combination with the vehicle safety to judge whether the vehicle running track meets the safety condition; if the vehicle running track does not meet the safety condition, the vehicle does not have the lane changing behavior; conversely, the vehicle tends to change lanes;
s6, judging whether the vehicle can pass through the intersection without stopping;
when the vehicle running track meets the safety condition, comparing the time t of the vehicle running to the stop line in the bus lane sl And the remaining passage time t last (ii) a If t sl ≤t last If the vehicle can drive out of the stop line of the intersection in the bus lane within the residual passing time, the vehicle will select to change lanes; otherwise, the lane changing behavior of the vehicle does not occur;
s7, outputting a vehicle track;
for the vehicle with lane change, the speed and position tracks obtained by solving are used
Carrying out position updating; for the vehicle without lane change, the driving track will follow the IDM and the speed v 'at the next moment' n ＝v n +a n,IDM Δ t, vehicle position at the next time
2. The dynamic bus lane energy-saving optimization control method under the vehicle-road cooperative environment according to claim 1, characterized in that: in the step S3, the current vehicle speed is set as v n The speed of the vehicle ahead of the current lane is
Distance from front vehicle
The front speed of the bus lane is
Distance from front vehicle
The maximum speed of the vehicle is v n,max The maximum acceleration a of the vehicle n,max The safe following time interval is tau, the comfortable deceleration is a n,b Minimum safe distance s 0 (ii) a The safe acceleration calculating step includes:
31 Etc.), determining the safe acceleration of the vehicle in the current lane
32 Determine safe acceleration of the vehicle on the bus lane
3. The dynamic bus lane energy-saving optimization control method under the vehicle-road cooperative environment according to claim 1, characterized in that: in the step S4, the speed and the position of the vehicle at the current time are recorded as v n,0 、x n,0 The method specifically comprises the following steps:
41 Determine the desired speed v of the vehicle within the bus lane o (ii) a For fuel-driven vehicles, it
For pure electric drive vehicle
Wherein
The speed values representing that the fuel oil automobile and the electric automobile meet the travel efficiency and the energy consumption benefit can be obtained through corresponding real automobile experiment tests; setting an initial iteration time i =0, and setting the iteration unit step length as delta t;
42 Considering that the intelligent networked automobile tends to freely run in the bus lane, the acceleration can be simulated by using an IDM free flow item, and the acceleration at the next moment
43 ) and updating the next moment speed v of the vehicle n,i+1 ＝v n,i +a n.i+1 Δ t, vehicle position at the next time
44 X), comparison x n,i 、x n,i+1 Intersection stop line position x sl (ii) a If x n,i ＜x sl And has x n,i+1 ≥x sl When the vehicle passes through the stop line at the intersection at the moment i +1, t is sl ＝i+1；
45 X), comparison n,i+1 Intersection end position x end If x n,i+1 ＜x end If the vehicle is still inside the intersection and the vehicle does not exit the intersection, the speed and the position track V of the vehicle are stored n ＝[V n ,v n,i+1 ]、X n ＝[X n ,x n,i+1 ]Updating the vehicle running time i = i +1, and re-executing steps 42) to 44); if x n,i+1 ≥x end When the vehicle is out of the intersection, if m = i +1, the vehicle speed and position track V is output n ＝[v n,0 ,v n,1 ,v n,2 ,...,v n,m ]、X n ＝[x n,0 ,x n,1 ,x n,2 ,...,x n,m ]。
4. The dynamic bus lane energy-saving optimization control method under the vehicle-road cooperative environment according to claim 1, characterized in that: the step S5 specifically includes:
the time sequence of the speed and the position of the vehicle in the bus lane is as follows:
the speed and position time sequence of the vehicle in the bus lane are as follows:
the safe following distance tau of the vehicle; then the difference value time sequence delta X of the actual distance between the head and the safety distance between the vehicle and the front vehicle and the rear vehicle in the bus lane can be calculated n-1 、ΔX n-1 If a negative value exists in the vehicle, the vehicle is considered to be unsafe to run and does not meet the safety condition.
5. The dynamic bus lane energy-saving optimization control method under the vehicle-road cooperative environment according to claim 4, characterized in that: the judging step specifically comprises:
51 In the process of running in the bus lane, calculating the difference value between the actual following distance and the safe following distance of the vehicle and the front vehicle
52 Calculate the difference between the actual following distance between the vehicle and the following vehicle and the safe following distance during the driving process in the bus lane
53 If Δ X), if Δ X n 、ΔX n+1 A negative element value exists in the vehicle tracking distance, which indicates that the actual vehicle following distance of the vehicle is smaller than the safe vehicle following distance, namely the vehicle running track does not meet the safe condition; otherwise, the vehicle running track meets the safety condition.
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