CN116363905B - Heterogeneous traffic flow converging region lane change time judging and active safety control method - Google Patents

Heterogeneous traffic flow converging region lane change time judging and active safety control method Download PDF

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CN116363905B
CN116363905B CN202310565970.5A CN202310565970A CN116363905B CN 116363905 B CN116363905 B CN 116363905B CN 202310565970 A CN202310565970 A CN 202310565970A CN 116363905 B CN116363905 B CN 116363905B
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vehicle
lane
safety
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lane change
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CN116363905A (en
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孙宝凤
宋佳
王薇
马国栋
周户星
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Jilin University
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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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
    • B60W30/095—Predicting travel path or likelihood of collision
    • B60W30/0953—Predicting travel path or likelihood of collision the prediction being responsive to vehicle dynamic parameters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18163—Lane change; Overtaking manoeuvres
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • B60W2520/105—Longitudinal acceleration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/12—Lateral speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/12—Lateral speed
    • B60W2520/125—Lateral acceleration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2554/00—Input parameters relating to objects
    • B60W2554/40—Dynamic objects, e.g. animals, windblown objects
    • B60W2554/404—Characteristics
    • B60W2554/4041—Position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2554/00—Input parameters relating to objects
    • B60W2554/80—Spatial relation or speed relative to objects
    • B60W2554/801—Lateral distance
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2554/00—Input parameters relating to objects
    • B60W2554/80—Spatial relation or speed relative to objects
    • B60W2554/802—Longitudinal distance
    • 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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  • Physics & Mathematics (AREA)
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  • Automation & Control Theory (AREA)
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  • Traffic Control Systems (AREA)

Abstract

The application belongs to the field of traffic control systems, and particularly provides a heterogeneous traffic flow converging region lane change time judging and active safety control method, which comprises the following steps: acquiring running information and driver information of vehicles on a road; constructing a security field model; constructing a minimum channel change distance model based on a safety potential field; constructing a driving safety index based on a safety potential field; free lane change at the upstream early stage of the confluence region; the merging area accelerates the forced lane change and the cooperative lane change of the lanes. The application combines the problems of complex conflict of traffic conflict, single lane changing and merging strategy, lack of traffic safety indexes and the like of the conventional heavy point scene of the confluence region, integrates road environment and vehicle motion state factors, and constructs a multi-vehicle combined lane changing control strategy taking the traffic safety index lane changing safety evaluation index as the core by scalar measure lane changing target position risks such as safety potential energy, potential energy change rate and the like, thereby judging the safe lane changing time.

Description

Heterogeneous traffic flow converging region lane change time judging and active safety control method
Technical Field
The application belongs to the field of traffic control systems, and particularly relates to a heterogeneous traffic flow converging region lane change time judging and active safety control method.
Background
With the rapid development of automatic driving technology and communication technology, future networked automatic driving Vehicles (Connected and Autonomous Vehicle, CAV) coexist with manual driving Vehicles (HDV) for a long time before complete comprehensive deployment, and deep exploration of microscopic traffic behavior characteristics and mechanisms such as following and lane changing of heterogeneous traffic flows is crucial to improving traffic safety and traffic efficiency of a mixed traffic system. The inherent chaos of highway ramp confluence is considered to be one of the main causes of traffic accidents and congestion. In a complex traffic system such as a highway confluence region, the lane changing behavior of different types of vehicles has more remarkable influence on road traffic safety and road traffic efficiency than the following behavior. There is a relatively mature theory of the following behavior, and relatively few studies on the lane change behavior are performed.
The variable of the existing environment field is the transverse distance between the vehicle and the road boundary as well as the marked line, and the limitation of the environment facility and laws and regulations on the vehicle behavior can be well described when no road condition change occurs. However, an accelerating lane exists in the merging area, the accelerating lane is a lane which is about 150m to 200m long and is used for connecting a highway with a ramp, the ramp merging vehicles drive into the highway from the ramp, and the accelerating lane is accelerated and then the vehicles must be forced to change lanes to a main line lane. The number of vehicles which are not successfully changed can be increased by adopting the existing environment field model, and the vehicles which are not successfully changed can only stop at the tail end of an accelerating lane to wait, so that the chance of waiting for merging and changing the lane by peak traffic flow is avoided, and the vehicles bear larger driving risks and are inconsistent with the actual lane changing situation. In the aspect of a lane change minimum distance model, for example, chinese patent CN 111338385A discloses a vehicle following method based on fusion of a GRU network model and a Gipps model, which generally adopts lane change minimum distance models such as ellipses, gipps and the like, a critical safety distance or a fixed value thereof or only takes speed into consideration, but the influence of factors such as acceleration, yaw angle, quality, side collision and the like on the real lane change minimum distance is also important, and the calculated lane change minimum distance is not in accordance with reality due to neglecting the factors, so that the driving safety of vehicles under the factors such as different speeds, accelerations and the like is seriously reduced.
Aiming at an active safety measure, namely a combined lane change control strategy of multiple vehicles in a confluence area, in the aspect of construction of a driving risk index, for example, a self-adaptive alarm method for preventing rear-end collision of a highway automobile is disclosed in Chinese patent CN 102745194B; chinese patent CN 115447572a discloses a vehicle emergency brake control method; the traffic conflict severity analysis method for the interchange disclosed in the Chinese patent CN 105243876B mainly adopts indexes such as collision time TTC, post-invasion time PET, collision deceleration avoiding DRAC and the like to measure the risk of the vehicle in the running process, the indexes can represent the running risk to a certain extent, but the parameters used by the indexes are single, the considered external traffic environment is a conventional environment, and the interpretation of the safety indexes is weak.
Disclosure of Invention
In order to solve the problems in the background technology, the application provides a heterogeneous traffic flow converging region lane change time judging and active safety control method.
The technical scheme of the application is as follows:
a heterogeneous traffic flow converging region lane change time distinguishing and active safety control method comprises the following steps:
step S1: acquiring running information and driver information of vehicles on a road;
the running information comprises the running state parameters of the CAV vehicle and the HDV vehicle, and specifically comprises the following steps: speed, acceleration, yaw angle, mass, position of the CAV vehicle, speed, mass, position of the HDV vehicle; the driver information parameters include: the road vision and visibility of the driver, the driving experience of the driver, and the trust degree of the driver on the CAV driving environment and the CAV vehicle;
step S2: constructing a safety field model of the vehicle and the environment by utilizing the information, wherein the vehicle safety field model comprises a CAV vehicle safety field model and an HDV vehicle safety field model; the environment safety field model comprises a main line lane environment safety field model and an acceleration lane environment safety field model, and CAV vehicle field intensity E is obtained through the constructed safety field model V Field strength E of HDV vehicle D Main line lane environmental field strength E L Ambient field strength of accelerating lane
Step S3: constructing a minimum channel-changing distance model based on a safety potential field, wherein the minimum channel-changing distance model comprises the following three types:
a: the minimum lane change safety distance between the lane change CAV and the front vehicle Li of the own vehicle lane is expressed as the following formula:
b: the minimum lane change safety distance between the lane change CAV and the front vehicle Ld of the target lane is expressed as the following formula:
c: the minimum lane change safety distance between the lane change CAV and the rear vehicle Fd of the target lane is expressed as the following formula:
wherein: x is X c ,X Li ,X Ld ,X Fd The distance travelled by the vehicles C, li, ld and Fd at the end of lane change; l (L) c ,L Li ,L Ld ,L Fd Vehicle length for vehicle C, li, ld, fd; w (W) c Is the width of the vehicle C;and Fd f A vehicle safety field range after the collision point of the vehicles C and Fd; />And Ld b A vehicle safety field range for vehicles C and Ld in front of the collision point; li (Li) x A vehicle safety field range radius for vehicle Li; d (D) safe The minimum critical distance between two vehicles is set; />The method comprises the steps that an included angle between a lane changing vehicle and the horizontal direction of a road is formed, namely, a vehicle safety potential field model deflects a course angle anticlockwise;
step S4: constructing driving safety indexes based on the safety potential field, wherein the driving safety indexes comprise CAV vehicle field force, HDV vehicle field force, potential energy and driving risk indexes;
step S5: judging the time of free channel switching at the upstream of the confluence region;
lane change control is performed by two constraints: firstly, judging whether a lane changing vehicle respectively meets the minimum safety distance between the lane changing vehicle and a front vehicle, a rear vehicle of a target lane and a front vehicle of the target lane; secondly, judging whether CAV vehicles exist in front of and behind the target lane;
step S6: active safety control is carried out according to the judging result of the opportunity of free channel switching at the upstream early stage of the confluence region;
step S7: judging the time of forced lane change and cooperative lane change in the accelerating lane in the converging area;
the lane change control is carried out through two constraint conditions, firstly, whether a lane change vehicle respectively meets the minimum lane change safety distance between the lane change vehicle and a front vehicle, a rear vehicle of a target lane and a front vehicle of the target lane is judged; judging whether the running risk index of the assumed lane-changing vehicle running in the same state in the target lane is smaller than the running risk index of the vehicle running in the same state in a straight line;
step S8: and (5) performing active safety control according to the judging result of the time of forced lane change and cooperative lane change of the accelerating lanes in the confluence region.
As the preferable choice of the application, the accelerating lane environment safety field model selects the repulsive potential construction of potential field theory to quantitatively represent the influence of the reduction of the number of lanes in the road condition change on the driving safety of the vehicle, and the formula is as follows:
wherein: a is that 3 Risk coefficients of the road marking and the boundary risk field; d, d i For vehicle i to the end of the accelerating laneVector distance.
As a preferred aspect of the present application, the CAV vehicle field force formula is:
wherein: v i Beta is the driving speed of the rear vehicle 2 For the coefficients to be determined,for the field strength of the preceding vehicle, F i-1,i The field force is generated by the front vehicle to the rear vehicle.
As a preferred aspect of the present application, the HDV vehicle field force formula is:
the safety field intensity of the rear vehicle F:
the finishing method can obtain:
wherein the method comprises the steps of
Wherein: v F For vehicle speed, d' x For the components of the pseudo distance of two vehicles in the x driving direction, alpha and beta 3 τ is the undetermined coefficient, m i-1 、m i The mass of the front and the rear vehicles respectively,For the field intensity of the front car, deltax is the distance between the front car and the rear car, l i-1 For the length, K of the front vehicle d Is psychological bearing degree for the driver.
As the optimization of the application, the potential energy SPE and the change rate of the potential energy along with the time of the security field are selectedInstead of the field force characterizing the running risk of the vehicle, the formula is:
f in the formula ij A field force value to which the vehicle is subjected; r is (r) ji Distance vector v for vehicle i to point to field source j i Is the speed of vehicle i; v j Is the speed of vehicle j;
based on deduction of a field force formula, a potential energy model aiming at an environment safety potential field and a vehicle safety potential field is constructed, wherein the formula is as follows:
in the method, in the process of the application,the field force applied to the CAV vehicle; />The field force to which the HDV vehicle is subjected; for an environment safety potential field, the vector distance of the field force generated by the field source on the vehicle is trueThe distance, and the safety potential field of the vehicle, the influence distance of different vehicles on the target vehicle is pseudo distance.
As a preferred aspect of the present application, a driving risk indicator DSI is constructed:
wherein: SPE (SPE) i The sum of safety potential energy of the vehicle i in the safety potential field;is the rate of change of potential energy of vehicle i over time;
the environment safety potential field and the vehicle safety potential field are comprehensively described in a weighting mode, and the formula is as follows:
wherein: omega L And omega V Weighting factors which are respectively environmental security field and vehicle security field and cause risks to vehicles, SPE L SPE adds up the potential energy generated by the environmental field V The potential energy generated for the vehicle field is summed.
As the preferable mode of the application, the active safety control method for freely switching lanes at the upstream of the confluence region in early stage is as follows:
s6.1: when a vehicle enters a certain area on the upstream of the merging area, collecting all vehicle running information and driver information by the system, and determining the number of lane changing vehicles of a main lane close to a lane on one side of a ramp according to the traffic flow distribution of the main lane and the traffic flow condition of the ramp;
s6.2: determining a CAV lane change vehicle according to the type of the lane vehicle and the vehicle running information;
s6.3: acquiring running information of a lane changing vehicle, a front vehicle of a target lane and a rear vehicle of the target lane, and judging whether CAV vehicles exist in the front vehicle and the rear vehicle of the target lane;
s6.4: if CAV vehicles exist in the front and rear vehicles of the target lane, determining the minimum lane change distance between the lane change vehicle and the front vehicle, between the front vehicle of the target lane and the rear vehicle of the target lane according to the step S3;
s6.5: calculating the actual distances between the lane changing vehicle and the front vehicle, between the lane changing vehicle and the target lane, and between the lane changing vehicle and the target lane CAV vehicle, if the actual distances are respectively larger than the three minimum lane changing distances, controlling the vehicle to change lanes, and forming a CAV vehicle team with the target lane CAV vehicle to carry out following driving;
s6.6: if the lane change constraint condition is not met, the judgment is carried out again at the next moment, and when the judgment times are more than 2 and the lane change is not successful yet, lane change control of the vehicle is abandoned;
as the preferable mode of the application, the active safety control method for the forced lane change and the cooperative lane change of the accelerating lane in the confluence area is as follows:
s8.1: when a ramp vehicle enters an acceleration lane, the system collects vehicle running information and driver information of the vehicle, a front vehicle, a rear vehicle, a front vehicle of a target lane and a rear vehicle of the target lane;
s8.2: determining the minimum lane change distance between the lane change vehicle and the front vehicle, between the lane change vehicle and the target lane front vehicle and between the lane change vehicle and the target lane rear vehicle according to the step S3;
s8.3: driving safety finger DSI for respectively calculating arrival of vehicles at target confluence position lc And DSI for straight running of the vehicle in the same motion state st ；
S8.4: judging the actual distance between the lane change vehicle and the front vehicle, the front vehicle of the target lane and the rear vehicle of the target lane, if the actual distances are respectively larger than the minimum lane change distance, and DSI lc <DSI st Controlling the vehicle to change the lane;
s8.5: if the lane change vehicle is a CAV vehicle, speed control is carried out or driving strategy suggestion is provided according to a DSI threshold; if the lane change vehicle is an HDV vehicle, speed control is carried out on a leading CAV vehicle or a lagging CAV vehicle of the HDV vehicle according to a DSI threshold value;
s8.6: under the condition that the lane change constraint condition is not met, if the vehicle is a CAV vehicle, speed control is carried out on the CAV vehicle or driving strategy suggestion is provided according to a DSI threshold; if the vehicle is an HDV vehicle, speed control is carried out on the leading or lagging CAV vehicle according to the DSI threshold value, and then the lane change constraint condition is judged again at the next moment until the lane change of the vehicle is successful.
The beneficial effects of the application are as follows:
1. the application combines the determined vehicle field model with the environment field model representing the road boundary, the marked line and other elements to form the safety field model for describing the heterogeneous traffic epidemic running state and the safety together. The following model and the lane changing model based on the safety potential field can be deduced according to the driving safety field, and a theoretical basis is made for researching the movement situation of the vehicle under heterogeneous traffic.
2. The application adds the environment field model taking the longitudinal distance as a variable, namely the accelerating lane environment safety potential field model for the first time, so as to perfect the driving environment safety field model, truly reflect the influence of the environment safety field on the running condition of the vehicle, and accord with the actual lane change condition.
3. The application combines the problems of complex conflict of traffic conflict at the same heavy point scene of the current merging area, single lane change merging strategy, lack of traffic safety indexes and the like, and constructs a multi-vehicle combined lane change control strategy taking the traffic safety index lane change safety evaluation index as a core by integrating the scalar measure lane change target position risk of the safety potential energy, the potential energy change rate and the like according to the road environment and the vehicle motion state factors aiming at the active safety measure-multi-vehicle combined lane change control strategy of the merging area aiming at expanding the heterogeneous traffic flow safety field model to the lane change scene of the expressway merging area, thereby judging the safety lane change time and optimizing the running speed of each vehicle after lane change. Simulation experiments show that the strategy is good in passing efficiency and safety effect, enhances the interpretability of a heterogeneous traffic flow safety field model, and provides decision support for lane changing of vehicles in a confluence area.
4. The application provides a multi-vehicle combined lane change control strategy taking a lane change safety evaluation index and a lane change minimum safety distance as cores in a confluence region, which aims at enhancing the running safety of an accelerating lane vehicle and improving the lane change success rate, and simultaneously, speed control is carried out on a CAV vehicle through a DSI threshold value, so as to provide driving strategy suggestions; and controlling the speed of the front and rear vehicles of the HDV vehicle target lane to promote the cooperative lane change. Simulation experiments show that the cooperative lane change strategy is good in traffic efficiency and safety effect, and decision support is provided for lane change of vehicles in a converging region.
Drawings
Other objects and attainments together with a more complete understanding of the application will become apparent and appreciated by referring to the following description taken in conjunction with the accompanying drawings. In the drawings:
FIG. 1 is a flow chart of the present application;
FIG. 2 is a logic block diagram of an early free lane change upstream of a merge region in accordance with the present application;
FIG. 3 is a logic block diagram of forced lane change and cooperative lane change of the merge area acceleration lane in the present application;
FIG. 4 is a diagram of an environmental security field model of an acceleration lane in accordance with the present application;
FIG. 5 is a graph comparing the traffic efficiency of performing an early change of track with no early change of track for SUMO simulation analysis;
FIG. 6 is a graph showing speed comparisons under four control modes of SUMO simulation analysis;
FIG. 7 is a graph showing how many dangerous driving times are compared under four control modes of SUMO simulation analysis;
FIG. 8 is a security diagram of a SUMO simulation analysis P1 control scheme;
FIG. 9 is a security diagram of a SUMO simulation analysis P2 control scheme;
FIG. 10 is a security diagram of a SUMO simulation analysis P3 control scheme;
FIG. 11 is a security diagram of a SUMO simulation analysis P4 control scheme;
FIG. 12 is a schematic view of a minimum lane change distance model vehicle position in accordance with the present application.
Detailed Description
The following detailed description of the application, taken in conjunction with the accompanying drawings, is not intended to limit the scope of the application, so that those skilled in the art may better understand the technical solutions of the application and their advantages.
Taking all vehicles on main lanes and ramp of highway confluence area as study objects
The method for distinguishing and actively controlling the channel switching time of the heterogeneous traffic flow converging region, referring to fig. 1, comprises the following steps:
step S1: acquiring running information and driver information of vehicles on a road;
the running information comprises the running state parameters of the CAV vehicle and the HDV vehicle, and specifically comprises the following steps: speed, acceleration, yaw angle, mass, position of the CAV vehicle, speed, mass, position of the HDV vehicle; the driver information parameters include: the road vision and visibility of the driver, the driving experience of the driver, and the trust degree of the driver on the CAV driving environment and the CAV vehicle;
step S2: constructing a safety field model of the vehicle and the environment by utilizing the information, wherein the vehicle safety field model comprises a CAV vehicle safety field model and an HDV vehicle safety field model; the environment safety field model comprises a main line lane environment safety field model and an acceleration lane environment safety field model, and CAV vehicle field intensity E is obtained through the constructed safety field model V Field strength E of HDV vehicle D Main line lane environmental field strength E L Ambient field strength of accelerating lane
The confluence area is provided with an accelerating lane which is a lane with a length of about 150m to 200m and is connected with a highway and a ramp, and the ramp combined vehicles drive into the highway from the ramp, and the accelerating lane is accelerated and then must be forcedly changed into a main line lane. The ramp merging vehicles which do not change lanes successfully can only stop at the tail end of the accelerating lane, so that peak traffic flow is avoided to wait for merging lane changing opportunities, and the vehicles are subjected to larger driving risks. Therefore, it is necessary to establish a driving environment field in which the longitudinal distance is a variable in the merging region accelerating lane.
Aiming at the problem of lane number change of a confluence region, an environment field along the running direction of the traffic flow is established for an acceleration laneSelecting repulsive potential of potential field theory to construct an accelerating lane environment safety field model, referring to fig. 4, to quantitatively characterize the influence of lane number reduction in road condition change on vehicle driving safety, wherein the formula is as follows:
wherein: a is that 3 Risk coefficients of the road marking and the boundary risk field; d, d i Is the vector distance of the vehicle i to the end of the accelerating lane.
Step S3: a minimum channel distance model (see fig. 12) is constructed based on the safety potential field, comprising the following three types:
a: the minimum lane change safety distance between the lane change CAV and the front vehicle Li of the own vehicle lane is expressed as the following formula:
b: the minimum lane change safety distance between the lane change CAV and the front vehicle Ld of the target lane is expressed as the following formula:
c: the minimum lane change safety distance between the lane change CAV and the rear vehicle Fd of the target lane is expressed as the following formula:
wherein: x is X c ,X Li ,X Ld ,X Fd The distance travelled by the vehicles C, li, ld and Fd at the end of lane change; l (L) c ,L Li ,L Ld ,L Fd Vehicle length for vehicle C, li, ld, fd; w (W) c Is the width of the vehicle C;and Fd f A vehicle safety field range after the collision point of the vehicles C and Fd; />And Ld b A vehicle safety field range for vehicles C and Ld in front of the collision point; li (Li) x A vehicle safety field range radius for vehicle Li; d (D) safe The minimum critical distance between two vehicles is set; />The method comprises the steps that an included angle between a lane changing vehicle and the horizontal direction of a road is formed, namely, a vehicle safety potential field model deflects a course angle anticlockwise;
step S4: constructing driving safety indexes based on the safety potential field, wherein the driving safety indexes comprise CAV vehicle field force, HDV vehicle field force, potential energy and driving risk indexes;
further, the CAV vehicle field force formula is:
wherein: v i Beta is the driving speed of the rear vehicle 2 For the coefficients to be determined,for the field strength of the preceding vehicle, F i-1,i The field force is generated by the front vehicle to the rear vehicle.
Further, the HDV vehicle field force formula is:
the safety field intensity of the rear vehicle F:
the finishing method can obtain:
wherein the method comprises the steps of
Wherein: v F For vehicle speed, d' x For the components alpha, beta of the pseudo-distance of two vehicles in the x driving direction 3 τ is the undetermined coefficient, m i-1 、m i The mass of the front and the rear vehicles respectively,For the field intensity of the front car, deltax is the distance between the front car and the rear car, l i-1 For the length, K of the front vehicle d Is psychological bearing degree for the driver.
According to the conversion relation between potential energy and field force in potential field, the gradient of potential energy is field force, but the potential energy is a scalar, and the numerical value can comprehensively describe the potential energy formed in the field to a certain extent, so that the change rate of the potential energy SPE and the potential energy along with time in the security field is selectedInstead of the field force characterizing the running risk of the vehicle, the formula is:
f in the formula ij To which the vehicle is subjectedA field force value; r is (r) ji Distance vector v for vehicle i to point to field source j i Is the speed of vehicle i; v j Is the speed of vehicle j;
based on deduction of a field force formula, a potential energy model aiming at an environment safety potential field and a vehicle safety potential field is constructed, wherein the formula is as follows:
in the method, in the process of the application,the field force applied to the CAV vehicle; />The field force to which the HDV vehicle is subjected; for an environmental safety potential field, the vector distance of the field force generated by the field source on the vehicle is the true distance, and the influence distance of different vehicles on the target vehicle is the pseudo distance.
Constructing a driving risk index DSI:
wherein: SPE (SPE) i The sum of safety potential energy of the vehicle i in the safety potential field;the change rate of the safety potential energy of the vehicle i in the safety potential field along with time is given;
the environment safety potential field and the vehicle safety potential field are comprehensively described in a weighting mode, and the formula is as follows:
wherein: omega L And omega V Rights to risk vehicles for environmental and vehicle security fields, respectivelyHeavy factor, SPE L SPE adds up the potential energy generated by the environmental field V The potential energy generated for the vehicle field is summed.
Step S5: judging the time of free channel switching at the upstream of the confluence region;
lane change control is performed by two constraints: firstly, judging whether a lane changing vehicle respectively meets the minimum safety distance between the lane changing vehicle and a front vehicle, a rear vehicle of a target lane and a front vehicle of the target lane; secondly, judging whether CAV vehicles exist in front of and behind the target lane; the lane changing vehicle safely runs under the condition that collision or congestion is not generated in the lane changing process; the second condition is used for enhancing the strength of CAV vehicles, so that the early lane change can run with a strong CAV following vehicle team, and the traffic efficiency at the upstream of the confluence region can be improved while the lane change space is reserved for accelerating the lane traffic at the confluence region. When the vehicle runs to a certain position on the upstream of the interweaving area, early free channel switching time judgment and active safety control are implemented;
step S6: according to the judgment result of the opportunity of early free channel switching at the upstream of the confluence region, active safety control is carried out, and referring to fig. 2, the method is as follows:
s6.1: when a vehicle enters a certain area on the upstream of the merging area, collecting all vehicle running information and driver information by the system, and determining the number of lane changing vehicles of a main lane close to a lane on one side of a ramp according to the traffic flow distribution of the main lane and the traffic flow condition of the ramp;
s6.2: determining a CAV lane change vehicle according to the type of the lane vehicle and the vehicle running information;
s6.3: acquiring running information of a lane changing vehicle, a front vehicle of a target lane and a rear vehicle of the target lane, and judging whether CAV vehicles exist in the front vehicle and the rear vehicle of the target lane;
s6.4: if CAV vehicles exist in the front and rear vehicles of the target lane, determining the minimum lane change distance between the lane change vehicle and the front vehicle, between the front vehicle of the target lane and the rear vehicle of the target lane according to the step S3;
s6.5: calculating the actual distances between the lane changing vehicle and the front vehicle, between the lane changing vehicle and the target lane, and between the lane changing vehicle and the target lane CAV vehicle, if the actual distances are respectively larger than the three minimum lane changing distances, controlling the vehicle to change lanes, and forming a CAV vehicle team with the target lane CAV vehicle to carry out following driving;
s6.6: if the lane change constraint condition is not met, the judgment is carried out again at the next moment, and when the judgment times are more than 2 and the lane change is not successful yet, lane change control of the vehicle is abandoned;
step S7: judging the time of forced lane change and cooperative lane change in the accelerating lane in the converging area;
the lane change control is carried out through two constraint conditions, firstly, whether a lane change vehicle respectively meets the minimum lane change safety distance between the lane change vehicle and a front vehicle, a rear vehicle of a target lane and a front vehicle of the target lane is judged; judging whether the running risk index of the assumed lane-changing vehicle running in the same state in the target lane is smaller than the running risk index of the vehicle running in the same state in a straight line; the two conditions act together to ensure that the lane changing process of the lane changing vehicle is safe enough, and when the vehicles in the ramp travel to the accelerating lane in the converging area, the lane changing time of the accelerating vehicle in the converging area is started for judgment and active safety control;
step S8: the method for actively controlling safety according to the judging result of the opportunity of forced lane change and cooperative lane change in the accelerating lane in the converging area is as follows with reference to fig. 3:
s8.1: when a ramp vehicle enters an acceleration lane, the system collects vehicle running information and driver information of the vehicle, a front vehicle, a rear vehicle, a front vehicle of a target lane and a rear vehicle of the target lane;
s8.2: determining the minimum lane change distance between the lane change vehicle and the front vehicle, between the lane change vehicle and the target lane front vehicle and between the lane change vehicle and the target lane rear vehicle according to the step S3;
s8.3: driving safety finger DSI for respectively calculating arrival of vehicles at target confluence position lc And DSI for straight running of the vehicle in the same motion state st ；
S8.4: judging the actual distance between the lane change vehicle and the front vehicle, the front vehicle of the target lane and the rear vehicle of the target lane, if the actual distances are respectively larger than the minimum lane change distance, and DSI lc <DSI st Controlling the vehicle to change the lane;
s8.5: if the lane change vehicle is a CAV vehicle, speed control is carried out or driving strategy suggestion is provided according to a DSI threshold; if the lane change vehicle is an HDV vehicle, speed control is carried out on a leading CAV vehicle or a lagging CAV vehicle of the HDV vehicle according to a DSI threshold value;
s8.6: under the condition that the lane change constraint condition is not met, if the vehicle is a CAV vehicle, speed control is carried out on the CAV vehicle or driving strategy suggestion is provided according to a DSI threshold; if the vehicle is an HDV vehicle, speed control is carried out on the leading or lagging CAV vehicle according to the DSI threshold value, and then the lane change constraint condition is judged again at the next moment until the lane change of the vehicle is successful.
Referring to fig. 5, a comparison diagram of the traffic efficiency between the early lane change and the no early lane change is shown, which illustrates the comparison of the time loss generated by the randomly selected vehicles under the same road condition when the lane change ratio preset in the early lane change model and the default lane change model is adopted in the first simulation. Through multiple simulation statistics, the average delay of the traffic flow in the simulation without considering the early lane change is 863.02s, the average delay in the simulation with implementing the early lane change is 722.16s, and the improvement rate of the delay is 16.32%. The early lane change model aiming at enhancing the CAV queue strength can effectively improve the running speed of lane change vehicles, reduce the travel time of the vehicles, promote the following between CAVs to keep stronger stability, reduce the running delay time of the whole traffic flow, and obviously improve the whole traffic efficiency of the traffic flow under the condition of not changing the traffic foundation facilities and applying signal control.
Referring to fig. 6 and 7, four control modes are compared in terms of dangerous driving (fig. 7) and traffic efficiency (fig. 6), P1: and (3) a combined control strategy of early lane change in the pre-merging region and lane change control in the merging region, wherein P2: single merge area lane change control strategy, P3: SUMO default lane change model, P4: the classical Gipps lane change model represents forced lane change;
the simulation experiment compares the influence of channel changing behaviors on the time average speed and the interval average speed of the middle lane in four control modes. The average speed of the middle lane is the largest under the P1 control strategy, and the average speeds of the P3 and the P4 are not greatly different only by applying the confluence area lane change control strategy P2. Compared with a SUMO default lane change model P3, the P1 control strategy is most obvious for improving the traffic speed of a middle lane, the time average speed is improved by 15.56%, the interval average speed is improved by 25.15%, and the combined control strategy of a converging region combined with early lane change is obviously improved for the overall traffic efficiency of the converging region; the P2 is independently executed in the confluence region, so that the passing speed of the middle lane can be improved to a certain extent, the time average speed is improved by 6.72%, and the interval average speed is improved by 9.56%. The forced lane change P4 has little influence on the speed in the aspect of traffic efficiency, but seriously damages the driving safety of the vehicle.
Referring to fig. 8-11, a comparison of the four control modes in terms of safety is generally set to a threshold of TTC of 2.7s, below which the vehicle is considered to be in a "dangerous and emergency" condition;
the graph shows the minimum TTC values of the ramp converging vehicles under four control modes, and when the P1 control mode is implemented, the minimum TTC of 2 vehicles is lower than a critical threshold value; when the P2 control mode is implemented, the minimum TTC of 3 vehicles is lower than a critical threshold value; when the P3 control mode is implemented, the minimum TTC of 1 vehicle is lower than a critical threshold value; when the P4 control mode is implemented, the minimum TTC for 10 vehicles is below the critical threshold. The simulation experiment shows that the three-vehicle combined lane change control strategy based on DSI of the chapter has obvious advantages in the aspect of improving lane change safety of ramp vehicles, compared with a forced lane change mode, the control strategy reduces the number of vehicles lower than a TTC critical value, reduces the occurrence of potential risk accidents, has safety equivalent to a P3 mode, and has the advantage that the passing efficiency of the P1 mode is far higher than that of the P3 mode on the premise of the same safety through the context.
The foregoing is merely illustrative of the present application, and the present application is not limited thereto, and any person skilled in the art will readily recognize that variations or substitutions are within the scope of the present application. Therefore, the protection scope of the present application shall be subject to the protection scope of the claims.

Claims (8)

1. The method for distinguishing and actively controlling the channel switching time of the heterogeneous traffic flow converging region is characterized by comprising the following steps of:
step S1: acquiring running information and driver information of vehicles on a road;
the running information comprises the running state parameters of the CAV vehicle and the HDV vehicle, and specifically comprises the following steps: speed, acceleration, yaw angle, mass, position of the CAV vehicle, speed, mass, position of the HDV vehicle; the driver information parameters include: the road vision and visibility of the driver, the driving experience of the driver, and the trust degree of the driver on the CAV driving environment and the CAV vehicle;
step S2: constructing a safety field model of the vehicle and the environment by utilizing the information, wherein the vehicle safety field model comprises a CAV vehicle safety field model and an HDV vehicle safety field model; the environment safety field model comprises a main line lane environment safety field model and an acceleration lane environment safety field model, and CAV vehicle field intensity E is obtained through the constructed safety field model V Field strength E of HDV vehicle D Main line lane environmental field strength E L Ambient field strength of accelerating lane
Step S3: constructing a minimum channel-changing distance model based on a safety potential field, wherein the minimum channel-changing distance model comprises the following three types:
a: the minimum lane change safety distance between the lane change CAV and the front vehicle Li of the own vehicle lane is expressed as the following formula:
b: the minimum lane change safety distance between the lane change CAV and the front vehicle Ld of the target lane is expressed as the following formula:
c: the minimum lane change safety distance between the lane change CAV and the rear vehicle Fd of the target lane is expressed as the following formula:
wherein: x is X c ,X Li ,X Ld ,X Fd The distance travelled by the vehicles C, li, ld and Fd at the end of lane change; l (L) c ,L Li ,L Ld ,L Fd Vehicle length for vehicle C, li, ld, fd; w (W) c Is the width of the vehicle C;and Fd f A vehicle safety field range after the collision point of the vehicles C and Fd; />And Ld b A vehicle safety field range for vehicles C and Ld in front of the collision point; li (Li) x A vehicle safety field range radius for vehicle Li; d (D) safe The minimum critical distance between two vehicles is set; />The method comprises the steps that an included angle between a lane changing vehicle and the horizontal direction of a road is formed, namely, a vehicle safety potential field model deflects a course angle anticlockwise;
step S4: constructing driving safety indexes based on the safety potential field, wherein the driving safety indexes comprise CAV vehicle field force, HDV vehicle field force, potential energy and driving risk indexes;
step S5: judging the time of free channel switching at the upstream of the confluence region;
lane change control is performed by two constraints: firstly, judging whether a lane changing vehicle respectively meets the minimum safety distance between the lane changing vehicle and a front vehicle, a rear vehicle of a target lane and a front vehicle of the target lane; secondly, judging whether CAV vehicles exist in front of and behind the target lane;
step S6: active safety control is carried out according to the judging result of the opportunity of free channel switching at the upstream early stage of the confluence region;
step S7: judging the time of forced lane change and cooperative lane change in the accelerating lane in the converging area;
the lane change control is carried out through two constraint conditions, firstly, whether a lane change vehicle respectively meets the minimum lane change safety distance between the lane change vehicle and a front vehicle, a rear vehicle of a target lane and a front vehicle of the target lane is judged; judging whether the running risk index of the assumed lane-changing vehicle running in the same state in the target lane is smaller than the running risk index of the vehicle running in the same state in a straight line;
step S8: and (5) performing active safety control according to the judging result of the time of forced lane change and cooperative lane change of the accelerating lanes in the confluence region.
2. The method for distinguishing and actively controlling the lane change timing in a heterogeneous traffic flow merging area according to claim 1, wherein the accelerating lane environmental security model selects the repulsive potential construction of a potential field theory to quantitatively represent the influence of the reduction of the number of lanes on the driving security of the vehicle in the road condition change, and the formula is as follows:
wherein: a is that 3 Risk coefficients of the road marking and the boundary risk field; d, d i Is the vector distance of the vehicle i to the end of the accelerating lane.
3. The method for distinguishing and actively controlling the channel switching time of the heterogeneous traffic flow merging area according to claim 2, wherein the CAV vehicle field force formula is as follows:
wherein: m is m i V is the mass of the rear vehicle i Beta is the driving speed of the rear vehicle 2 For the coefficients to be determined,for the field strength of the preceding vehicle, F i-1,i The field force is generated by the front vehicle to the rear vehicle.
4. The method for distinguishing and actively controlling the channel switching time of a heterogeneous traffic flow merging area according to claim 3, wherein the HDV vehicle field force formula is as follows:
wherein the method comprises the steps of
Wherein the method comprises the steps of
Wherein: d' x For the components of the pseudo distance of two vehicles in the x driving direction, alpha and beta 3 τ is the undetermined coefficient, m i-1 Is the mass of the front vehicle,For the field intensity of the front car, deltax is the distance between the front car and the rear car, l i-1 For the length, K of the front vehicle d Is psychological bearing degree for the driver.
5. The method for distinguishing and actively controlling traffic lane changing timing in heterogeneous traffic flow merging area according to claim 4, wherein potential energy SPE and change rate of potential energy with time in security field are selectedInstead of the field force characterizing the running risk of the vehicle, the formula is:
wherein: f (F) ij A field force value to which the vehicle is subjected; r is (r) ji Distance vector v for vehicle i to point to vehicle j i Is the speed of vehicle i; v j Is the speed of vehicle j;
based on deduction of a field force formula, a potential energy model aiming at an environmental security field and a vehicle security field is constructed, wherein the formula is as follows:
in the method, in the process of the application,the field force applied to the CAV vehicle; />The field force to which the HDV vehicle is subjected; for an environmental safety potential field, the vector distance of the field force generated by the field source on the vehicle is the true distance, and the influence distance of different vehicles on the target vehicle is the pseudo distance.
6. The method for distinguishing and actively controlling the channel switching time of the heterogeneous traffic flow merging area according to claim 5, wherein a driving risk index DSI is constructed:
wherein: SPE (SPE) i The sum of safety potential energy of the vehicle i in the safety potential field;the change rate of the safety potential energy of the vehicle i in the safety potential field along with time is given;
the environment safety potential field and the vehicle safety potential field are comprehensively described in a weighting mode, and the formula is as follows:
wherein: omega L And omega V Weighting factors which are respectively environmental security field and vehicle security field and cause risks to vehicles, SPE L SPE adds up the potential energy generated by the environmental field V The potential energy generated for the vehicle field is summed.
7. The method for distinguishing and actively controlling the channel switching time of a heterogeneous traffic flow converging region according to claim 6, wherein the method for actively controlling the channel switching at the early stage upstream of the converging region is as follows:
s6.1: when a vehicle enters a certain area on the upstream of the merging area, collecting all vehicle running information and driver information by the system, and determining the number of lane changing vehicles of a main lane close to a lane on one side of a ramp according to the traffic flow distribution of the main lane and the traffic flow condition of the ramp;
s6.2: determining a CAV lane change vehicle according to the type of the lane vehicle and the vehicle running information;
s6.3: acquiring running information of a lane changing vehicle, a front vehicle of a target lane and a rear vehicle of the target lane, and judging whether CAV vehicles exist in the front vehicle and the rear vehicle of the target lane;
s6.4: if CAV vehicles exist in the front and rear vehicles of the target lane, determining the minimum lane change distance between the lane change vehicle and the front vehicle, between the front vehicle of the target lane and the rear vehicle of the target lane according to the step S3;
s6.5: calculating the actual distances between the lane changing vehicle and the front vehicle, between the lane changing vehicle and the target lane, and between the lane changing vehicle and the target lane CAV vehicle, if the actual distances are respectively larger than the three minimum lane changing distances, controlling the vehicle to change lanes, and forming a CAV vehicle team with the target lane CAV vehicle to carry out following driving;
s6.6: if the lane change constraint condition is not met, the judgment is carried out again at the next moment, and when the judgment times are more than 2 and the lane change is not successful, the lane change control of the vehicle is abandoned.
8. The method for distinguishing and actively controlling the channel switching time of a heterogeneous traffic flow converging zone according to claim 7, wherein the method for actively controlling the forced channel switching and the cooperative channel switching of the accelerating lane of the converging zone is as follows:
s8.1: when a ramp vehicle enters an acceleration lane, the system collects vehicle running information and driver information of the vehicle, a front vehicle, a rear vehicle, a front vehicle of a target lane and a rear vehicle of the target lane;
s8.2: determining the minimum lane change distance between the lane change vehicle and the front vehicle, between the lane change vehicle and the target lane front vehicle and between the lane change vehicle and the target lane rear vehicle according to the step S3;
s8.3: driving safety finger DSI for respectively calculating arrival of vehicles at target confluence position lc And DSI for straight running of the vehicle in the same motion state st ；
S8.4: judging the actual distance between the lane change vehicle and the front vehicle, the front vehicle of the target lane and the rear vehicle of the target lane, if the actual distances are respectively larger than the minimum lane change distance, and DSI lc <DSI st Controlling the vehicle to change the lane;
s8.5: if the lane change vehicle is a CAV vehicle, speed control is carried out or driving strategy suggestion is provided according to a DSI threshold; if the lane change vehicle is an HDV vehicle, speed control is carried out on a leading CAV vehicle or a lagging CAV vehicle of the HDV vehicle according to a DSI threshold value;
s8.6: under the condition that the lane change constraint condition is not met, if the vehicle is a CAV vehicle, speed control is carried out on the CAV vehicle or driving strategy suggestion is provided according to a DSI threshold; if the vehicle is an HDV vehicle, speed control is carried out on the leading or lagging CAV vehicle according to the DSI threshold value, and then the lane change constraint condition is judged again at the next moment until the lane change of the vehicle is successful.
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