CN111325981A - Intersection traffic flow microscopic control method under intelligent network connection condition - Google Patents

Intersection traffic flow microscopic control method under intelligent network connection condition Download PDF

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CN111325981A
CN111325981A CN202010132865.9A CN202010132865A CN111325981A CN 111325981 A CN111325981 A CN 111325981A CN 202010132865 A CN202010132865 A CN 202010132865A CN 111325981 A CN111325981 A CN 111325981A
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vehicle
speed
time
lane
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CN111325981B (en
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林培群
黄鑫
陈晨
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South China University of Technology SCUT
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    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/01—Detecting movement of traffic to be counted or controlled
    • G08G1/0104—Measuring and analyzing of parameters relative to traffic conditions
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/07—Controlling traffic signals
    • G08G1/08—Controlling traffic signals according to detected number or speed of vehicles
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/09—Arrangements for giving variable traffic instructions
    • G08G1/095—Traffic lights
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/09—Arrangements for giving variable traffic instructions
    • G08G1/0962—Arrangements for giving variable traffic instructions having an indicator mounted inside the vehicle, e.g. giving voice messages
    • G08G1/0967—Systems involving transmission of highway information, e.g. weather, speed limits
    • G08G1/096708—Systems involving transmission of highway information, e.g. weather, speed limits where the received information might be used to generate an automatic action on the vehicle control
    • G08G1/096725—Systems involving transmission of highway information, e.g. weather, speed limits where the received information might be used to generate an automatic action on the vehicle control where the received information generates an automatic action on the vehicle control
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/16—Anti-collision systems
    • G08G1/167—Driving aids for lane monitoring, lane changing, e.g. blind spot detection

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Abstract

The invention discloses an intersection traffic flow microscopic control method under an intelligent network connection condition, which comprises the following steps: 1) dividing the lane into a CVT lane and a SCT lane; 2) when the vehicle reaches the speed change control area, the initial state S is obtained0(v0,t0) (ii) a 3) According to the time when each vehicle reaches the conflict point in the constant speed control area and the occupied time, a safe passing space-time track is searched for the vehicle from the passable time gap of the traffic flow, and the speed-time parameter S of the vehicle entering the constant speed control area is obtained1(v1,t1) (ii) a 4) ObtainingDynamic running parameters of the vehicle in the speed change control area, and front and rear vehicles in the same direction in the speed change control area should meet a certain relation; 5) and controlling the vehicle according to the motion parameters obtained in the step 3) and the step 4). The invention can refine and systematically plan the motion process of the individual vehicle, thereby obviously improving the overall operation efficiency of the traffic system.

Description

Intersection traffic flow microscopic control method under intelligent network connection condition
Technical Field
The invention relates to the technical field of signal control technology research of road intersections, in particular to an intersection traffic flow micro-control method under the condition of intelligent network connection.
Background
At present, except for the intersection with small flow, a self-organizing and no-signal control mode is adopted, and most urban intersections adopt a signal lamp control mode, wherein the mode comprises a plurality of technical forms such as single-point, main line and regional control. As an important component of an intelligent traffic system, intersection signal control technology is popularized and applied in many cities, however, practice shows that even though an international advanced regional coordination control system (such as SCATS, used for Shanghai, Guangzhou, Shenyang and the like; SCOOT, used for Beijing, Chengdu, Dalian and the like) is adopted, the effect of relieving urban traffic jam conditions is relatively limited, so that the current control mode based on signal lamps cannot meet the increasing traffic demands.
At present, technologies such as internet of things and mobile internet are rapidly developing, internet of vehicles (characterized by real-time interconnection of vehicles and roads) becomes the most active branch of internet of things, and wireless access base IEEE 802.11p and IEEE1609 protocol families in vehicle-mounted environment are promulgated in 11 months and 12 months of 2010 respectively. The car networking technology provides a wide technical space for carrying out traffic flow accurate control.
Ribank et al propose an intersection traffic flow microcosmic control method under the car networking environment, the result shows: compared with the existing signal control technology, the provided microscopic control method of the internet of vehicles can effectively improve the traffic capacity of the traffic flow of the intersection, remarkably reduce traffic delay and reduce parking times (Ribes, Zuofuqing, Zuoyumu. a microscopic control method of the traffic flow of the intersection [ P ]. CN103714704A,2014-04-09 ] in the environment of the internet of vehicles). However, the above method has a certain limitation that the method does not consider a microscopic treatment method of the intersection under a mixed traffic flow (a traffic flow in which an automatic driving vehicle and a manual driving vehicle exist). Networked and autonomous vehicles (CAV) are expected to gradually penetrate the automotive market over many years, but may not reach 90% of autonomous vehicle penetration in the near future (Bansal, P., & Kockelman, K.M. (2017).
Considering that the urban traffic has a certain distance to realize 100% CAV permeability in China, taking the measures of parallel ETC and manual toll collection in the transition period before realizing 100% ETC toll collection of the expressway in China as a reference, in order to improve the traffic capacity of the intersection under the condition of mixed traffic flow, the signal lamp control and the vehicle networking control of the urban intersection should be implemented simultaneously.
Under the background, a traffic flow control method which can refine and systematically arrange the motion process of individual vehicles and set up a traditional signal lamp control mode simultaneously is provided for urban intersections, so that the overall operation efficiency of a traffic system is obviously improved, and the traffic flow control method has important significance.
Disclosure of Invention
The invention mainly aims to overcome the defects of the prior art and provide an intersection traffic flow microscopic control method under the condition of intelligent network connection.
The invention is realized by at least one of the following technical schemes.
An intersection traffic flow microscopic control method under the condition of intelligent network connection comprises the following steps:
(1) setting a leftmost lane in front of an intersection as a Signal Control Technology (SCT), and setting an area in a stop line as a free Control area; each intersection is provided with four signal lamps and a central controller, each SCT lane is provided with an induction device, the induction devices and the signal lamps are in real-time information interaction with the central controller and are switched under the action of the central controller, and vehicles freely run in the areas in front of the intersection and in a stop line of the lane according to the traffic signal lamps;
the control mode of the SCT lane is as follows: the vehicles freely run before reaching the stop line, when the number of the vehicles stopping before the stop line exceeds the limit or the waiting time of one vehicle exceeds the limit time, the signal lamp turns green, the green time is fixed, otherwise, the signal lamp is in a normally red state.
(2) Two lanes on the front right side of a stop line at an intersection are set as a Connected Vehicle Technology (CVT), namely a variable speed control area, the length of the variable speed control area is d, and the area in the stop line is a constant speed control area; each intersection is provided with a central controller, each vehicle carries out real-time information interaction with the central controller after entering a speed change control area and a constant speed control area and carries out full automatic driving under the action of the central controller (the speed, the acceleration and the intersection steering of the vehicle are completely controlled by the central controller), the vehicle can freely change speed in the speed change control area, but the vehicle needs to drive at a constant speed according to the speed of the vehicle entering a stop line of the intersection in the constant speed control area until the vehicle leaves the constant speed control area;
(3) when the vehicle reaches the speed change control area, the initial state S is obtained0(v0,t0) Wherein v is0Is an initial velocity, t0Is the initial time;
(4) according to the time of each vehicle reaching the conflict point (the point where traffic flows in different flow directions intersect) in the constant speed control area and the occupied time, a space-time track capable of safely passing through (no collision at the conflict point) is searched for the vehicle from the passable time gap of the vehicle flow, and the speed-time parameter S of the vehicle entering the constant speed control area is obtained1(v1,t1)；
(5) According to the obtained S0(v0,t0) And S1(v1,t1) The method comprises the following steps of taking the acceleration of a vehicle as a control object, obtaining dynamic running parameters of the vehicle in a speed change control area, wherein front and rear vehicles in the same direction in the speed change control area meet a certain relation;
(6) and (5) controlling the vehicle according to the motion parameters obtained in the step (4) and the step (5) by the vehicle, so that the vehicle can be automatically driven.
Further, in the step (3), the initial state S of the vehicle is acquired0(v0,t0) In, v0Is the instantaneous speed of the vehicle, i.e., the point speed.
Further, the speed-time parameter S of the vehicle entering the constant speed control area is obtained in the step (4)1(v1,t1) The steps are as follows:
(4-1) setting the length of the speed change control area as d, and setting the maximum acceleration as a in the process from the time when the vehicle enters the speed change control area to the time when the vehicle leaves the intersectionmaxMaximum deceleration is aminMaximum velocity vmaxThe minimum speed of the vehicle running in the constant speed control area is vmin；
(4-2) calculating the earliest time t for the vehicle to enter the constant speed control areamin：
If it is
Figure BDA0002396270380000031
Then:
Figure BDA0002396270380000032
otherwise:
Figure BDA0002396270380000033
let T (n) be tmin；
(4-3) calculating the speed of the vehicle entering the constant speed control area:
when a vehicle N reaches a stop line at a time point T (N), the vehicle N needs to pass through N conflict points to pass through an intersection, in order to avoid space-time overlapping at the conflict points, the speed V (N) of the vehicle N passing through the stop line is restrained by the speed of other vehicles and signal lamps, and the specific restraint comprises the following conditions:
in case one, when the SCT lane signal light is fully red, the speed v (n) at which the vehicle n passes through the stop line is constrained only by the speed of the other vehicle:
Figure BDA0002396270380000041
or
Figure BDA0002396270380000042
In case two, when a certain signal lamp of the SCT lane is green, the speed V (n) of the vehicle n passing through the stop line is restricted by the signal lamp and other vehicles:
when vehicle n is located in the red light direction lane:
Figure BDA0002396270380000043
or
Figure BDA0002396270380000044
When the vehicle n is located in a straight lane in the green light direction:
Figure BDA0002396270380000045
or
Figure BDA0002396270380000046
Or
Figure BDA0002396270380000047
In the above formula
Figure BDA0002396270380000048
Indicates the ith conflict point CiDistance to the entry lane stop line of vehicle n, L representing intersection length;
Figure BDA0002396270380000049
indicates the passage of the ith conflict pointCiJ-th vehicle, i ═ 1,2, …, N;
Figure BDA00023962703800000410
indicates the conflict point CiTo the vehicle
Figure BDA00023962703800000411
Distance of the entry lane stop line;
Figure BDA00023962703800000412
and
Figure BDA00023962703800000413
respectively representing vehicles
Figure BDA00023962703800000414
Time and speed of entering an intersection stop line;
Figure BDA00023962703800000415
indicating vehicle n and vehicle
Figure BDA00023962703800000416
The safe time interval of (2);
Figure BDA00023962703800000417
indicating that vehicle n passes through conflict point CiThe time when all red lights of the SCT lane are lighted, and the time when all red lights of the SCT lane are lighted when the TG vehicle n leaves the intersection;
obtaining a speed set that the vehicle N can pass through the N conflict points without conflict under the constraint conditions, and if the set is not empty, obtaining the maximum value in the set and recording the maximum value as vmOtherwise, let T (n) ═ T (n) + Td，TdA time adjustment quantity is calculated again according to the constraint conditions, and a new speed set enabling the vehicle N to pass through the N conflict points without conflict is calculated;
(4-4) order velocity v1＝vmTime t1T (n), the operating parameter S is obtained1(v1,t1)。
Further, the condition that a certain signal lamp of the SCT lane is green in the step (4-3) is that:
Figure BDA0002396270380000051
in the above formula: prMeans the waiting time, M, for the first vehicle before the stop line of the entry lane rrThe number of the parking in front of a parking line r of an entrance lane is shown, and r represents a vehicle entrance lane; TP is the set maximum value of the parking waiting time, NP is the set maximum value of the number of parked cars;
when one of the above formula conditions is satisfied, the signal lamp sends a request to the control center, and after the time specified by the following formula, the signal lamp turns on green:
Figure BDA0002396270380000052
in the above formula: t (G)r) The time required for lighting the signal lamp when the signal lamp meets the condition is represented, and the time is represented as the vehicle entrance way;
particularly, if two or more intersections simultaneously satisfy the green lighting condition, the green lights are sequentially lighted according to the number of the signal lamp.
Further, in the step (4-3), the condition that the vehicle N can pass through the speed sets of the N conflict points without conflict under the constraint condition is as follows:
(4-3-1) calculation vehicle
Figure BDA0002396270380000053
And a constraint interval of the speed V (n) of the vehicle n by the signal lamp
Figure BDA0002396270380000054
And
Figure BDA0002396270380000055
the first condition is that when the SCT lane signal light is fully red:
Figure BDA0002396270380000056
and the second situation is that when a certain signal lamp of the SCT lane is green:
when vehicle n is located in the red light direction lane:
Figure BDA0002396270380000057
when the vehicle n is located in a straight lane in the green light direction:
Figure BDA0002396270380000058
(4-3-2) calculating the passing overshoot Point CiThe speed constraint intervals of all the vehicles to the vehicle n form a set, and are marked as Z (C)i) Where i is 1,2, …, N denotes the number of conflict points, then:
situation one,
Figure BDA0002396270380000061
The second case,
When vehicle n is located in the red light direction lane:
Figure BDA0002396270380000062
when the vehicle n is located in a straight lane in the green light direction:
Figure BDA0002396270380000063
in the above formula:
Figure BDA0002396270380000064
indicating the passage of the conflict point C1,C2,…,CNThe number of vehicles of (1);
Figure BDA0002396270380000065
indicating vehicles
Figure BDA0002396270380000066
For the constraint interval of the speed v (n) of the vehicle n,
Figure BDA0002396270380000067
indicates the passage of the ith conflict point CiThe jth vehicle of (1);
Figure BDA0002396270380000068
and
Figure BDA0002396270380000069
each represents a constraint interval of the speed V (n) of the vehicle n by the signal lamp pair, wherein
Figure BDA00023962703800000610
Indicating the ith collision point C of the signal lamp pairiTG represents the occupancy of all conflict points by the signal.
(4-3-3) let Q be { v ═ vmin≤V(n)≤vmaxThen the speed set vs (N) at which vehicle N can pass through N conflict points without conflict is:
the situation is as follows,
VS(n)＝Z(C1)∩Z(C2)…∩Z(CN)∩Q；
Situation two,
When vehicle n is located in the red light direction lane:
VS(n)＝(C1)∩Z(C2)…∩Z(CN)∩Q；
when the vehicle n is located in a straight lane in the green light direction:
VS(n)＝{Z(C)∩Q}∪{Z(C1)∩Z(C2)…∩Z(CN)∩Q}；
where z (c) represents the set of speeds at which vehicle n can pass through the intersection before the end of the green light at that directional intersection.
(4-3-4) if VS (n) is not empty, the speed entering the uniform speed control area takes the maximum value in the set VS (n) and is recorded as vmExecuting the step (4-4); if VS (n) is null, let T (n) ═ T (n) + TdRe-executing the steps (4-3-1) - (4-3-3), wherein TdIs a time of dayAnd (5) adjusting the amount.
Further, in the step (5), according to the obtained S0(v0,t0) And S1(v1,t1) And calculating the dynamic operation parameters of the vehicle in the speed change control area, and the steps are as follows:
(5-1) performing three-stage control on the running process of the vehicle in the speed change control area by taking the acceleration of the vehicle as a control object, wherein the three-stage control comprises the following steps: at an acceleration/deceleration a1As time tt1Constant speed motion at a speed v for a time tt, acceleration/deceleration a2As time tt2The uniform variable speed movement of (2);
(5-2) the 6 kinetic parameters in the three-stage control process meet the following constraint conditions:
t1-t0＝tt1+tt+tt2；
v＝a1tt1+v0；
v1＝a1tt1+v0+a2t2；
Figure BDA0002396270380000071
meanwhile, the vehicle should also satisfy the dynamic constraint condition of the vehicle and the space-time constraint condition of the front and rear vehicles in the same direction:
f(t0)＝v0；
f(t1)＝v1；
Figure BDA0002396270380000072
f′(t)∈[-amin,amax]；
Figure BDA0002396270380000073
Figure BDA0002396270380000074
in the formula: f (t) is the speed of the vehicle, f (t)0) Initial speed for the vehicle to enter the shift control region, f (t)1) The speed of the vehicle entering the constant speed control area, and f' (t) is the acceleration of the vehicle;
Figure BDA0002396270380000075
indicating the position of the k-th vehicle with the entrance lane of r and the turn of u on the road section; path (r, u) represents the flow direction of the vehicle, r represents the vehicle approach lane, and u represents the vehicle steering; k represents a vehicle order; Δ S represents the front and rear vehicle safety distance in the same direction;
all the constraint conditions form a multi-constraint nonlinear mathematical programming model, the multi-constraint nonlinear mathematical programming model is solved, and if a feasible solution exists, 6 corresponding kinetic parameters are obtained; if no solution exists, go back to step (4) to search for new S1(v1,t1)。
Compared with the prior art, the invention has the following advantages and beneficial effects:
the invention provides an idea of arranging a Connected Vehicle Technology (CVT) lane and a Signal Control Technology (SCT) lane in front of an intersection, so that the intersection can be compatible with two driving modes at the same time, and each intersection is provided with a central controller. Aiming at the SCT lane, the invention provides a conditional light-on passing mode, namely when the number of vehicles is more than the limited number or the waiting time of a certain vehicle is more than the limited time before a stop line, a signal lamp turns green, the green time is fixed, otherwise, the signal lamp is in a normally red state, and the signal lamp state and a central controller carry out real-time information interaction. Aiming at a CVT lane, the invention provides a regional control idea, an intersection speed change control area and a constant speed control area are arranged, each vehicle can carry out real-time information interaction with a central controller after entering the control area and can carry out full automatic driving under the action of the central controller, then according to the initial running state of the vehicle entering the variable speed control area and the running state which is obtained from the space-time trajectory of safe vehicle passing in the constant speed control area and is required to be reached when the vehicle enters the constant speed control area, solving the dynamic parameters of the vehicle running in the speed change control area according to the established mathematical model and the control method of the acceleration sequence in the speed change control area, and controlling the vehicle to reasonably accelerate and decelerate at the intersection speed change control section according to the obtained dynamic parameters so that the vehicle can enter the intersection at a preset speed at a preset moment and pass through the intersection according to the found safe traffic space-time track. Therefore, the invention can carry out refinement and systematic overall planning on the motion process of the individual vehicle, obviously improves the overall operation efficiency of the traffic system, and solves the problems of traffic jam and serious delay caused by low efficiency and incapability of meeting the requirement of the existing intersection signal control mode.
Drawings
FIG. 1 is a schematic diagram illustrating partition control in the present embodiment;
FIG. 2 is a schematic view of the space-time trajectory of the vehicle in the present embodiment;
FIG. 3 is a flowchart of a control method in the present embodiment;
FIG. 4 is a schematic view of a control target in the present embodiment;
FIG. 5 is a diagram illustrating a three-stage control method in the shift control section according to the present embodiment;
FIG. 6 is a schematic view of an intersection in this example;
FIG. 7 is a vehicle space-time trajectory diagram of the shift control region in this example;
fig. 8 is a graph showing a change in vehicle speed in the shift control region in this example.
Detailed Description
The present invention will be described in further detail with reference to examples and drawings, but the present invention is not limited thereto.
The intersection traffic flow microscopic control method under the intelligent network connection condition is based on the following assumptions:
setting the leftmost lane in front of the intersection as an SCT lane and the area in the stop line as a free control area; each intersection is provided with four signal lamps (four entrance roads of east, south, west and north are provided with one signal lamp) and a central controller, each SCT lane is provided with an induction device, the induction devices (a ground induction vehicle detector, model: LBW-D02) and the signal lamps are subjected to real-time information interaction with the central controller and are subjected to signal lamp conversion under the action of the central controller, and vehicles freely run according to the traffic signal lamps in the areas in front of the intersection of the lane and in a stop line;
the control mode of the SCT lane is as follows: the vehicles freely run before reaching the stop line, when the number of the vehicles stopping before the stop line exceeds the limit or the waiting time of one vehicle exceeds the limit time, the signal lamp turns green, the green time is fixed, otherwise, the signal lamp is in a normally red state.
Setting two lanes on the front right side of a stop line at an intersection as a CVT lane, namely a speed change control area, wherein the length of the speed change control area is d, and the area in the stop line is a constant speed control area; each intersection is provided with a central controller, each vehicle carries out real-time information interaction with the central controller after entering a speed change control area and a constant speed control area and carries out full automatic driving under the action of the central controller (the speed, the acceleration and the intersection steering of the vehicle are completely controlled by the central controller), the vehicle can freely change speed in the speed change control area, but the vehicle needs to drive at a constant speed according to the speed of the vehicle entering a stop line of the intersection in the constant speed control area until the vehicle leaves the constant speed control area;
the control mode of the CVT lane is as follows: setting a section of road section with the length d before a stop line of an intersection as a speed change control area, and setting an area in the stop line as a constant speed control area; when the vehicle reaches the speed change control area, the initial state S is obtained0(v0,t0) Wherein v is0Is a speed, t0Is the time; according to the time when each vehicle reaches the conflict point in the constant speed control area and the occupied time, a safe passing space-time track is searched for the vehicle, and a speed-time parameter S of the vehicle entering the constant speed control area is obtained1(v1,t1) (ii) a According to the obtained S0(v0,t0) And S1(v1,t1) Calculating dynamic operation parameters of the vehicle in the speed change control area; and the vehicle automatically drives according to the motion parameters calculated in the steps.
The assumption of this embodiment further includes:
(1) each intersection is provided with a Central Controller (CC) as a background overall control unit;
(2) an individual Vehicle (VC) is driven completely automatically after entering a CVT lane of a control area, and the VC and the CC can communicate in real time;
(3) the SCT lane can detect lane information in real time and judge whether the green light lighting condition is met or not;
(4) the signal lamp and the CC can communicate in real time, and the signal lamp can submit the state and the state duration time of the signal lamp to the CC;
(5) the VC can submit destination (travel path), accurate spatial position and speed information to the CC;
(6) the CC can control the motion process of the VC;
(7) the communication between the VC and the CC has no transmission delay or the delay is within an acceptable range;
(8) the running road surface of the vehicle is flat, and the influence of gravity on the acceleration of the vehicle can be ignored;
(9) only motor vehicles are considered.
As the central zone of the intersection has numerous conflict points and the distance between the conflict points is short, in order to ensure the driving safety, as shown in fig. 1, for a CVT lane, a section of road with the length d before the stop line of the intersection is marked out as a speed change control area, and the area in the stop line is called as a constant speed control area.
When a certain vehicle reaches the speed change control area, the initial state S of the vehicle is acquired0(v0,t0) (wherein v is0Is the instantaneous speed of the vehicle, i.e. the point speed, t0Is a time of day). Then searching a safe-passing space-time track for the vehicle from the passable time gap of the vehicle flow in the constant speed control area to obtain the state S of the vehicle entering the intersection constant speed control area1(v1,t1). On the basis of S0(v0,t0) And S1(v1,t1) And calculating the dynamic parameters of the vehicle such as speed, acceleration and the like in the speed change control area.
The motion process of the vehicle passing through the speed change control area and the constant speed control area can be intuitively described by a space-time trajectory with a certain width, as shown in fig. 2. Among them, Vehicle-occupancyOccupancy) is used to describe the time occupancy of the conflict point by the signal lights or by each vehicle passing through the constant speed control area, characterizing the time of arrival of the vehicle at the conflict point and the time of occupancy. In FIG. 2, A represents the space-time track of vehicle running in the speed change control area, B represents the space-time track of vehicle passing safely in the uniform speed control area, and L1～L4Respectively representing the distances from the conflict points 1-4 to the stop line of the intersection. The Vehicle-occupancy model and the space-time trajectory solving method enable intersections with any multiple conflict points to be modeled and solved by adopting a unified framework, and therefore the Vehicle-occupancy model and the space-time trajectory solving method have good universality.
The Vehicle-occupancy of a certain Vehicle A passing through the conflict point C is denoted as vo (C, A), and the set of the Vehicle-occupancies of all vehicles passing through C can be denoted as VO (C). The length of the speed change control area is d, and the maximum acceleration of the vehicle is a in the process from entering the speed change control area to driving off the intersectionmaxMaximum deceleration is aminMaximum velocity vmaxThe minimum speed of the vehicle running in the constant speed control area is vminThen the vehicle must satisfy the following constraints:
(1) vehicle own dynamic constraints:
f(t0)＝v0(1)
f(t1)＝v1(2)
Figure BDA0002396270380000111
f′(t)∈[-amin,amax](4)
Figure BDA0002396270380000112
in the above formula: f (t) represents vehicle speed, f (t)0) Initial speed for the vehicle to enter the shift control region, f (t)1) The speed of the vehicle entering the constant speed control area, and f' (t) is the acceleration of the vehicle; t represents the time.
(2) Space-time constraint conditions of front and rear vehicles in the same direction:
Figure BDA0002396270380000113
in the formula:
Figure BDA0002396270380000114
indicating the position of the k-th vehicle with the entrance lane of r and the turn of u on the road section; path (r, u) represents the flow direction of the vehicle, r represents the vehicle approach lane, and u represents the vehicle steering; k represents a vehicle order; Δ S represents the front and rear vehicle safety distance in the same direction;
(3) space-time constraint conditions of vehicles in the conflict direction:
Figure BDA0002396270380000115
in the formula: c1,C2,…,CNN conflict points that the vehicle a must pass through the intersection are represented; VO (C)N) Indicates all passing conflict points CNA Vehicle-occupancy set of vehicles; vo (C)NA) represents the passing of the overshoot point CNVehicle-occupancy of a certain Vehicle A.
As shown in fig. 2, there are two key issues to be solved to implement vehicle control:
(1) the key point of the method for acquiring the air track in the constant speed control area for avoiding the collision of the vehicles is to find feasible S1(v1,t1)；
(2) Vehicle slave state S completed in speed change control area0To S1The transformed vehicle dynamics parameter solving algorithm.
The intersection traffic flow microscopic control method of the embodiment is described below with reference to fig. 3, and the microscopic control method includes the following steps:
step S1, when the vehicle enters the gear shifting control region, the vehicle initial state S is obtained0(v0,t0)；
Step S2, according to the time and the occupied time of each vehicle reaching the conflict point (the point where the traffic flows in different flow directions intersect) in the constant speed control area, the traversable time interval of the vehicle flow isThe vehicle searches for a safe passing space-time track to obtain a speed-time parameter S of the vehicle entering a constant speed control area1(v1,t1) (ii) a The concrete steps are shown in step S21 to step S24;
step S21) setting the length of the speed change control area as d, and the maximum acceleration as a during the process from entering the speed change control area to driving off the intersectionmaxMaximum deceleration is aminMaximum velocity vmaxThe minimum speed of the vehicle running in the constant speed control area is vmin(ii) a Calculating the earliest time t for the vehicle to enter a constant speed control areamin：
If it is
Figure BDA0002396270380000121
Then:
Figure BDA0002396270380000122
otherwise:
Figure BDA0002396270380000123
let T (n) be tmin；
Step S22, calculating the speed of the vehicle entering the constant speed control area:
firstly, when a vehicle N reaches a stop line at a time point T (N), the vehicle N needs to pass through N conflict points to pass through an intersection, and in order to avoid space-time overlapping at the conflict points, the speed V (N) of the vehicle N passing through the stop line is restrained by the speeds of other vehicles;
in case one, when the SCT lane signal light is fully red, the speed v (n) at which the vehicle n passes through the stop line is constrained only by the speed of the other vehicle:
Figure BDA0002396270380000124
or
Figure BDA0002396270380000125
In case two, when a certain signal lamp of the SCT lane is green, the speed V (n) of the vehicle n passing through the stop line is restricted by the signal lamp and other vehicles:
when vehicle n is located in the red light direction lane:
Figure BDA0002396270380000126
or
Figure BDA0002396270380000127
When the vehicle n is located in a straight lane in the green light direction:
Figure BDA0002396270380000128
or
Figure BDA0002396270380000131
Or
Figure BDA0002396270380000132
In the above formula
Figure BDA0002396270380000133
Indicates the ith conflict point CiDistance to the entry lane stop line of vehicle n, L representing intersection length;
Figure BDA0002396270380000134
indicates the passage of the ith conflict point CiJ-th vehicle, i ═ 1,2, …, N;
Figure BDA0002396270380000135
indicates the conflict point CiTo the vehicle
Figure BDA0002396270380000136
Distance of the entry lane stop line;
Figure BDA0002396270380000137
and
Figure BDA0002396270380000138
respectively representing vehicles
Figure BDA0002396270380000139
Time and speed of entering an intersection stop line;
Figure BDA00023962703800001310
indicating vehicle n and vehicle
Figure BDA00023962703800001311
The safe time interval of (2);
Figure BDA00023962703800001312
indicating that vehicle n passes through conflict point CiThe time when all red lights of the SCT lane are lighted, and the time when all red lights of the SCT lane are lighted when the TG vehicle n leaves the intersection;
obtaining a speed set that the vehicle N can pass through the N conflict points without conflict under the constraint conditions, and if the set is not empty, obtaining the maximum value in the set and recording the maximum value as vmOtherwise, let T (n) ═ T (n) + Td，TdA time adjustment quantity is calculated again according to the constraint conditions, and a new speed set enabling the vehicle N to pass through the N conflict points without conflict is calculated;
the condition that a certain signal lamp of the SCT lane is green is as follows:
Figure BDA00023962703800001313
in the above formula: prMeans the waiting time, M, for the first vehicle before the stop line of the entry lane rrThe number of the parking in front of a parking line r of an entrance lane is shown, and r represents a vehicle entrance lane; TP is the set maximum value of the parking waiting time, NP is the set maximum value of the number of parked cars;
when one of the above formula conditions is satisfied, the signal lamp sends a request to the control center, and after the time specified by the following formula, the signal lamp turns on green:
Figure BDA00023962703800001314
in the above formula: t (G)r) The time required for lighting the signal lamp when the signal lamp meets the condition is shown, and r represents the vehicle entrance way;
particularly, if two or more intersections simultaneously satisfy the green lighting condition, the green lights are sequentially lighted according to the number of the signal lamp.
Then, the step of calculating the set of speeds of the vehicle entering the constant speed control area (the speed of the vehicle N passing through the N conflict points without conflict under the constraint condition) is as follows:
a. the vehicle is obtained by the formula (10) -the formula (16)
Figure BDA00023962703800001315
Constraint interval for speed V (n) of vehicle n
Figure BDA00023962703800001316
The first condition is that when the SCT lane signal light is fully red:
Figure BDA0002396270380000141
and the second situation is that when a certain signal lamp of the SCT lane is green:
when vehicle n is located in the red light direction lane:
Figure BDA0002396270380000142
when the vehicle n is located in a straight lane in the green light direction:
Figure BDA0002396270380000143
b. calculating the passing conflict point CiThe speed constraint intervals of all the vehicles to the vehicle n form a set, and are marked as Z (C)i) Where i is 1,2, …, N, then:
situation one,
Figure BDA0002396270380000144
The second case,
When vehicle n is located in the red light direction lane:
Figure BDA0002396270380000145
when the vehicle n is located in a straight lane in the green light direction:
Figure BDA0002396270380000151
in the above formula:
Figure BDA0002396270380000152
indicating the passage of the conflict point C1,C2,…,CNThe number of vehicles.
Figure BDA0002396270380000153
Indicating vehicles
Figure BDA0002396270380000154
For the constraint interval of the speed v (n) of the vehicle n,
Figure BDA0002396270380000155
indicates the passage of the ith conflict point CiThe jth vehicle of (1);
Figure BDA0002396270380000156
and
Figure BDA0002396270380000157
each represents a constraint interval of the speed V (n) of the vehicle n by the signal lamp pair, wherein
Figure BDA0002396270380000158
Indicating the ith collision point C of the signal lamp pairiTG represents the occupancy of all conflict points by the signal.
c. Let set Q ═ vmin≤V(n)≤vmaxThen the speed set at which vehicle N can pass through N conflict points without conflict is:
the situation is as follows,
VS(n)＝Z(C1)∩Z(C2)…∩Z(CN)∩Q (23)
Situation two,
When vehicle n is located in the red light direction lane:
VS(n)＝Z(C1)∩Z(C2)…∩Z(CN)∩Q (24)
when the vehicle n is located in a straight lane in the green light direction:
VS(n)＝{Z(C)∩Q}∪{Z(C1)∩Z(C2)…∩Z(CN)∩Q} (25)
where z (c) represents the set of speeds at which vehicle n can pass through the intersection before the end of the green light at that directional intersection.
d. If VS (n) is not empty, in order to make the vehicle pass through the intersection as soon as possible, the speed of the vehicle entering the constant speed control area is the maximum value in the set VS (n) and is recorded as vmThe following step S23 is executed; if VS (n) is null, let T (n) ═ T (n) + TdRe-executing the step a to the step d, wherein TdIs a time adjustment;
step S23, order v1＝vm，t1T (n) to obtain S1(v1,t1)；
Step S3, solving the dynamic parameters of the variable speed control area:
according to S0(v0,t0) And S1(v1,t1) The state change of the vehicle to be completed in the shift control region is as shown in equation (26).
Figure BDA0002396270380000159
The control target of the shift control region is an integration process as shown in fig. 4.
Figure BDA00023962703800001510
Vehicle from t0At a time, making a variable-speed movement to t1After the time comes, the constraints of equations (1) to (7) should be satisfied.
To realize the speed change process, the acceleration of the vehicle is taken as a control object, and three-stage control is carried out on the running process of the vehicle in the speed change control area, as shown in fig. 5:
(1) a first stage A: at an acceleration/deceleration a1As time tt1The uniform variable speed movement of (2);
(2) a second stage B: constant motion with the speed v as the time tt;
(3) and a third stage C: at an acceleration/deceleration a2As time tt2Is moved at a uniform rate.
The 6 kinetic parameters in the three-section control process should meet the following requirements:
t1-t0＝tt1+tt+tt2(28)
v＝a1tt1+v0(29)
v1＝a1tt1+v0+a2tt2(30)
Figure BDA0002396270380000161
a multi-constraint nonlinear mathematical programming model is formed by the formulas (1) to (7) and the formulas (28) to (31). Solving the dynamic parameters, and if feasible solutions exist, obtaining corresponding 6 dynamic parameters; if not, go back to step S2 to find a new S1(v1,t1)。
The following describes in detail the application process of the control method according to this embodiment by taking the intersection shown in fig. 6 as an example. In the figure, the right-turn traffic flow at the intersection is divided into canalized streams, and each entrance lane has 1 CVT straight lane, 1 CVT left-turn special lane and one SCT left-turn and straight mixed lane, so that the intersection has general representativeness.
For ease of calculation, the time dimension for a vehicle is described in relative time in units of s, spatial distance in units of m, and velocity in units of m/s. The length of the intersection is 23m, the distance from each inlet straight lane stop line to the first conflict point at the intersection is 2m, the distance to the second conflict point is 7m, the distance to the third conflict point is 16m, the distance to the fourth conflict point is 21m, and the safety time distance between vehicles in the conflict direction is 1 s. The specific parameter settings in the control process are shown in table 1.
TABLE 1 parameter settings
Figure BDA0002396270380000162
Figure BDA0002396270380000171
From time 0, three vehicles A, B, C, D, E, F, G arrive at the speed change control area in the intersection section, a green light request in the east entry direction is received at time 3, and the states of the vehicles are shown in table 2.
TABLE 2 vehicle entering Shift control zone State Table
Figure BDA0002396270380000172
Control schemes are developed for the vehicle A, B, C, D, E, F, G in accordance with the control methods previously described. (1) The vehicle A control scheme is formulated as follows:
step S1, obtaining vehicle initial state S0(17,0)；
Step S2, calculating speed-time parameter S of vehicle entering uniform speed control area1(v1,t1)；
Step S21, calculating the earliest time t for the vehicle to enter the uniform speed control areamin. Because of the fact that
Figure BDA0002396270380000173
So that the earliest time when the vehicle enters the constant speed control area
Figure BDA0002396270380000174
T(n)＝tmin＝5.1；
Step S22, calculating the speed of the vehicle entering the constant speed control area, because the speed of the vehicle A is not influenced by other vehicles, the speed of the vehicle entering the intersection is obtained by executing the steps a to d and the maximum value v should be takenm＝vmaxTime t (n) to enter the intersection t (25)min5.1 and perform step S23;
step S23, order v1＝vm＝25，t1(n) 5.1 to obtain S1(25,5.1)；
Step S3, solving the dynamic parameters of the variable speed control area: from S0(17,0) and S1(25,5.1) according to the three-stage control method, the corresponding kinetic control parameters were obtained as shown in Table 3.
TABLE 3 vehicle A dynamics control parameters
Figure BDA0002396270380000175
(2) The vehicle B control scheme is formulated as follows:
step S1, obtaining vehicle initial state S0(10,1)；
Step S, calculating a speed-time parameter S of the vehicle entering a constant speed control area1(v1,t1)；
Step S21, calculating the earliest time t for the vehicle to enter the uniform speed control areamin. Because of the fact that
Figure BDA0002396270380000181
Earliest time when vehicle enters uniform speed control area
Figure BDA0002396270380000182
T(n)＝tmin＝6.7；
Step S22, calculating the speed of the vehicle entering the constant speed control area, since the speed of the vehicle B may be influenced by the vehicleThe influence of a is obtained by performing steps a to d and solving for t (n) of 6.7, vm＝v max25, and performing step S23;
step S23, order v1＝vm＝25，t1(n) 6.7 to obtain S1(25,6.7)；
Step S3, solving the dynamic parameters of the variable speed control area: from S0(10,1) and S1(25,6.7) according to the three-stage control method, the corresponding kinetic control parameters were obtained as shown in Table 4.
TABLE 4 vehicle B dynamics control parameters
Figure BDA0002396270380000183
(3) The vehicle C control scheme is formulated as follows:
step S1, obtaining vehicle initial state S0(17,1.5)；
Step S2, calculating speed-time parameter S of vehicle entering uniform speed control area1(v1,t1)；
Step S21, calculating the earliest time t for the vehicle to enter the uniform speed control areamin. Because of the fact that
Figure BDA0002396270380000184
Earliest time when vehicle enters uniform speed control area
Figure BDA0002396270380000185
T(n)＝tmin＝6.6；
Step S22, calculating the speed of the vehicle entering the constant speed control area, since the speed of the vehicle C may be influenced by the vehicle B, the calculation is performed through steps a to d, and t (n) is 7.6, vm＝v max25, and performing step S23;
step S23, order v1＝vm＝25，t1(n) 7.6 to obtain S1(25,7.6)；
Step S3, solving the dynamic parameters of the variable speed control area: from S0(17,1.5) and S1(25,7.6) according to three paragraphsThe control method, finding the corresponding kinetic control parameters is shown in table 5.
TABLE 5 vehicle C dynamics control parameters
Figure BDA0002396270380000186
Figure BDA0002396270380000191
(4) The vehicle D control scheme is formulated as follows:
step S1, obtaining vehicle initial state S0(18,4)；
Step S2, calculating speed-time parameter S of vehicle entering uniform speed control area1(v1,t1)；
Step S21, calculating the earliest time t for the vehicle to enter the uniform speed control areamin. Because of the fact that
Figure BDA0002396270380000192
Earliest time when vehicle enters uniform speed control area
Figure BDA0002396270380000193
T(n)＝tmin＝9.0；
Step S22, calculating the speed of the vehicle entering the constant speed control area, because the speed of the vehicle D may be affected by the signal light, and performing steps a to D to obtain the speed, where t (n) is 24.5, vm＝v max25, and performing step S23;
step S23, order v1＝vm＝25，t1(n) 24.5 to obtain S1(25,24.5)；
Step S3, solving the dynamic parameters of the variable speed control area: from S0(18,4) and S1(25,24.5) according to the segment control method, the corresponding kinetic control parameters were found as shown in Table 5.
TABLE 6 vehicle D dynamics control parameters
Figure BDA0002396270380000194
(5) The vehicle E control scheme is formulated as follows:
step S1, obtaining vehicle initial state S0(12,4.5)；
Step S2, calculating speed-time parameter S of vehicle entering uniform speed control area1(v1,t1)；
Step S21, calculating the earliest time t for the vehicle to enter the uniform speed control areamin. Because of the fact that
Figure BDA0002396270380000195
Earliest time when vehicle enters uniform speed control area
Figure BDA0002396270380000196
T(n)＝tmin＝10.0；
Step S22, calculating the speed of the vehicle entering the constant speed control area, since the speed of the vehicle C may be influenced by the vehicle B, the calculation is performed through steps a to d, and t (n) is 24.5, vm＝v max25, and performing step S23;
step S23, order v1＝vm＝25，t1(n) 24.5 to obtain S1(25,24.5)；
Step S3, solving the dynamic parameters of the variable speed control area: from S0(12,4.5) and S1(25,24.5) according to the three-stage control method, the corresponding kinetic control parameters were obtained as shown in Table 5.
TABLE 7 vehicle E dynamics control parameters
Figure BDA0002396270380000201
(6) The vehicle F control scheme is formulated as follows:
step S1, obtaining vehicle initial state S0(17,5)；
Step S2, calculating speed-time parameter S of vehicle entering uniform speed control area1(v1,t1)；
Step (ii) ofS21, calculating the earliest time t for the vehicle to enter the constant speed control areamin. Because of the fact that
Figure BDA0002396270380000202
Earliest time when vehicle enters uniform speed control area
Figure BDA0002396270380000203
T(n)＝tmin＝10.0；
Step S22, calculating the speed of the vehicle entering the constant speed control area, since the speed of the vehicle C may be influenced by the vehicle B, the calculation is performed through steps a to d, and t (n) is 24.5, vm＝v max25, and performing step S23;
step S23, order v1＝vm＝25，t1(n) 25.5 to obtain S1(25,24.5)；
Step S3, solving the dynamic parameters of the variable speed control area: from S0(17,5) and S1(25,24.5) according to the three-stage control method, the corresponding kinetic control parameters were obtained as shown in Table 5.
TABLE 8 vehicle F dynamics control parameters
Figure BDA0002396270380000204
(7) The vehicle G control scheme is formulated as follows:
step S1, obtaining vehicle initial state S0(16,5.5)；
Step S2, calculating speed-time parameter S of vehicle entering uniform speed control area1(v1,t1)；
Step S21, calculating the earliest time t for the vehicle to enter the uniform speed control areamin. Because of the fact that
Figure BDA0002396270380000205
Earliest time when vehicle enters uniform speed control area
Figure BDA0002396270380000206
T(n)＝tmin＝10.6；
Step S22, calculating the speed of the vehicle entering the constant speed control area, since the speed of the vehicle C may be influenced by the vehicle B, the calculation is performed through steps a to d, and t (n) is 10.6, vm＝v max25, and performing step S23;
step S23, order v1＝vm＝25，t1(n) 10.6 to obtain S1(25,10.6)；
Step S3, solving the dynamic parameters in the speed change control area by S0(16,5.5) and S1(25,10.6) according to the three-stage control method, the corresponding kinetic control parameters were obtained as shown in Table 5.
TABLE 9 vehicle G dynamics control parameters
Figure BDA0002396270380000211
The space-time trajectory and the speed change curve of the vehicle A, B, C, D, E, F, G in the shift control region are shown in fig. 7 and 8, respectively.
The above embodiments are preferred embodiments of the present invention, but the present invention is not limited to the above embodiments, and any other changes, modifications, substitutions, combinations, and simplifications which do not depart from the spirit and principle of the present invention should be construed as equivalents thereof, and all such changes, modifications, substitutions, combinations, and simplifications are intended to be included in the scope of the present invention.

Claims (6)

1. An intersection traffic flow microscopic control method under the condition of intelligent network connection is characterized by comprising the following steps:
(1) setting the leftmost lane in front of the intersection as an SCT lane and the area in the stop line as a free control area; each intersection is provided with four signal lamps and a central controller, each SCT lane is provided with an induction device, the induction devices and the signal lamps are in real-time information interaction with the central controller and are switched under the action of the central controller, and vehicles freely run in the areas in front of the intersection and in a stop line of the lane according to the traffic signal lamps;
(2) setting two lanes on the front right side of a stop line at an intersection as a CVT lane, namely a speed change control area, wherein the length of the speed change control area is d, and the area in the stop line is a constant speed control area; each intersection is provided with a central controller, each vehicle carries out real-time information interaction with the central controller after entering a speed change control area and a constant speed control area and carries out full automatic driving under the action of the central controller, the vehicle can freely change speed in the speed change control area, but the vehicle needs to run at a constant speed in the constant speed control area according to the speed of the vehicle entering a stop line of the intersection until the vehicle leaves the constant speed control area;
(3) when the vehicle reaches the speed change control area, the initial state S is obtained0(V0,t0) Wherein v is0Is an initial velocity, t0Is the initial time;
(4) according to the time when each vehicle reaches the conflict point in the constant speed control area and the occupied time, a safe passing space-time track is searched for the vehicle from the passable time gap of the traffic flow, and the speed-time parameter S of the vehicle entering the constant speed control area is obtained1(V1,t1)；
(5) According to the obtained S0(v0,t0) And S1(v1,t1) The method comprises the following steps of taking the acceleration of a vehicle as a control object, obtaining dynamic running parameters of the vehicle in a speed change control area, wherein front and rear vehicles in the same direction in the speed change control area meet a certain relation;
(6) and (5) controlling the vehicle according to the motion parameters obtained in the step (4) and the step (5) by the vehicle, so that the vehicle can be automatically driven.
2. The intersection traffic flow microscopic control method under the intelligent network connection condition according to claim 1, wherein in the step (3), the acquired vehicle initial state S0(v0,t0) In, v0Is the instantaneous speed of the vehicle, i.e., the point speed.
3. The intersection traffic flow microscopic control method under the intelligent networking condition according to claim 1, wherein the intersection traffic flow microscopic control method obtained in the step (4)Taking a speed-time parameter S of a vehicle entering a constant speed control area1(v1,t1) The steps are as follows:
(4-1) setting the length of the speed change control area as d, and setting the maximum acceleration as a in the process from the time when the vehicle enters the speed change control area to the time when the vehicle leaves the intersectionmaxMaximum deceleration is aminMaximum velocity vmaxThe minimum speed of the vehicle running in the constant speed control area is vmin；
(4-2) calculating the earliest time t for the vehicle to enter the constant speed control areamin：
If it is
Figure FDA0002396270370000021
Then:
Figure FDA0002396270370000022
otherwise:
Figure FDA0002396270370000023
let T (n) be tmin；
(4-3) calculating the speed of the vehicle entering the constant speed control area:
when a vehicle N reaches a stop line at a time point T (N), the vehicle N needs to pass through N conflict points to pass through an intersection, in order to avoid space-time overlapping at the conflict points, the speed V (N) of the vehicle N passing through the stop line is restrained by the speed of other vehicles and signal lamps, and the specific restraint comprises the following conditions:
in case one, when the SCT lane signal light is fully red, the speed v (n) at which the vehicle n passes through the stop line is constrained only by the speed of the other vehicle:
Figure FDA0002396270370000024
or
Figure FDA0002396270370000025
In case two, when a certain signal lamp of the SCT lane is green, the speed V (n) of the vehicle n passing through the stop line is restricted by the signal lamp and other vehicles:
when vehicle n is located in the red light direction lane:
Figure FDA0002396270370000026
or
Figure FDA0002396270370000027
When the vehicle n is located in a straight lane in the green light direction:
Figure FDA0002396270370000028
or
Figure FDA0002396270370000031
Or
Figure FDA0002396270370000032
In the above formula
Figure FDA0002396270370000033
Indicates the ith conflict point CiDistance to the entry lane stop line of vehicle n, L representing intersection length;
Figure FDA0002396270370000034
indicates the passage of the ith conflict point CiJ-th vehicle, i ═ 1,2, …, N;
Figure FDA0002396270370000035
indicates the conflict point CiTo the vehicle
Figure FDA0002396270370000036
Distance of the entry lane stop line;
Figure FDA0002396270370000037
and
Figure FDA0002396270370000038
respectively representing vehicles
Figure FDA0002396270370000039
Time and speed of entering an intersection stop line;
Figure FDA00023962703700000310
indicating vehicle n and vehicle
Figure FDA00023962703700000311
The safe time interval of (2);
Figure FDA00023962703700000312
indicating that vehicle n passes through conflict point CiThe time when all red lights of the SCT lane are lighted, and the time when all red lights of the SCT lane are lighted when the TG vehicle n leaves the intersection;
obtaining a speed set that the vehicle N can pass through the N conflict points without conflict under the constraint conditions, and if the set is not empty, obtaining the maximum value in the set and recording the maximum value as vmOtherwise, let T (n) ═ T (n) + Td，TdA time adjustment quantity is calculated again according to the constraint conditions, and a new speed set enabling the vehicle N to pass through the N conflict points without conflict is calculated;
(4-4) order velocity v1＝vmTime t1T (n), the operating parameter S is obtained1(v1,t1)。
4. The intersection traffic flow microscopic control method under the intelligent internet connection condition according to claim 3, wherein the condition that a certain signal lamp of the SCT lane in the step (4-3) is a green lamp is that:
Figure FDA00023962703700000313
in the above formula: prMeans the waiting time, M, for the first vehicle before the stop line of the entry lane rrThe number of the parking in front of a parking line r of an entrance lane is shown, and r represents a vehicle entrance lane; TP is the set maximum value of the parking waiting time, NP is the set maximum value of the number of parked cars;
when one of the above formula conditions is satisfied, the signal lamp sends a request to the control center, and after the time specified by the following formula, the signal lamp turns on green:
Figure FDA00023962703700000314
in the above formula: t (G)r) The time required for lighting the signal lamp when the signal lamp meets the condition is shown, and r represents the vehicle entrance way;
particularly, if two or more intersections simultaneously satisfy the green lighting condition, the green lights are sequentially lighted according to the number of the signal lamp.
5. The intersection traffic flow microscopic control method under the intelligent networking condition according to claim 3, wherein in the step (4-3), the condition that the vehicle N can pass through the speed set of the N conflict points without conflict under the constraint condition is as follows:
(4-3-1) calculation vehicle
Figure FDA0002396270370000041
And a constraint interval of the speed V (n) of the vehicle n by the signal lamp
Figure FDA0002396270370000042
And
Figure FDA0002396270370000043
the first condition is that when the SCT lane signal light is fully red:
Figure FDA0002396270370000044
or
Figure FDA0002396270370000045
And the second situation is that when the SCT lane signal lamp in a certain entrance direction is green:
when vehicle n is located in the red light direction lane:
Figure FDA0002396270370000046
or
Figure FDA0002396270370000047
When the vehicle n is located in a straight lane in the green light direction:
Figure FDA0002396270370000048
orOr
Figure FDA00023962703700000410
(4-3-2) calculating the passing overshoot Point CiThe speed constraint intervals of all the vehicles to the vehicle n form a set, and are marked as Z (C)i) Where i is 1,2, …, N denotes the number of conflict points, then:
situation one,
Figure FDA00023962703700000411
The second case,
When vehicle n is located in the red light direction lane:
Figure FDA00023962703700000412
when the vehicle n is located in a straight lane in the green light direction:
Figure FDA0002396270370000051
in the above formula:
Figure FDA0002396270370000052
indicating the passage of the conflict point C1,C2,…,CNThe number of vehicles of (1);
Figure FDA0002396270370000053
indicating vehicles
Figure FDA0002396270370000054
For the constraint interval of the speed v (n) of the vehicle n,
Figure FDA0002396270370000055
indicates the passage of the ith conflict point CiThe jth vehicle of (1);
Figure FDA0002396270370000056
and
Figure FDA0002396270370000057
each represents a constraint interval of the speed V (n) of the vehicle n by the signal lamp pair, wherein
Figure FDA0002396270370000058
Indicating the ith collision point C of the signal lamp pairiTG represents the occupancy of the signal lamp for all conflict points;
(4-3-3) let Q be { v ═ vmin≤V(n)≤vmaxThen the speed set vs (N) at which vehicle N can pass through N conflict points without conflict is:
the situation is as follows,
VS(n)＝Z(C1)∩Z(C2)…∩Z(CN)∩Q；
Situation two,
When vehicle n is located in the red light direction lane:
VS(n)＝Z(C1)∩Z(C2)…∩Z(CN)∩Q；
when the vehicle n is located in a straight lane in the green light direction:
VS(n)＝{Z(C)∩Q}∪{Z(C1)∩Z(C2)…∩Z(CN)∩Q}；
wherein Z (C) represents a set of speeds at which vehicle n can pass through the intersection before the end of the green light at the directional intersection;
(4-3-4) if VS (n) is not empty, the speed entering the uniform speed control area takes the maximum value in the set VS (n) and is recorded as vmExecuting the step (4-4); if VS (n) is null, let T (n) ═ T (n) + TdRe-executing the steps (4-3-1) - (4-3-3), wherein TdIs a time adjustment.
6. The intersection traffic flow microscopic control method under the intelligent network connection condition according to claim 1, wherein in the step (5), the intersection traffic flow microscopic control method is carried out according to the obtained S0(v0,t0) And S1(v1,t1) And calculating the dynamic operation parameters of the vehicle in the speed change control area, and the steps are as follows:
(5-1) performing three-stage control on the running process of the vehicle in the speed change control area by taking the acceleration of the vehicle as a control object, wherein the three-stage control comprises the following steps: at an acceleration/deceleration a1As time tt1Constant speed motion at a speed v for a time tt, acceleration/deceleration a2As time tt2The uniform variable speed movement of (2);
(5-2) the 6 kinetic parameters in the three-stage control process meet the following constraint conditions:
t1-t0＝tt1+tt+tt2；
v＝a1tt1+v0；
v1＝a1tt1+v0+a2t2；
Figure FDA0002396270370000061
meanwhile, the vehicle should also satisfy the dynamic constraint condition of the vehicle and the space-time constraint condition of the front and rear vehicles in the same direction:
f(t0)＝v0；
f(t1)＝v1；
Figure FDA0002396270370000062
f′(t)∈[-amin,amax]；
Figure FDA0002396270370000063
Figure FDA0002396270370000064
in the formula: f (t) is the speed of the vehicle, f (t)0) Initial speed for the vehicle to enter the shift control region, f (t)1) The speed of the vehicle entering the constant speed control area, and f' (t) is the acceleration of the vehicle;
Figure FDA0002396270370000065
indicating the position of the k-th vehicle with the entrance lane of r and the turn of u on the road section; path (r, u) represents the flow direction of the vehicle, r represents the vehicle approach lane, and u represents the vehicle steering; k represents a vehicle order; Δ S represents the front and rear vehicle safety distance in the same direction;
all the constraint conditions form a multi-constraint nonlinear mathematical programming model, the multi-constraint nonlinear mathematical programming model is solved, and if a feasible solution exists, 6 corresponding kinetic parameters are obtained; if no solution exists, go back to step (4) to search for new S1(v1,t1)。
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