CN116092308B - Cooperative lane-changing control method for vehicles upstream and downstream of road bottleneck sections in a networked environment - Google Patents

Abstract

The invention discloses a vehicle collaborative lane change control method for the upstream and downstream of a road bottleneck section in a network environment, which is to collect the number of vehicles in each lane of each section at the time t after temporary obstruction (namely bottleneck) of lanes of the section occurs, predict the number of vehicles and average speed of each lane of each section at the next time, construct an upstream section optimal lane change decision model by taking the minimum overall traffic delay and minimum lane change number generated by vehicle lane change as control targets, and solve the optimal lane change sub-combination scheme of each lane of the upstream section. The invention is beneficial to reducing the traffic efficiency reduction and frequent lane changing caused by temporary lane obstruction and ensures the road traffic capacity to the maximum extent.

Description

Cooperative lane-changing control method for vehicles upstream and downstream of road bottleneck sections in a networked environment

Technical field

The invention belongs to the field of intelligent traffic management and control, and is specifically a method for collaborative lane-changing control of upstream and downstream vehicles after a bottleneck section appears on the road in a networked environment.

Background technique

In recent years, with the development of 5G and vehicle-road collaboration technology, people have carried out active and extensive research on safe driving research and autonomous driving technology of connected autonomous vehicles. These studies are expected to improve the efficiency and safety of traffic flow because connected autonomous vehicles Autonomous driving vehicles can share vehicle location, speed and other driving information with other vehicles in real time through V2V communication to achieve collaborative driving between vehicles. In the current road environment, if a traffic accident or obstruction occurs on a certain lane, a traffic bottleneck will be formed, and the traffic flow will change from smooth to congestion, which will have a negative impact on the upstream road section.

Most current research only focuses on the information interaction and collaboration between the bottleneck section and the upstream section, only pursues the regional lane changing effect of the bottleneck section, does not consider the downstream switching efficiency of vehicles after passing through the bottleneck section, ignores the overall traffic efficiency evaluation of the system, and may lead to The downstream traffic restoration section has frequent lane changes and disordered traffic, which brings great traffic safety risks.

Contents of the invention

In order to overcome the shortcomings of the existing technology, the present invention provides a method for cooperative lane changing control of vehicles upstream and downstream of road bottleneck sections in a networked environment, and determines the optimal number of lane changes for each lane in the upstream based on the overall traffic efficiency optimization, in order to It can improve traffic operation efficiency, reduce traffic delays and frequent lane changing risks caused by traffic bottlenecks, guide upstream and downstream vehicles to perform coordinated lane changes, and help vehicles upstream and downstream of bottleneck sections pass smoothly and smoothly.

In order to achieve the above-mentioned object, the present invention adopts the following technical solutions:

The present invention is a collaborative lane-changing control method for vehicles upstream and downstream of road bottleneck sections in a networked environment. Its applicable scenario is a one-way three-lane, with the vehicle traveling direction as the positive direction. When a temporary obstruction occurs in the lane at time t, the temporary obstruction will The road section and its upstream and downstream sections are respectively regarded as the bottleneck section, the upstream lane change decision implementation section and the downstream traffic recovery section; let any of the above road sections be numbered i, and the upstream lane change decision implementation section, bottleneck section and downstream traffic recovery section They are numbered i=1,2,3 in sequence, and the length of any i-th road section is L _i ; any lane on each road section is numbered j, and the lanes are numbered j=1,2 from the inside to the outside, 3; Assume that the lane with temporary obstruction at time t is the third lane, that is, j=3; define the number of vehicles changing from the jth lane to the adjacent j-1th lane on the i-th road section at time t as c _{i,j ,j-1} (t), let the number of vehicles in the j-th lane on the i-th road section at time t be n _i,j (t), x _i,j,m (t), v _i,j,m (t) respectively is the position and speed of the vehicle m in the j-th lane on the i-th road section at time t, and the control time interval for each time is T _c ; its characteristic is that it includes the following steps;

Step 1: At the current time t, predict the number of vehicles n _i,j (t+1) and the average speed of the j-th lane on the i-th road segment at time t+1.

Step 1.1 Use equation (1) to calculate the density k _i,j (t) of the j-th lane on the i-th road section at the current time t;

k _i,j (t)=n _i,j (t)/L _i (1)

Step 1.2 Use equation (2) to calculate the downstream flow of the jth lane on the i-th road section at time t {q _i,j (t)|i=1,2}; use equation (3) to calculate the third road section at time t, that is The flow rate q _3,j (t) transmitted downstream by the j-th lane on the downstream traffic restoration section;

q _3,j (t)＝v _f ·k _3,j (t) (3)

In formulas (2) and (3), v _f is the free flow speed, k _i+1,j (t) is the density of the jth lane on the i+1th road section at the current time t, is the congestion density of each lane on the i+1th road section at the current time t, ω _i is the congestion propagation speed on the i-th road section, and is obtained by equation (4);

In formula (4), is the critical density of each lane on the i-th road section,/> is the congestion density of each lane on the i-th road section;

Step 1.3 Use equation (5) to predict the density k _i,j (t+1) of the j-th lane on the i-th road section at time t+1;

In formula (5), q _i-1,j (t) is the flow rate transmitted downstream by the jth lane on the i-1th road section at time t; when i=1, q _i-1,j (t) is t The traffic transmitted downstream by the jth lane in the upstream section of the section 1 at the time, that is, the section where the upstream lane change decision is implemented;

Step 1.4 Use equations (6) and (7) to calculate the predicted number of vehicles n _i,j (t+1) in the j-th lane on the i-th road section at time t+1 and the predicted average speed of the j-th lane on the i-th road section.

n _i,j (t+1)＝k _i,j (t+1)·L _i (6)

Step 2: Construct a vehicle optimal lane changing number model for the upstream lane changing decision implementation section:

Step 2.1 Use Equation (8) to construct the objective function z with the minimum sum of the overall delay of the road section and the number of upstream and downstream lane changes as the control objective;

In formula (8), λ ₁ is the weight of the total delay of the road section, λ ₂ is the weight of controlling the number of lane changes; c _1,2,1 (t) represents the change from lane 2 to lane 1 on section 1 at time t The number of vehicles in the lane, n _c ′ represents the optimal number of vehicles in a single lane on the third section after uniform distribution, that is, the downstream traffic recovery section, and n _3,j (t+1) represents the predicted number of vehicles in the jth lane on the 3rd road segment at time t+1;

Step 2.2 Use equation (9) to construct constraints:

c _1,2,1 (t)≤n _1,2 (t)+n _1,3 (t) (9)

In formula (9), n _1,2 (t) is the number of vehicles in the second lane on the first road section at time t, and n _1,3 (t) is the number of vehicles in the third lane on the first road section at time t;

Step 3: Use the genetic algorithm to solve the model of the optimal number of lane changes for the vehicle, and obtain the optimal number of lane changes from the second lane to the first lane on the first road section. From this, the number of vehicles changing from lane 2 to lane 1 on section 1 is/> The number of vehicles changing from lane 3 to lane 2 is c _1,3,2 (t) = n _1,3 (t);

Step 4 initializes i=1, and within the control time interval T _c between the current time t and time t+1, all vehicles in the 2nd and 3rd lanes on the i-th road section are traversed to change lanes;

Step 4.1 Obtain the position {x _i,j,m (t)|j=1,2,3} and speed {v _i,j,m (t)|j=1 of the vehicle m in the jth lane on the i-th road section ,2,3};

Step 4.2 For the vehicle m whose position is x _i,j,m (t), record the positions of the adjacent vehicle m′ and m″ behind it on the j-1th lane at the current time t as x _i,j respectively. _-1,m′ (t) and x _i,j-1,m″ (t), where j≥2;

Determine whether the safe lane changing condition shown in equation (10) is established; if it is established, vehicle m will be changed from the jth lane to the j-1th lane; otherwise, vehicle m will not be allowed to change lanes;

x _i,j-1,m″ (t)+H≤x _i,j,m (t)≤x _i,j-1,m′ (t)-H (10)

In formula (10), H is the prescribed safe lane changing distance;

Step 4.3 For a one-way three-lane road, determine whether equation (11) is true. If true, go to step 4.4, otherwise go to step 4.5:

In formula (11), c′ _1,2,1 (t) represents the cumulative number of lane changes from lane 2 to lane 1; c′ _1,3,2 (t) represents the number of lane changes from lane 3 to lane 1. The cumulative number of lane changes in 2 lanes;

Step 4.4 stops the lane changing operation, waits for the control time interval to reach T _c , assigns t+1 to t, and returns to step 1 for sequential execution;

Step 4.5 determines whether the control time interval reaches T _c . If so, assign t+1 to t and return to step 1 for sequential execution; otherwise, return to step 4.1 to continue traversing.

An electronic device of the present invention includes a memory and a processor. The characteristic is that the memory is used to store a program that supports the processor to execute the vehicle cooperative lane changing control method, and the processor is configured to execute the memory. program stored in.

The present invention is a computer-readable storage medium. A computer program is stored on the computer-readable storage medium. The characteristic of the computer program is that when the computer program is run by a processor, the steps of the vehicle cooperative lane changing control method are executed.

Compared with the prior art, the beneficial technical effects of the present invention are reflected in:

1. The present invention provides a coordinated lane-changing control method for vehicles upstream and downstream of a road bottleneck section in a networked environment. The overall vehicle driving delay in the road section after the bottleneck occurs and the total number of lane changes upstream and downstream of the bottleneck section are minimum. Control objectives, an optimization calculation model is constructed for the optimal number of lane changes for vehicles in each lane of the upstream lane, thereby solving the optimal number of lane changes for vehicles in each lane based on the current bottleneck, helping vehicles upstream and downstream of the bottleneck to collaboratively change lanes, smooth traffic, and improve Improve traffic operation efficiency and safety.

2. The present invention uses the idea of cell transmission to calculate the transmission flow of each lane, and predicts the number of vehicles and the average speed of each lane in the next control time interval, thereby improving the accuracy of the predicted speed and optimizing the calculation efficiency of the control method.

3. The present invention takes advantage of the real-time sharing of networked autonomous driving vehicle information to obtain real-time road status information such as the number of vehicles on the road section, speed, etc., and improve the accuracy of the optimization calculation model for the optimal number of lane changes.

Description of drawings

Figure 1 is a schematic diagram of the scene of the present invention;

Figure 2 is an overall flow chart of the present invention.

Detailed ways

In this embodiment, a method for cooperative lane changing control of vehicles upstream and downstream of road bottleneck sections in a networked environment is suitable for multi-lane coordinated lane changing control after temporary obstacles (i.e. bottlenecks) occur on the road in a networked environment, as shown in Figure 1 As shown, the connected environment is that all vehicles driving on the road are connected autonomous vehicles. The basic road section where the bottleneck is located is one-way three lanes, with the vehicle traveling direction as the positive direction. When a temporary lane obstruction occurs at time t, the road will be temporarily blocked. The road section where the obstruction is located and its upstream and downstream sections are respectively regarded as the bottleneck section, the upstream lane change decision implementation section and the downstream traffic recovery section; let any of the above road sections be numbered i, and the upstream lane change decision implementation section, the bottleneck section and the downstream traffic recovery section The road segments are numbered i=1,2,3 in sequence, and the length of any i-th road segment is _Li ; any lane on each road segment is numbered j, and the lanes are numbered j=1,2 from the inside to the outside. ,3; Assume that the lane with temporary obstruction at time t is the third lane, that is, j=3; define the number of vehicles changing from the jth lane to the adjacent j-1th lane on the i-th road section at time t as c _{i, j,j-1} (t), using the roadside unit and the positioning module installed on the connected autonomous vehicle, the number of vehicles in the jth lane on the i-th road section at time t can be obtained as n _i,j (t), The position x _i,j,m (t) and speed v _i,j,m (t) of vehicle m on the jth lane in the i road section, and the control time interval for each time is T _c .

As shown in Figure 2, the cooperative lane changing control method is executed according to the following steps:

Step 1: At the current time t, predict the number of vehicles n _i,j (t+1) and the average speed of the j-th lane on the i-th road segment at time t+1.

Step 1.1 Use equation (1) to calculate the density k _i,j (t) of the j-th lane on the i-th road section at the current time t;

k _i,j (t)=n _i,j (t)/L _i (1)

Step 1.2 Based on the idea of cellular transmission model, calculate the transmission flow of each lane:

Use equation (2) to calculate the downstream flow rate {q _i,j (t)|i=1,2} of the jth lane on the i-th road section at time t;

Use equation (3) to calculate the flow rate q _{3, j} (t) transmitted downstream by the j-th lane on the third road section at time t, that is, the downstream traffic recovery section;

q _3,j (t)＝v _f ·k _3,j (t) (3)

In formulas (2) and (3), v _f is the free flow speed, k _i+1,j (t) is the density of the jth lane on the i+1th road section at the current time t, is the congestion density of each lane on the i+1th road section at the current time t, ω _i is the congestion propagation speed on the i-th road section, and is obtained by equation (4);

In formula (4), is the critical density of each lane on the i-th road section,/> is the congestion density of each lane on the i-th road section;

Step 1.3 Use equation (5) to predict the density k _i,j (t+1) of the j-th lane on the i-th road section at time t+1;

In formula (5), q _i-1,j (t) is the flow rate transmitted downstream by the jth lane on the i-1th road section at time t; when i=1, q _i-1,j (t) is t The traffic transmitted downstream by the jth lane in the upstream section of the section 1 at the time, that is, the section where the upstream lane change decision is implemented;

Step 1.4 Use equations (6) and (7) to calculate the predicted number of vehicles n _i,j (t+1) in the j-th lane on the i-th road section at time t+1 and the predicted average speed of the j-th lane on the i-th road section.

n _i,j (t+1)＝k _i,j (t+1)·L _i (6)

Step 2: Construct a vehicle optimal lane changing number model for the upstream lane changing decision implementation section:

Step 2.1 Use Equation (8) to construct the objective function z with the minimum sum of the overall delay of the road section and the number of upstream and downstream lane changes as the control objective;

In formula (8), λ ₁ is the weight of the total delay of the road section, λ ₂ is the weight of controlling the number of lane changes; c _1,2,1 (t) represents the change from lane 2 to lane 1 on section 1 at time t The number of vehicles in the lane, n _c ′ represents the optimal number of vehicles in a single lane on the third section after uniform distribution, that is, the downstream traffic recovery section, and n _3,j (t+1) represents the predicted number of vehicles in the jth lane on the 3rd road segment at time t+1;

Step 2.2 Use equation (9) to construct constraints:

c _1,2,1 (t)≤n _1,2 (t)+n _1,3 (t) (9)

In formula (9), n _1,2 (t) is the number of vehicles in the second lane on the first road section at time t, and n _1,3 (t) is the number of vehicles in the third lane on the first road section at time t;

Step 3: Use the genetic algorithm to solve the model of the optimal number of lane changes for the vehicle, and obtain the optimal number of lane changes from the second lane to the first lane on the first road section. From this, the number of vehicles changing from lane 2 to lane 1 on section 1 is/> The number of vehicles changing from lane 3 to lane 2 is c _1,3,2 (t) = n _1,3 (t);

Step 4 initializes i=1, and within the control time interval T _c between the current time t and time t+1, all vehicles in the 2nd and 3rd lanes on the i-th road section are traversed to change lanes;

Step 4.1 Obtain the position {x _i,j,m (t)|j=1,2,3} and speed {v _i,j,m (t)|j=1 of the vehicle m in the jth lane on the i-th road section ,2,3};

Step 4.2 Use the positioning module and roadside intelligent equipment installed on the network-connected autonomous vehicle to locate the vehicle m at the position x _{i, j, m} (t), and locate the adjacent vehicle m in the j-1th lane at the current time t. The positions of vehicle m′ and rear vehicle m″ are recorded as x _i,j-1,m′ (t) and x _i,j-1,m″ (t) respectively, where j≥2;

Determine whether the safe lane changing condition shown in equation (10) is established; if it is established, vehicle m will be changed from the jth lane to the j-1th lane; otherwise, vehicle m will not be allowed to change lanes;

x _i,j-1,m″ (t)+H≤x _i,j,m (t)≤x _i,j-1,m′ (t)-H (10)

In formula (10), H is the prescribed safe lane changing distance;

Step 4.3 For a one-way three-lane road, determine whether equation (11) is true. If true, go to step 4.4, otherwise go to step 4.5:

In formula (11), c′ _1,2,1 (t) represents the cumulative number of lane changes from lane 2 to lane 1; c′ _1,3,2 (t) represents the number of lane changes from lane 3 to lane 1. The cumulative number of lane changes in 2 lanes;

Step 4.4 stops the lane changing operation, waits for the control time interval to reach T _c , assigns t+1 to t, and returns to step 1 for sequential execution;

Step 4.5 determines whether the control time interval reaches T _c . If so, assign t+1 to t and return to step 1 for sequential execution; otherwise, return to step 4.1 to continue traversing.

In this embodiment, an electronic device includes a memory and a processor. The memory is used to store a program that supports the processor in executing the above vehicle cooperative lane changing control method. The processor is configured to execute the program stored in the memory. program.

In this embodiment, a computer-readable storage medium stores a computer program on the computer-readable storage medium, and when the computer program is run by a processor, the steps of the vehicle cooperative lane-changing control method are executed.

In this embodiment, the method idea of the present invention is not limited to the bottleneck section of the road with three lanes of one-way traffic. Other embodiments obtained by those of ordinary skill in the art without creative changes all belong to the protection of the present invention. range.

Claims (3)

1. A kind of vehicle that links up and down in the bottleneck section of road under the network and links the environment cooperatees and trades the road control method, its applicable scene is one-way three lanes, regard vehicle driving direction as the positive direction, when the temporary obstacle of the lane occurs at time t, regard section and upper and lower road section where temporary obstacle is located as bottleneck section, upstream trade the decision to implement section and downstream traffic recovery section correspondingly; the road section of any road section is numbered as i, the upstream road-changing decision implementing road section, the bottleneck road section and the downstream traffic recovery road section are numbered as i=1, 2 and 3 in sequence, and the length of any i-th road section is L _i The method comprises the steps of carrying out a first treatment on the surface of the Numbering any lane on each road section as j, and numbering lanes from inside to outside as j=1, 2 and 3; let the lane where temporary obstruction occurs at time t be the 3 rd lane, i.e., j=3; defining the number of vehicles on the ith road section at t moment from the jth lane to the adjacent jth-1 lane as c _i,j,j-1 (t) let t be the ith road section at timeThe number of vehicles on lane j is n _i,j (t)，x _i,j,m (t)、v _i,j,m (T) the position and speed of the vehicle m on the jth lane on the ith road section at the moment T, respectively, each control time interval being T _c The method comprises the steps of carrying out a first treatment on the surface of the The method is characterized by comprising the following steps of;

step 1, predicting the number n of vehicles in the jth lane on the ith road section at the time t+1 at the current time t _i,j (t+1) and average speed

Step 1.1 calculating the density k of the jth lane on the ith road section at the current t moment by using the formula (1) _i,j (t)；

k _i,j (t)＝n _i,j (t)/L _i (1)

Step 1.2 calculating the flow { q } transmitted downstream of the jth lane on the ith road segment at the t moment by using the method (2) _i,j (t) |i=1, 2}; calculating the flow q transmitted downstream of the jth lane on the 3 rd road section at the t moment, namely the downstream traffic recovery road section by using the method (3) _3,j (t)；

q _3,j (t)＝v _f ·k _3,j (t) (3)

In the formulas (2) and (3), v _f At free flow velocity, k _i+1,j (t) is the density of the jth lane on the (i+1) th road section at the current t moment,for the jam density omega of each lane on the i+1 road section at the current t moment _i Is the congestion propagation speed on the i-th road section and is obtained by the formula (4);

in the formula (4), the amino acid sequence of the compound,for the critical density of each lane on the i-th road section, < > for each lane on the i-th road section>The blocking density of each lane on the ith road section;

step 1.3 predicting the density k of the jth lane on the ith road segment at time t+1 by using the method (5) _i,j (t+1)；

In the formula (5), q _i-1,j (t) is the flow transmitted downstream from the jth lane on the ith-1 road section at the moment t; when i=1, q _i-1,j (t) is the flow of the downstream transmission of the jth lane of the upstream road section decision implementation road section, namely the 1 st road section at the moment t;

step 1.4 calculating the predicted number n of vehicles on the jth lane on the ith road segment at time t+1 by using the formula (6) and the formula (7), respectively _i,j (t+1) predicted average speed of the jth lane on the ith link

n _i,j (t+1)＝k _i,j (t+1)·L _i (6)

Step 2, constructing a vehicle optimal lane change number model of an upstream lane change decision implementation road section:

step 2.1, constructing an objective function z with the minimum sum of the whole delay of the road section and the upstream and downstream lane change times as a control target by utilizing a formula (8);

in the formula (8), lambda ₁ Weight, lambda, of total delay for road segment ₂ The weight of the channel changing times is controlled; c _1,2,1 (t) represents the number of vehicles on the 1 st road section from the 2 nd lane to the 1 st lane at the time t, n _c ' represents the optimal number of single-lane vehicles on the 3 rd road section, namely the downstream traffic recovery road section after uniform distribution, andn _3,j (t+1) represents the predicted number of vehicles on the jth lane on the 3 rd road section at time t+1;

step 2.2 construct constraints using equation (9):

c _1,2,1 (t)≤n _1,2 (t)+n _1,3 (t) (9)

in the formula (9), n _1,2 (t) is the number of vehicles on the 2 nd lane on the 1 st road section at the moment t, n _1,3 (t) is the number of vehicles on the 3 rd lane on the 1 st road section at the time t;

step 3, solving the optimal lane change number model of the vehicle by utilizing a genetic algorithm to obtain the optimal lane change number from the 2 nd lane to the 1 st lane on the 1 st road sectionThis gives a number of vehicles on road section 1 from lane 2 to lane 1 +.>The number of vehicles changing from lane 3 to lane 2 is c _1,3，2 (t)＝n _1，3 (t)；

Step 4 of initializing i=1, controlling the time interval T between the current time T and the time t+1 _c In the road, traversing all vehicles on the 2 nd and 3 rd lanes on the ith road section to change the lanes;

step 4.1 obtaining the position { x } of the vehicle m on the jth lane on the ith road segment _i,j,m (t) |j=1, 2,3} and velocity { v } _i,j,m (t)|j＝1,2,3}；

Step 4.2 for position x _i,j,m Vehicle m of (t) with current time t at the firstThe positions of the adjacent front vehicles m 'and rear vehicles m' on the j-1 lane are respectively marked as x _i,j-1,m′ (t) and x _i,j-1,m″ (t), wherein j is greater than or equal to 2;

judging whether a safe channel change condition shown in a formula (10) is met; if so, changing the lane of the vehicle m from the jth lane to the jth-1 lane, otherwise, not allowing the lane of the vehicle m to be changed;

x _i,j-1,m″ (t)+H≤x _i,j,m (t)≤x _i,j-1,m′ (t)-H (10)

in the formula (10), H is a specified safe lane change interval;

step 4.3, for a unidirectional three-lane road, judging whether the formula (11) is satisfied, if so, executing step 4.4, otherwise, executing step 4.5:

in the formula (11), c' _1,2,1 (t) represents the accumulated lane change times from lane 2 to lane 1; c' _1,3,2 (t) represents the accumulated lane change times from lane 3 to lane 2;

step 4.4 stopping the track switching operation and waiting for the control time interval to reach T _c Then, assigning t+1 to t, and returning to the step 1 for sequential execution;

step 4.5 judging whether the control time interval reaches T _c If yes, assigning t+1 to t, and returning to the step 1 for sequential execution; otherwise, returning to the step 4.1 to continue traversing.

2. An electronic device comprising a memory and a processor, wherein the memory is configured to store a program that supports the processor to execute the vehicle co-channel change control method of claim 1, the processor being configured to execute the program stored in the memory.

3. A computer-readable storage medium, on which a computer program is stored, characterized in that the computer program, when being executed by a processor, performs the steps of the vehicle co-channel change control method according to claim 1.